auto monitor - 18 march 2013

Auto Monitorwww.amonline.in18 March 2013Vol. 13 No. 08 32 Pages `50

I N D I A ’ S N O . 1 M A G A Z I N E F O R A U T O M O T I V E N E W S , V I E W S & A N A LY S I S

Honda will launch the Amaze on April 11. Dealers tell us that the launch

date has been brought for-ward from the 16th to get the car into dealerships as soon as possible. They are antici-pating a huge response for Honda’s first diesel car.

Sources tell us that the com-pany began production of the Amaze in January and has already built over 10,000 units so that the company can ‘flood the streets’ with the Amaze soon after its launch, a strate-gy Maruti follows with its new car launches. Furthermore, the source added that the company expects to sell 12,000 units of the Amaze per month to begin with and if the demand is high-er, it can ramp up production to 20,000 units per month.

The Amaze is Honda’s sub-4 metre sedan based on the Brio hatchback. It is powered by the same 1.2 litre petrol engine from the Brio and a new 1.5 litre diesel engine developed specifically for India. Honda has increased the length of the Amaze for rear-seat pas-senger comfort, and Honda’s ‘man maximum, machine minimum’ design philosophy ensures that the Amaze has enough boot space and doesn’t look like an afterthought. The Amaze is far better pro-portioned than its main competitor, the new Maruti Dzire with its stubby boot, and also offers marginally more boot space than the hatchback.

The Amaze is expected to start at `5 lakh for the base petrol variant, and `6 lakh for the base diesel variant. The top-end diesel will carry a price tag of approximately `7.5 lakh.

With the dieselization of the Indian passenger car market, Honda has had to sail troubled waters for a tough few years with no diesel engine in its portfolio. The 1.5-litre i-DTEC diesel motor may prove to be the light at the end of the tunnel for Honda.

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Piaggio has expanded its product portfolio in the three-wheeler category with the launch of apé

City. The manufacturer claims that the apé City is powered by a three-valve engine which marks a first for the Indian three-wheeler segment. The apé City, a passen-ger carrier, will be offered in CNG, LPG and petrol variants. The company has priced the three-

wheeler competitively with the CNG priced at Rs 125,000, LPG at 123,000, and the petrol one for Rs 110,000. It also expects to export 50,000 units of apé.

The apé brand has enjoyed considerable success since the time it was introduced. By capi-talizing on the already popular brand value, Piaggio is aiming to capture more market share with the apé City.

Like every other manufacturer Piaggio too claims that its new-est offering has been developed taking customer feedback into

consideration and is a big add on to its existing range. Piaggio also

If all goes according to plan and circumstances are kind, Japanese automobile major, Honda Motor, hopes to

touch the No 1 spot in the Indian two-wheeler segment, much ear-lier than expected. The company also seems sure that the Indian subsidiary Honda Motorcycle and Scooter India Pvt Ltd (HMSI) will contribute around 25 per-cent to global two-wheeler sales in unit terms by then. Currently, HMSI contributes around 18 percent to Honda’s global two-wheeler sales.

In India, HMSI is at second position in terms of sales of two-wheelers, after archrival Hero MotoCorp. “We will touch the top spot by 2015-16, if the current situation prevails. Currently the market size is around 1.4 crore units, and if the market holds out then we will be number one,” said Shinji Aoyama, General Manager, Motorcycle Operations, Honda Motor Co. Japan.

HMSI’s only concern is that an increase in the pie size will make it difficult for them to touch new levels because of capacity con-straints. The company currently

has an annual production capac-ity of 2.8 million units across two manufacturing units at Manesar and Rajasthan. It third facility at Karnataka is set to begin pro-duction in the next three months which will raise capacity by another 1.2 million units, taking it to a total of 4 million units.

In terms of revenue, India con-tributes around 15 percent that amounts to `1,200 crore in com-parison to global two-wheeler sales of 1.4 trillion Yen. “The small revenue share can be explained in terms of the lower cost of per unit bike sold in India,” Aoyama explained.

At a time when the automo-tive segment is seeing dismal figures, the two-wheeler manu-facturer has seen a growth of over 30 percent between April 2012 and February 2013. HMSI alone reported a 10.87 percent growth in total sales for February 2013 at 228,444 units, while its total sales stood at 206,043 units in the cor-responding month last year. Sales of motorcycles jumped 30.69 per-cent to touch 108,553 units in February 2013 from 83,061 units in February 2012, the company announced in a statement.

Piaggio launches 3-valve apé city

Honda ups ante with new modelsPlans strategy to touch No 1 if markets remain what they are now

Powered by three-valve engine, the 3-wheeler can run on CNG/LPG/Petrol

Nabeel A Khan New Delhi

Anand Mohan Mumbai

Pg 14 Pg 24

The ADEA Event The Biggest Motor ShowFirst peek into the ADEA event Mark Carbery tells us about Geneva

IN PICS COLUMN

HMSI launches TriggerHMSI has unveiled its premium 150cc bike CB Trigger. Expected

to go on sale mid-April, the bike is equipped with a combi-brake system (CBS) and offers fuel efficiency of 60 kmpl. The 150cc – 180cc motorcycle segment contributes approximately 10 percent to the Indian 2Wheeler industry.

CBS is an easy to operate bike that reduces braking distance by 32 percent compared to conventional braking. The motorcycle delivers peak power of 10.3 Kw @8500 rpm (approx. 14 BHP) and a resounding peak torque of 12.5 Nm @6500 rpm. The bike is also equipped with 240mm front and 220mm rear dual disc brakes which enhance braking efficiency and rider safety. CB Trigger will come in three colors, Meteor Green Metallic, Pearl Siena Red and Black and three variants.

Honda Amaze to launch sooner

Contd. on Pg 12

Contd. on Pg 12

It was overwhelming, grand, and we had the audience and the participants enthralled. We are grateful. The ADEA awards just about topped the list of the industry’s most coveted event. Not only were the participants eager to

spend an entire day with us, but they bonded well with each other. Being on the jury helped me glean a little into under-standing the high level of nervousness that dealers undergo. Yes, they wanted the award, and they pitched well to the jury members. But what was heartwarming was their attitude towards it. Those who didn’t qualify cheered just as loudly for those who did.

This does teach us a basic lesson. That it is better to come to the aid of others instead of being boorish about it. I joined a group of dealers to engage and learned that most within were in the business of selling competing products. And I marveled that there was no resentment for each others’ business or the people. They were happy to share notes, and also learn along the way. Tips were shared and the others present took it well.

Our Chief Guest Dr Pawan Goenka’s speech to the deal-ers was one of the highlights of the evening. He advised the dealers that though the markets have not been great last few months, the dealers need to stick around and continue to work

because it is THE business to be in. Sometimes, it is not about the money. There’s a passion to the work and commitment that goes with it. And things will change.

ADEA also taught us a few more things. That there are peo-ple in the industry who are willing to go all out to eliminate ‘hindering rules’. A dealer selling three-wheelers seeing that business was touching nadir moved the local government to ensure that more licenses were issued so that sales of three-wheelers went up. And it worked well for him.

Overall, one could sense that while the markets are not being too kind, there was a general sense of nerve and com-mitment to do well. May their tribe increase!

ADEA Lessons

QUOTESDharmendra Mishra, VP (Sales, two wheelers), Mahindra & Mahindra

James Farley, Group Vice President For Global Marketing, Sales and Service, Ford

We hope for break even in 2014-15.

India is the big idea market. The consumers have a different reference point when compared to other markets globally. To add to that they are also tough and are among the most informed.

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Shaken, Stirred and Confused 12Nabeel A Khan looks askance at the constantly reviewing government policies on the fuel adherence laws that require vehicle manufacturers to make changes to specs.

ADEA 14We bring you the first glimpse into the star studded show that made ADEA. It had everything - panache, grandeur, and had all the best dealers at one place.

CONTENTS

Tuned coatings ensure cleanliness 23Contaminated industrial plants cost billions every year in Germany alone. Special coatings can prevent the build-up of contaminants.

The Biggest Motor Show On Earth 24Alongside the big names and concept cars, making a splash at this year’s Geneva Motor Show were value brands and electric and hybrid vehicles.

Isuzu to make LCVs in India 12Signs agreement with AP government. The company has acquired 430 thousand sq. m. of land and expects to sell 100,000 units annually in future.

Heavy truck sales outlook weak 10Slowing industrial production and low cargo availability make for bleak near-term prospects.

Tata to raise JLR capex 10Tata Motors is looking to add muscle to its Jaguar Land Rover portfolio keeping in mind market potential and reach.

Making Do 08Tough legislation, an economic recession, and rising fuel prices have taught OEMs to adapt to circumstances. We analyse the current automotive segment data provided by SIAM.

12

10

30THE OTHER SIDE

Faisal Matin, Country Director, India & Sub-Continent, Delphi Before joining Delphi, Faisal worked as a business manager with Global Weighing Tech, an industrial electronics parts and solutions provider.

NEWS

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Auto Monitor

N E W S818 MARCH 2013

What doesn’t kill you makes you strong-er. That seems to be what’s happen-

ing in the automotive industry. Over the past few years, tough legislation, an economic reces-sion, and rising fuel prices have taught OEMs to adapt to chang-ing circumstances. Companies are more frugal and aggressive with marketing new products, and new variants are launched every other week to keep prod-ucts in the news and fresh in the minds of customers. Car manu-facturers are focusing on diesel cars, two wheeler manufactur-ers are selling more commuter bikes, and commercial vehicle manufacturers have realized the potential of the LCV segment. So although interest rates are high and customers are hesitant to sign on the dotted line, sales are improving.

The fiscal year is ending, and sales trends have become evi-dent. Domestic passenger vehicle

sales are up 4.07 percent at 2.43 million, and exports are growing at an impressive 9.67 percent. Commercial vehicle sales have fallen by 1.51 percent overall, but if you look at the LCV space alone, it has surged by 14.53 percent. Two-wheeler sales are up 3.85 percent clocking 12.69 million units, and three-wheelers are up by a steady 5.05 percent.

Passenger carsAmong the top four Indian

carmakers, Mahindra has had the best run. An excellent value-for-money portfolio with all-diesel models has sent Mahindra sales rising in the past year. The XUV500 and Quanto performed strongly, helping the SUV manu-facturer grow by a phenomenal 28 percent.

Its counterpart Tata Motors has been steadily slipping in the past year, with an 11 percent dip in sales. What’s alarming is the landslide in the first two months of 2013, a 40.53 per-cent dip in January and a 51.22 percent fall in February. Tata Motors desperately needs to

revamp its product portfolio, but there isn’t any significant model launch expected till 2015,

except for the Nano diesel. Will Tata sustain itself till then is the question on most industry

watchers. As of now, the com-pany is piggybacking on JLR’s new-found success.

Anand Mohan Mumbai

Making Do

Maruti has had a good year too, posting a 5.5 percent rise in sales. Hyundai, on the other hand, has reached a plateau. New models across segments haven’t increased sales one bit but if recent newspaper reports are to be believed, the company is raking in much higher profits than before, even doubling it in two years despite los-ing market share.

Two-WheelersIn the two-wheeler segment Honda is a clear

winner, growing a massive 32 percent in the past year and steadily grabbing marketshare from Hero MotoCorp and Bajaj. The Japanese two-wheeler manufacturer has overtaken Bajaj to claim the second spot behind Hero MotoCorp in the two-wheeler segment.

The world’s largest motorcycle manufacturer hasn’t fared too well since its split with Honda. The Impulse, Hero’s big launch after going solo hasn’t done too well, and the company needs a new breath of life. Hero has been expanding capacity and infrastructure at their R&D divi-sion, and has tied up with AVL of Austria and Erik Buell Racing, USA. Both companies are helping Hero develop products in addition to the company’s R&D efforts. Hero has also partnered with Italian two-wheeler design firm Engines Engineering (previously owned by Mahindra 2 Wheelers). Engines Engineering will help Hero in the design of future products. The other major manufacturer TVS has seen a 6.14 percent fall in sales.

Commercial VehiclesCommercial vehicle manufacturers are hop-

ing that M&HCV sales pick up after finance Minister P Chidambaram’s allocation of Rs 14,883 crores for the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) in next fiscal year. CV major Tata Motors slipped 5.52 percent while Ashok Leyland and Mahindra have grown by 21.15 percent and 11.73 percent, respectively. BharatBenz is being quite aggres-sive with its model launches and poses a serious threat to Tata Motors and other major CV manu-facturers with their made-for-India trucks. Who would have thought a few years ago that the LCV would be the saving grace of the commercial vehicle segment? The Tata Ace, Ashok Leyland Dost, and Mahindra Maxximo have been crucial to this segment.

Three-wheelersThe three wheeler segment is growing at a

steady pace helped majorly by the 0.35 tonne capacity passenger vehicles. Bajaj rules this seg-ment with Piaggio not too far behind. There’s the TVS King too in this segment and Atul Auto plans to launch its first 0.35 tonne three-wheeler, tentatively named Gemini, this month. Piaggio recently launched a CNG/LPG version of the Apé to bolster its current range.

Domestic Sales February 2013 April-February Cumulative

2013 YoY Growth 2012-13 YoY Growth

Three wheelers Atul Auto Ltd 2,580 2.75 28,795 19.07Bajaj Auto Ltd 18,606 8.61 2,07,777 11.99Mahindra & Mahindra Ltd 4,803 -6.03 60,679 -2.68Piaggio Vehicles Pvt Ltd 15,552 7.36 1,68,378 -0.98TVS Motor Company Ltd 1,000 -23.37 14,614 11.56 Commercial Vehicles Tata Motors 38,021 -16.88 3,98,131 -5.52Ashok Leyland 9,513 -2.44 92,654 21.15Mahindra & Mahindra Ltd 12,751 14.76 1,28,169 11.73Force Motors Ltd 2,000 -10.75 19,732 -8.85 Two wheelers Bajaj Auto Ltd 1,78,632 -12.40 22,82,371 -3.14Hero MotoCorp Ltd 4,88,930 -4.12 54,61,142 -1.23Honda Motorcycle & Scooter India 2,15,144 8.94 23,66,992 32.72India Yamaha Motor Pvt Ltd 32,097 18.66 3,27,061 0.43TVS Motor Company Ltd 1,42,800 -6.54 16,28,179 -6.14 Passenger Vehicles Hyundai 34,002 -7.62 3,49,753 0.03Honda Cars India Ltd 6,510 -26.49 63,439 46.16Mahindra & Mahindra Ltd 25,837 12.41 2,82,275 28.10Maruti Suzuki India Ltd 97,955 -9.01 9,43,156 5.55Tata Motors 19,981 -51.22 2,91,964 -11.02Toyota Kirloskar Motor Pvt Ltd 12,756 -23.43 1,46,052 2.87

Auto Monitor

N E W S1018 MARCH 2013

Tata Motors is looking to add muscle to its Jaguar Land Rover portfolio keeping in mind market potential and reach. It has revised its capital expenditure

plans for the marquee British brand from two billion pounds ($3.03 billion) to 2.75 billion pounds ($4.17 billion) over the next few years, according to a recent presentation to analysts by top company officials.

The British luxury brands, acquired by Tata Motors in 2010, have emerged as major profit contributors to Tata Motors and have witnessed a revival in some of its key markets. Company officials pointed out that it is essential to con-tinue investing in the brands to sustain the momentum in coming years, even as the brands face the heat of a recent global sales slowdown.

JLR sales volumes stood at 89,000 units, a growth of 14 percent compared to the third quarter in the previous fiscal. Retail sales for nine months ended December 2012 was around 260,000 units as compared to 208,000 units in the corresponding period in the previous fiscal.

The higher sales were mainly driven by con-tinued momentum in the Land Rover brand (a growth of 12,000 units or 17 percent) contribut-ed by Range Rover Evoque, Range Rover Sport and the Freelander. Jaguar sales were down 1,000 units in the third quarter this fiscal as compared to the corresponding quarter in the previous fiscal.

“It would be a challenge to sustain the sales and margin on JLR as the sales product mix has been higher for lower margin entry level product like the Evoque and the Freelander in addition to higher marketing and brand promotion related expenses. The expenses are likely to rise further with higher R&D spend and additional market related expenses on new launches in coming months,” pointed out C Ramakrishnan, Chief Financial Officer, Tata Motors in a recent inter-action with analysts and the media.

The company has seen increasing pressure on retail sales in recent months for the Jaguar and Land Rover brands. Global sales for JLR grew a mere 3 percent YoY in February 2013. Land Rover sales fell 8 percent in February to 22,260 units as compared to 22,434 units. Jaguar sales, in contrast, grew around 27 percent in February to 4,595 units while sales grew 4 percent for the year till date to 48,770 units.

The sales for both the brands were down in China, which had emerged as the single largest market for the brands in recent months, fall-ing around 22 percent in February this year, while Land Rover sales were down 30 percent in February in China.

The Medium & Heavy Commercial Vehicle (M&HCV ) segment continues to bear the

brunt of weak macro-economic indicators and low cargo avail-ability. Industry players are of the opinion that it would take six to eight months for commercial vehicle (CV) sales to rise,

once recovery measures are undertaken by the government at the state or the national level, in terms of lowering interest rates, increasing infrastructure spending, or discontinuing older vehicles.

The CV segment registered a volume decline of around 35 percent in February 2013 YoY, according to a recent report by

rating agency ICRA. The report point-

ed out that the volume decline has been among

the sharpest in the current financial year. Among OEMs, Tata Motors’ M&HCV vol-umes fell a sharp 47 per-cent owing to slowing demand in

its key North & Western

region markets, Ashok Leyland’s volumes declined around 20 per-cent with Volvo Eicher registering a drop of 14 percent YoY. The seg-ment is unlikely to recover in the near-term given that operators are shying away from expanding their fleets owing to weak cargo availability and relatively sub-dued freight rates.

The Light Commercial Vehicle (LCV) segment, on the other hand, continues to show momen-tum with the sub 3.5 (cargo) segment witnessing a 13 percent YoY growth. While Volvo Eicher continues to gain market share in the M&HCV segment aided by new model introductions and a growing sales network, Ashok Leyland made a good head start in the LCV segment with its first product offering ’Dost’. With more model introductions over the medium term, the Chennai based CV manufacturer could build a market share of seven to eight percent in the LCV segment.

“We continue to see signifi-

cant downturn and pressure on the sales volumes in the 5 tonne and above segment. The indus-try is falling very sharply and it is the lowest quarterly sales volume in the last few years,” according to an official from Volvo Eicher Commercial Vehicles (VECV Eicher) in a recent interaction with analysts.

Four major segments, i.e., 5-14 tonne, 16 tonne and above, buses as well as export, witnessed a decline in the fourth quarter last year. For the year 2012, the industry recorded overall sales volumes of 395,000 units, around 12 percent lower compared to 2011. In the fourth quarter, the segment recorded a sales volume of around 76,000 units, which is a drop of 29 percent over the same period last year.

“We have a phase with a very weak operating environment and weak macroeconomic situ-ation in the country, and with intense competitive pressures and the pricing pressure on the products increasing marketing

spend. The medium and heavy commercial vehicles volumes are affected significantly,” point-ed out C Ramakrishnan, Chief Financial Officer, Tata Motors in a recent interaction with analysts and media. Tata Motors officials pointed out that if the govern-ment recharges some revival programs, or if some major deci-sions or actions to tone up the economy is taken, it might still take at least a quarter or two for it to work its way into the system and result in medium and heavy truck demand.

Most commercial vehicle manufacturers including Tata Motors, Ashok Leyland and AMW are running their capacities much below the regular norm of 75 to 80 percent load factor for fear of saddling dealers with excess inventory in a dull market. Industry players also rule out any significant price increase in the near to medium term given the weak demand and intense com-petition leading to discounting of products.

Abhishek Parekh Mumbai

Heavy truck sales outlook weakSlowing industrial production and low cargo availability make for bleak near-term prospects

Tata to raise JLR capex Our Bureau

Mumbai

Auto Monitor

C O L U M N1218 MARCH 2013

In a bid to achieve more, the company is looking to widen its network as much as possible. “We have decided to open at least one touchpoint everyday. It could be at a Honda dealership or authorized workshops,” said Yadvinder S Guleria, VP, Sales & Marketing, HMSI. Honda man-ages about 2,000 touchpoints in India including 1,300 dealerships.

Aoyama insists that “India can be the hub for Honda’s two-wheel-er operations, mainly with respect to technology”. The company recently opened a technical centre in India.

In terms of production line expansion, the company is keeping its word it had announced at the Auto Expo in Delhi about launch-ing a product every quarter and has launched seven models since.

Looking at its rival’s strength in the 100 cc mass segment, HMSI realizes it needs three more models in the category. Currently it has two bikes in this category: Dream Yuga that has been selling well, and Twister. Simultaneously, the company is launching 3-4 models of two-wheelers in the current financial year that will help it gain traction in terms of market share. It is also scouting locations for setting up a new plant.

claims that its apé City has the best mileage in class, highest power and torque in its category, superior gradability along with generous seating and luggage space. While these claims may be debatable, the manufacturer does deserve praise for launching a three-wheeler capable of being powered by alternate fuels.

Piaggio is offering its apé City with a 12-months/36000 km warranty along with four free services. The manufacturer is also confident that its vast sales and service network with over 750 touch points will further lure customers towards their brand. The manu-facturer is hopeful the apé City will also be a popular choice among buyers owing to its superior performance, ergonomics, operating efficiency & enhanced earning potential.

Speaking at the launch, Ravi Chopra, Chairman & Managing Director of Piaggio India Pvt. Ltd. said, “Our emphasis has always been on value creation. Be it product design or performance. We have consistently gone to the market with our customers in mind. Anticipating the regulatory shift towards more eco-friendly vehi-cles and customer’s needs for a small, fuel efficient and comfortable 3 wheeler, we conceived the apé City to deliver exceptional value and a superior experience to our customers.”

“Today, we are confident the apé City will outclass others in the alternative fuel segment and will help consolidate our position in the 3 wheeler segment. Created on the basis of extensive custom-er need-gap analysis, apé City is truly a world class product that will complement Piaggio’s existing 3-wheeler portfolio. It should emerge as a preferred option over competition in this segment on the strength of its operating efficiencies, enhanced earning poten-tial, and both driver & passenger comfort,” added Chopra.

Piaggio Vehicles started its Indian operations in 1999. It has a manufacturing plant at Baramati, which has a production capac-ity of over 250,000 3-wheelers and 100,000 4-wheelers. They claim to have 60 percent cargo marketshare and 31 pc 3-wheeler pas-senger market share.

We need clarity on policies. This has been one of the most common

responses from automotive industry leaders when ques-tioned about their expectations from the government. By clarity, they most often mean pan-India standards for fuel, duty struc-tures, and a clear road map on manufacturing policy. But the government fails to rise and deliver the right answers and

leaves the industry baffled. The industry is already flum-

moxed with the varied emission norms of Bharat Stage-IV (BSIV) and BS III and has entered yet another maze. The latest gov-ernment notification has ruled that the blend of ethanol in gas-oline should be raised ‘up to’ 10 percent to bring down the national average of five percent. This leaves OEMs guessing as to which region is abiding by what level of ethanol blend. The higher content of ethanol will certainly help the bleeding oil companies to improve cost but leave the end consumer confused.

There are some regions where ethanol is easily available, but some southern states may stand to suffer in terms of supply as the state government may not allow enough supply, despite abun-dance. This is because these states use ethanol to produc-ing liquor. But states like Uttar Pradesh, Bihar and Maharashtra may support this change. However, the anguish doesn’t end here. In the case of two-wheelers,

some vehicles are not compatible with elevated ethanol content as it could be damaging to the vehi-cle. Even if manufacturers make vehicles compatible with the higher ethanol content, the ‘up to’ ten percent clause cannot be applied due to the lack of uni-form fuel availability across the country. The uniform fuel quality across regions is very important as people often travel distances.

Vehicle manufactures are dealing with the diesel dilemma on various fronts. Manufacturers have begun producing engines complaint with BS-IV (and even BS-V in some cases), but the government continues with dual quality BS-IV and BS-III options. Bringing in uniform BS-IV quality of diesel in the country could cost the govern-ment over a lakh crore rupees and so it is resorting to gradual upgra-dation of fuel policy city by city. The higher cost of BS-IV diesel also tends to discourage vehicle owners having a BS-IV engine and buy the BS-III engine that impacts the vehicle as well as the

environment. While the govern-ment insists on reducing sulfur emissions by increasing the fuel efficiency, light-weighting of the vehicles is what the manufactur-ers are abiding to.

The automotive industry is also hit on another front – the issue of multiple taxes levied on vehicles. For some time, the industry has been demanding a single tax policy through goods and services tax (GST) and that is not likely to happen soon. In the last few months, the UPA govern-ment has been giving glimpses of hope by depicting some com-mitment towards implementing GST. In the recent Budget, the Finance Minister promised state governments compensation for losses suffered once GST comes into practice and also allocat-ed `9,000 crore. However, this appears to be a delusion and if things go as they are then the industry is likely to have a long wait till the leading opposition party supports GST.

And as if all this is not enough, then there is a new muddle creat-

ed with the new definition of duty for Sports Utility Vehicle (SUVs) while levying an extra duty. Defining an SUV by using ground clearance as the benchmark has brought in many traditional sedans under the SUV segment. This segment which was doing well despite the gloom is now running scared.

All in all, the more clarity the industry seeks, the more there is a chance to bring in confusion, say several companies. There seems to be some disconnect between the two stakeholders. They need to come on one board that will accelerate growth, and see real growth.

Isuzu Motors India Private Limited (hereina f ter “Isuzu”), the core com-pany for starting the LCV

operations in Indian, has signed an agreement with the Andhra Pradesh State Government to start LCV manufacturing oper-ations and acquired land for the new plant, which would be the centre for full-scale LCV operations.

The acquired land is locat-ed in Sricity in the southern part of Andhra Pradesh state. Isuzu has settled on Sricity as it is most suited given its access to Chennai, where many auto-mobile related industries are situated, located closely to the port for import and export, and the background of developing a support foothold for its main LCV operations in Thailand. The company has acquired 430 thousand sq. m. of land and expects to sell 100,000 units annually in future.

Isuzu has started sales of pick-up truck (D-MAX) and pick-up derivative (MU-7) from this month by importing CBUs. It will build up a sales network starting two states - Andhra Pradesh and Tamil Nadu, and expand accordingly.

India’s automobile indus-try has grown to a market with annual sales of 3,600,000 units last year. Especially the pick-up truck segment, the core product of Isuzu’s LCV, has expanded at a high speed to a market with annual sales of 200,000 units.

Shaken, Stirred and Confused

Isuzu to make LCVs in India

Nabeel A Khan New Delhi

Signs agreement with AP government

Piaggio launches...

Honda ups ante...

Contd. from P1

Contd. from P1

Even if OEMs make vehicles

compatible with the higher ethanol content, the ‘up to’ 10 pc clause cannot be applied due to the lack of uniform

fuel availability.

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Auto Monitor

A D E A1418 MARCH 2013Auto Monitor

14 A D E A

The Chief Guest Dr Pawan Goenka, President - Automotive & Farm Equipment, Mahindra &

Mahindra, addressed the audience.

Sandeep Khosla, CEO, Network 18 Publishing, thanked the audience for their participation.

Bertrand D’Souza, Editor, OVERDRIVE and Auto Monitor delivered the welcome speech.

Nikunj Sanghi, Managing Director, JS Fourwheel Motors vt Ltd, and Past President

of FADA.

Auto Monitor

A D E A1818 MARCH 2013

Dr Pawan Goenka hands over the trophy to Winner PR Sawhney Motors in the Commercial Vehicles category.

A rapt audience is all ears at the highly engaging panel discussion and the awards function.

Winner Pratham Honda is all smiles as they receive the trophy for Winner in two-wheelers from Sandeep Singh, Deputy Managing Director (Marketing), Toyota Kirloskar Motor, and A Krishnakumar.

Runner-up Bagga Links is all smiles as he receives the trophy for three-wheelers from Sandeep Khosla.

T.V. Sundram Iyengar & Sons Ltd emerged Winner in the three-wheelers segment.Automotive Marketing delivers a vote of thanks after winning the trophy from K Srinivas for Dealer of the Year in the Commercial Vehicles segment.

Paved with good intentions: Winners, organisers, and CARERatings gather round for that show of strength.

Auto Monitor

A D E A2018 MARCH 2013

Runner-up Anamallais Agencies (Stadium) accepts the trophy from K Srinivas, President, Motorcycle Business, Bajaj Auto.

The Devilbiss stall at the venue. The Fenner folks pose for ADEA.State Bank of India pitches in with its schemes for the automotive sector.

The Vodafone stall at the event.

remove this photo (put bagga here)

A Krishnakumar, Managing Director & Group Executive (National Banking), State Bank of India and Dr Pawan Goenka are ready to announce the next winner.

Runner-up VJ Honda shows off his trophy that he won in the two-wheelers segment. Jury members deliberate on the various parameters before the actual judging.

The team at Auto Monitor.A panoramic view of the awards hall.

Winner Nippon Toyota and Runner-up Automotive Manufacturers Pvt Ltd take home awards for Service Satisfaction Index.

Runner-up Automotive Manufacturers Pvt Ltd bagged the trophy in the four-wheelers segment.

Auto Monitor

N E W M A T E R I A L S 2318 MARCH 2013

All of us are faced with the same daily bat-t le against dirt. Nevertheless, once

laziness is overcome, vacuum cleaners, dishwashers or washing machines can relatively quick-ly restore order in our homes. However, keeping industrial plants and equipment clean is a different kind of challenge entire-ly. In such cases, the devil is often in the details, as is the case in, for example, the milk pasteurization processes. Dissolved milk pro-teins tend to build-up in pipes, boilers or heat exchangers of the equipment being used. After one working shift they are already soiled to such a degree that the entire plant has to be shut down for cleaning. This translates into huge costs for manufactur-ers. Such deposits, referred to by experts as “fouling”, can disrupt production processes. Studies

Tuned coatings ensure cleanlinessContaminated industrial plants cost billions every year in Germany alone. Special coatings can prevent the build-up of contaminants. Researchers are now able to adapt ultra-thin coatings for an extremely wide range of applications.

suggest that this results in costs of between 5 and 7 billion euros per year in Germany alone.

Tailor-made for every requirementAt the Surface trade fair (8 to 12 April, Hall 3,

Stand D25) in Hanover, Germany, the Fraunhofer Institute for Surface Engineering and Thin Films IST, based in Brunswick (Braunschweig), Germany, is exhibiting a range of technologies that prevent fouling within plants in the first place. Special coatings prevent proteins, salt crystals and calcium carbonate deposits from sticking to the surfaces of plants or system com-ponents. The difficulty in achieving this is that the types of deposits vary depending on the materials used to manufacture the plant and the liquids used. Scientists have now found a way to adapt the coatings for a wide variety of different industrial applications and loads. They achieved this by “custom tuning” the structures and surface energy of the coating surfaces. One important variable in this formula is the sur-face energy of the coating. It determines to what extent deposits are able to cake on. “The range of properties relating to these layers range from high wear protection through to an extreme anti-fouling effect. With the help of special process technology, we are now able to create practically any desired property”, explains Dr. Martin Keunecke, Head of Department for New Tribological Coatings at IST.

The coatings are made up of carbon and other elements and are just a few micrometers thick. That corresponds to approximately 50 times thinner than a human hair. Both extremely hard and durable, carbon layers are characterized by excellent anti-corrosion and anti-wear proper-ties. Their surface energy, and thereby cohesive properties, can be further reduced by integrat-ing non-metallic elements such as fluorine and silicone. This leads to an additional anti-fouling effect. “Depending on the type and quantity of the elements used, we are able to control the prop-erties of the coatings in a targeted way”, explains Dr. Peter-Jochen Brand, Head of Department for the Tribology Transfer Center at IST. “This is nec-essary because industrial plants are subjected to a wide range of differing stresses resulting from liquid substances. Just consider milk processing or fruit juice manufacturing in the foods indus-try, paint production in the chemical sector, production of medications in the pharmaceuti-cals industry or the transportation of crude oil.”

Strong demand for anti-fouling solutions

Industry currently uses carbon-based coat-ings primarily in order to reduce friction and wear. Although already in great demand, anti-fouling applications are still in their infancy. For this reason, Keunecke and Brand are antici-pating fresh momentum from the market as a result of their innovation. The scientists will

demonstrate the versatility of their new anti-fouling coat-ings at the Hanover trade fair by way of a recreated fountain. Here, water runs over the vari-ously tuned surfaces and forms – depending on the degree of the anti-adhesive effect – dif-ferent droplet patterns. “Now that we understand how to indi-vidually configure the layers, the next stage involves tack-ling the question of how to most efficiently produce the coated equipment. Anti-fouling already works extremely well for exter-nal surfaces, however, internal coating, for example for pipes, is anything but straightforward. For this reason, we are now col-laborating with industry and research partners to create new manufacturing processes”, con-cludes Keunecke.

Courtesy: Fraunhofer Institute

Auto Monitor


Contd. on Pg 26

Alongside the big names and concept cars, making a splash at this year’s Geneva Motor Show were value brands and electric and hybrid vehicles.

Even by the standards of the Geneva International Motor Show, where there’s always a riot of

concept cars, and obscure low-volume carmakers sit right next to the market leaders, the 2013 event in early March was some-thing else. The show sits in a bubble, surrounded by snow-capped mountains and clean air, in a place of international finan-cial muscle where they’ve just found the God Particle. It’s not like other motor shows.

Against a wider European backdrop of punishing auster-ity, the proliferation of exotic new vehicles at the show was in sharp contrast to the number of significant volume car launches, underlined by the fact that Ford’s new Mondeo has been delayed 18 months by Ford’s need to address its European restructuring.

So where else to start than the world’s most luxurious car com-pany? Rolls-Royce wheeled on the most powerful model it has ever offered, the Wraith. A coupe producing 624bhp and capable of accelerating from 0-100kph in under 4.5 seconds, it takes the RR brand into new territory. If it

strays too far into performance and technology it could take the focus away from its core identi-ty of traditional luxury. Perhaps that’s why it has eschewed the clever drivetrain technologies and light weight so obvious in the two hybrid supercars at Geneva which grabbed the attention of engineers and salivating school-boys alike.

McLaren’s P1 was shown in production form and produces 903bhp from its 3.2-litre tur-bocharged V8 petrol engine combined with an electric motor, enough for 0-100kph in 2.8 sec-onds and ferocious 0-200kph acceleration in 7.0 seconds – like a Formula 1 car, more impor-tant than the 350kph top speed. Extensive use of carbon fibre and the removal of all unnec-essary weight – the windows are made from plastic and car-pets are an option – underline the goal of McLaren to make the P1 the world’s fastest road car on a racing circuit, where it has the proven ability to challenge Ferrari in Grand Prix racing. The P1 will set you back £866,000.

Ferrari’s take, dubbed LaFerrari, was shown for the first time at Geneva and required up to an hour of patient wait-ing for a glimpse, which says a lot about the Ferrari brand’s magical lure and also about the size of McLaren’s task in tak-ing it on. It is essentially similar to the McLaren – a petrol-elec-tric hybrid utilising Formula 1 design principles, producing over 900bhp and with a focus on dynamics over top speed - Ferrari does not even quote one.

However, unlike the McLaren the Ferrari uses a 6.3-litre normally aspirated engine and twin elec-tric motors, fed by a KERS system. It also trumps the McLaren in most respects on paper, with an astounding 950bhp, more torque, faster acceleration to 300kph and a higher price tag - £1,040,000.

In comparison, Lamborghini’s conventionally powered Veneno, a run of three cars already sold for £3.1 million each, looks some-what retrograde. It’s full of sound and fury but signifies little for the future of motoring, whereas the P1, LaFerrari and Porsche’s previously revealed 918 Spyder apply technologies which could redefine green cars of the future and therefore redefine motoring. Their combination of a fossil-fuel engine with electric motors and battery packs, and the ability to recover and store energy, can give a car with a small engine the

same effective power as one with a much larger powerplant.

But that’s for the future. In the here and now, only mainstream sales growth will shrug off the depression cloaking the indus-try after five successive years of declining sales in Europe, with 2012 registering the low-est demand since 1995 and the biggest fall since 1993. Bosses in Geneva were warning that the market will continue to be weak for at least another five years. Renault has been in an alarmingly downward spiral, and in Geneva it was announced that France’s famously protectionist unions have agreed to the loss of 7500 jobs and a pay freeze. Even the region’s powerhouse, Germany, has been falling, down 3% in 2012 and around 10% this year.

So it was comforting to be reminded that there are cars which people actually want to buy. The European Car of the Year award is made on the eve of the Geneva show, and this year it went to the VW Golf, which more than any other mainstream car demonstrates an understand-ing of the consumer. Ironically, this near-premium model of restraint is probably even more relevant in the current eco-nomic situation: it’s a quality item which does everything you could reasonably wish for, at a very affordable price.

That’s something which the Hyundai-Kia double act has understood and profited from enormously over the last five or so years. Their cars may lack the badge, but precious little else, and the group is doubling its adver-

tising spend to help fix that. The two brands were located at oppo-site ends of the show as though advancing on their European competitors with a Vulcan death grip, and both stands were full of well-styled, nicely finished cars. Kia’s Pro Cee’d sporty hatchback could easily wear an Audi or Volvo badge, and Hyundai’s i30 appears to have been copied – less successfully - by the new Toyota Auris. And both companies had something mould-breaking interesting on show – Hyundai the world’s first production hydrogen fuel-cell vehicle, an adapted ix35 SUV, Kia the Provo concept study for a muscular sub-Mini size ‘urban-racer’. Forget its hybrid powertrain – if produc-tionised, this could inspire a new niche, picking up where the rath-er more effeminate Fiat 500 and Opel Adam stop.

Like Hyundai-Kia, Skoda has been transformed, and its new Octavia C-segment offer-ing advances the formula. You get a lot for your money – space and high quality thanks to its VW Group ownership, and increas-ingly confident styling. But just as Skoda is surely taking custom-ers away from the VW brand, a new company capable of spoiling the party for Skoda and several other brands made its debut in Geneva. Qoros is a joint venture between China’s Chery and Israel Corporation. It has recruited senior people from all the major OEMs, is based in Germany, and set its stall out convincingly in at the show.

The Biggest Motor Show On Earth

It was comforting to be reminded that there are cars which

people actually want to buy. The European Car

of the Year award is made on the eve of the Geneva show, and this year it went to the VW Golf, which more than any other mainstream car demonstrates an understanding of the

consumer.

Mark Carbery

Auto Monitor


ments. BMW showed its 3-Series GT, a liftback variant of the sedan but longer, wider and taller, and with more space than the wagon. Mercedes debuted the CLA, a small four-door coupe with less space than the C-Class model it’s based on. And it was telling that Qoros was launching an entire company with a hybrid 4WD crossover as part of its core offering.

Get RealEven where a brand was not touting a niche

vehicle the lesson was clear: it’s all about the product, its appeal and quality. VW learned to invest in product with the Golf, and look where it is now. Kia moved from being a value brand to a producer of stylish vehicles by bringing in the Audi TT designer Peter Schreyer, and recently promoted him to president. Qoros has single-handedly advanced the cause of the Chinese by launching in Europe with cars which look, feel and smell like a VW group product.

So you have to praise Opel for not only the recent Adam, Mokka and Astra GTC coupe but, in Geneva, the Cascada, an Astra-based four-seat convertible with real style and perfect proportions. It’s a designer’s car and one which, logically, shouldn’t have made it through GM’s cost-cutting. Then there’s Alfa Romeo’s 4C, a small sports car which has gone from concept to production intact. It may be just a niche product but it’s an important one: it is cen-tral to Sergio Marchionne’s ambitious plan to move the brand from 100,000 to 300,000 units a year by 2016 as part of the Fiat group’s drive for profitability.

Talking of which, Tata’s Jaguar brought its halo model, the F-Type, to Geneva for the first time, but there is a growing feeling that the car is priced too high to attract the younger customers Jaguar wants, ranging from just under £60,000 to £80,000. At this level Porsche makes life extremely difficult, with the Boxster S priced at £45,000 and the 911 from £73,000. Jaguar’s sister brand Land Rover is the star of Tata’s portfolio. There was nothing new on the Geneva stand, but the company is glowing in the aftermath of the new Range Rover launch and huge demand for the Evoque. It owns the premium and luxury SUV territory right now.

But the final word has to go to VW. If this industry is all about making cars people want to buy then it would have been easy to overlook its futuristic XL1 (pictured above) in Geneva. This plug-in hybrid two-seater with gull-wing doors will shortly go into production at the rate of just 1000 cars a year. But it’s a technological marvel with fuel consumption of just 1 litre/per km, more than 300mpg, and it looks the part so people will want one. The XL1, more than any car in recent years, demonstrates the industry’s ongoing ability to reinvent itself and, crucially, offers a glimpse into a future beyond Europe’s current economic challenges.

Two of its three cars were shown as concepts, but are clearly fully-formed and pro-duction-ready. This message alone differentiates Qoros from the majority of Chinese brands which have dipped their toes in European waters – the company has created cars suit-able for Western markets and is underplaying its mission. The four-door sedan is the only offi-cial model but the wagon and crossover alongside it are the same as the sedan from the B-pillar forward; the crosso-ver has a distinct rear end and a higher ride height. Styled by Gert Hildebrand, the former Mini designer, all are under-stated but well proportioned; they are not derivative and they have a certain presence. The fact that the sedan will be launched first suggests that Qoros will ini-tially be targeting the Eastern and Central European markets where that type of car sells well, leaving the major markets, with their taste for five doors, for when the time is right.

Qoros is another thing to

think about for the mainstream brands already reeling from the challenge posed by value brands and a Euro Zone in crisis. They’re fighting back strategi-cally though – for the established OEMs the 2013 Geneva show was about two things: small SUVs and new niches.

Renault’s play has been to launch an appealingly fresh small SUV in Geneva, the Captur, based on the recently introduced Clio. The Captur has clean lines, options for personal-isation, good interior space and will help the company recover vital relevance and, perhaps, turn the corner. It will have to fight hard to become the small SUV market leader however. Peugeot’s 2008, also unveiled at the show, has class-leading weight and efficiency, an off-road system inherited from the larger 3008 crossover, and a head-up display giving access to Peugeot apps. Ford joined Geneva’s small SUV party with the Ecosport. This is very much a product of our time. Ford can’t afford to be a late entrant so it

looked around and found it had something ready to go. However, the Ecosport was conceived in Brazil for emerging markets; the fact that it was not developed or styled for Europe will tell in

the battle with the Captur, 2008 and Opel’s Mokka, but ultimate-ly Ford needs to be there and the margin on the India-built European Ecosport is key.

The transition from the tra-

ditional product segments to a market characterised by niches moves on at an alarming pace, and in Geneva several of the major OEMs introduced cars which don’t fit into existing seg-

The Biggest Motor... Contd. from Pg 24

Volkswagen XL1

Auto Monitor

C L A S S I F I E D S 2918 MARCH 2013

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T H E O T H E R S I D E3018 MARCH 2013

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Getting Personalwith Faisal Matin, Country Director, India & Sub-Continent, Delphi Product & Service Solutions

In Real Life If not in the auto industry, where would you be?If not automotive, I would have been an entrepreneur.

What car do you drive? What do you dream of driving?I currently drive the Toyota Corolla Altis. I would like to own a Beetle -- give me some time! First graduate to the Beetle, then talk of the next … I bite it in pieces.

Your most recent heartwarming experience?Attending a training on Breakthrough Achievement Program – a good experience.

What are you currently reading?Simply Fly by Captain Gopinath. A little old, but motivating.

What do you do when not talking auto?Listen to music, read, and spend time with the family.

An outdoor activity you would miss office for…Aaaah…..nothing really. Outdoor with family would be fun!

Where did you go for your last holiday?Just visited Agra on a weekend getaway.

You get angry when…When I want to!

What is the one thing you would like to change about yourself?I wish I was over 6 feet tall.

Best thing to have happened to you…I guess - Delphi.

Faisal Matin is Country Director, India & Sub-Continent, for Delphi Product & Service Solutions. Faisal is responsi-ble for aftermarket activities, product strategy, customer strategy and P&L accountability for DPSS India & sub-continent.

Before joining Delphi, Faisal worked as a business man-ager with Global Weighing Tech, an industrial electronics parts and solutions provider.

Faisal holds an Advanced Executive Program from IIM Calcutta, an MBA Degree in Business Administration from IPM, and a bachelor’s degree in commerce from Delhi University.

An experience I won’t forget…I performed in a skit/drama at a Global Leadership Meet at Delphi HQ at Troy, Michigan, and won the Best Actor (so-called Oscar) award from the Global President of Delphi Product & Service Solutions. I got to re-live my school and college days and that was nostalgic.

32

Regn. No. MH/MR/WEST/20/2012-2014. RNI No. MAHENG/2000/11414Licenced to post at Mumbai patrika channel sorting office G.P.O. Mumbai 400 001.Date Of Mailing:16th & 17th Fortnightly Issue. Date Of Publication: 13th of Every Month

auto monitor - 18 march 2013

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