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TABLE OF CONTENTS
? Roadmap to Reduce Vehicular Pollution. (Pg. 1 – 3)
? Reinvent the Mobility Idea (CSE India) (Pg. 3 – 5)
? Hyundai's Campaign Irks Competitors. (Pg. 5)
? Tata to Export 1 Lakh Cars to Britain. (Pg. 5)
? TVS to Launch 'Centra' in December. (Pg. 5 – 6 )
? Maruti Chalks Out "Three Pillar Leadership" Strategy. (Pg. 6)
? Maruti Plans Zen Facelift. (Pg. 6 – 7)
? Hero Honda to Invest Rs 100cr on New Bike. (Pg. 7)
? Hero Honda shelves third Plant Plan (Pg. 7)
? Vectra to make Army Vehicles for India. (Pg. 7)
? Festivals bring smiles to Automakers, Sales rise. (Pg. 8)
? Hero Honda Oct Sales Up 21 Pc. (Pg. 8)
? Bajaj Auto Sales Top 1 Lakh in Oct. (Pg. 8)
? LML Oct Sales Up 16.4%. (Pg. 9)
? Maruti Q2 Profit Rises 3% to Rs 124 Crore. (Pg. 9)
? Maruti's Oct Sales Up 35.2% Y-O-Y. (Pg. 9)
rd Roadmap to Reduce Vehicular Pollution (PIB – Fuel Policy Dt. 3 Nov.)
The new auto fuel policy has laid out a roadmap to cut down vehicular pollution in Indian cities. It is an
important step towards cleaning the air of vehicular pollution in the next seven years.
The National Auto Fuel Policy announced by the Petroleum Minister, Shri Ram Naik on October 6,
2003 envisages a phased programme for introducing vehicular emission norms in the country by
2010. The policy seeks to improve the fuel quality and vehicular engine specifications. It has proposed that
liquid fuels remain the main auto fuel throughout the country and suggested the use of CNG and LPG in
cities affected by higher pollution levels to enable vehicle owners have the choice of the fuel and
The sulphur content in the fuel is the villain causing health damage through its exhaust. The Government
adopted a roadmap to clean the air of vehicular air pollution in cities after the Supreme Court reprimanded
it for laxity in curbing air pollution. The Central Government appointed an expert committee in September
2001 under the chairmanship of Dr. R.A. Mashelkar, Director-General, Council for Scientific and
Industrial Research (CSIR), to suggest a roadmap taking the country to better urban air quality levels.
More stringent norms for fuels means steadily reducing the sulphur and aromatics content in petrol and
diesel fuels. Euro II, for example, stipulates that sulphur be controlled at 350 parts-per-million (ppm) in
diesel and 150 ppm in petrol. Aromatic hydrocarbons are to be contained at 42 % of the concerned fuel.
The goal, according to the Mashelkar roadmap, is to reduce sulphur to 50 ppm in petrol and diesel and
bring down the level to 35 %. Corresponding to the fuel, vehicle engines will also need to be upgraded.
The government has laid out a phased programme for introducing Euro-IV vehicular emission norms in the country by 2010, requiring an investment of Rs. 55,000 crore by oil and automobile companies in improving fuel quality and vehicular engine specifications.
The Bharat Stage II (equivalent to Euro-II norms), which is currently in place in Delhi, Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahmedabad, Pune, Surat, Kanpur and Agra, will be applicable to all automobiles throughout the country from April 1, 2005. All automobiles and fuel-petrol and diesel – will
have to meet Euro III emission specifications in these 11 cities from April 1, 2005 and Euro-IV norms by April 1, 2010.
The rest of the country will have Euro-III emission norm compliant automobiles and fuels by 2010. For two-and three-wheelers, Bharat State-II norms will be applicable from April 1, 2005 and Euro-III norms would come in force preferably from April 1, 2008, but not later than April, 2010.
The domestic oil refineries which have already invested Rs. 10,000 crore to achieve Euro-I auto fuel specifications, would need to incur an additional investment of around Rs. 18,000 crore by 2005 and Rs. 12,000 crore by 2010. The investment requirement of the automobile industry is estimated at around Rs. 25,000 crore over this period.
As the modified road map for compliance of emission norms, the new policy has allowed that after April 2007, inter-State buses/trucks would not be allowed to originate or terminate in Delhi, unless they meet the minimum of India-2000 emission norms. The cut-off point for meeting Bharat-II norms will be April 2011. Similarly, in respect to ten other cities, all inter-State buses will have to meet with effect from April 2006, a minimum of the 1996 emission norms, in case they were registered before April 2002. They have to meet with effect from April 2008, a minimum of India-2000 norms, if they were registered after April 2000. In respect of ten other major cities, all inter-State buses would need to meet a minimum of Bharat II emission norms from April 2011 if these vehicles are registered after April 2005.
Apart from Delhi, the ten cities which are covered under the strict compliance of emission norms are : Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahmedabad, Pune, Surat, Kanpur and Agra. As for new vehicles, the norm states that no vehicle could be sold in the entire country unless it meets the Bharat II norms after April 2005 and Euro III after April 2010.
In case of the 11 major cities, Bharat II stage has already been enforced as of April 2003 while Bharat III stage will be enforced from April 2005. Vehicles not having emission norms equal to Bharat IV norms would be sold in these cities after April 2010 under the policy.
The Ministry of Petroleum and Natural Gas will ensure fuel quality while the Ministry for Road Transport and Highways will monitor the automobiles‘ engine specifications. Pollution checks will be the responsibility of the Ministry of Environment.
Deviations The auto fuel policy has deviated from the Mashelkar Committee recommendations on two counts. Firstly, the fiscal concessions like excise duty relief have not been provided immediately. This aspect will be looked after in the annual budget. Secondly, the proposal to form a National Automobile Pollution and Fuel Authority has not been accepted and individual ministries will continue to monitor the standards.
Inter-State buses/trucks would not be allowed to originate or terminate in Delhi after April 1, 2007 unless
they meet the minimum of Euro-I emission norms. The cut off point for meeting Euro-II norms will be
April 1, 2011. In other cities, all inter-State buses will have to meet a minimum of 1996 emission norms
from April 1, 2006 and Euro-I norm from April 2008.
Critical of the Mashelkar report on the roadmap for cleaning the air of vehicular pollution, an
environmental group feels that the Union Cabinet‘s decision to accept the draft policy will not result in any
substantial reduction in air pollution in Indian cities.
The Mashelkar roadmap prescribes an incremental approach for upgradation of fuel standard and vehicle
design. The Centre for Science and Environment (CSE), an NGO, says there is enough evidence of
people‘s health falling victim to critical levels of pollution. The policy says that most of the cities it targets will get Euro III standards, which are incrementally better
than Euro II, in 2010. The CSE feels that this totally ignores Delhi‘s experience of technological leap
frogging with aggressive use of alternative fuels and quicker implementation of advanced emission norms.
Learning from the CNG experiment in Delhi, the CSE feels that air pollution levels have only stabilized. A
lot needs to be done to bring down pollution levels drastically, it said.
The positive aspect of the policy on the phased reduction of auto engine emissions is that car making units
and ancillary manufacturers will no longer have to bear the entire burden of the transition to Euro III norms
over the next seven years. They must do their bit, of course. But, now onwards, the oil refiners too will
have a major stake in lowering emissions, as car makers as well as fuel suppliers in 11 major Indian cities
ready themselves to meet Euro III norms from April 1, 2005. But huge outlays like Rs. 55,000 crore would
be even more vindicated if there is also a change in the mind-set of the private users towards greater public
transport use. That will immediately slash fuel use as single passenger/driver cars yield space to bussing, or
comparable modes of collective travel. Fuel use will be slashed to the extent that greater metro rail drives
up power use.
This is the way matters have been moving in the developed countries. The suburban US commuters access
commercial centres either riding bicycles or walking from the nearest railway station. In Japan too, the
passengers who intend getting on to the famous ‗Bullet Train‘ going to Tokyo, first travel to the station
nearest to them; they then leave their bicycles or mopeds in the parking lots provided there. Progressive
emission norms and the resources required to implement them must be seen as just one component of an
efficient energy or pollution management in the society. This is why it is important to get more and more
people using mass public transport even as we move towards zero emission norms.
The Supreme Court had strong-armed the government into enforcing strict vehicular emission norms in the
principal metros. Its chief concern was with public health being put to serious risk by the polluting exhaust
from the growing number of motor vehicles. Going a step further, the apex court had also insisted on the
use of preferred technologies – such as CNG for buses and auto-rickshaws - in order to limit pollution
levels that were choking the key cities. (PIB Features)
Reinvent the Mobility Idea (CSE India)
When I think of the government's newly cleared Auto Fuel Policy, the image of Nero fiddling while Rome
burnt comes to mind. The document apparently sets the roadmap to meet clean air targets in Indian cities -- in other words, show how to secure mobility and public health. Instead, all it reflects -- in the worst way -- the ostrich-like mindset of government scientists, planners and in particular, Indian industry captains and their cheerleaders. The document digs its head into the mud, pretending the problem of air pollution does not exist; even if it does, a tiny bit of fiddling and tinkering will make it go away.
The authors call this approach "pragmatic": a horrible word as it translates into doing little or nothing. What this means in this case is that most cities, already spluttering in smog, will get no relief till 2005 -- when the kind of fuel and technology big cities now have will be made available to their smaller-sized kin. This, Euro II technology, which will be made available in cities like Guwahati or Sholapur in 2005, was made mandatory, because of Supreme Court orders in Delhi in 2000.
The 11 'more' polluted cities, identified by government for special treatment, will get nothing substantially new till 2010 -- 8 years from now, when Euro IV compliant technology would become mandatory. Hesitantly, these cities will trundle from Euro II- compliance to an incrementally better Euro III technology in 2005. It is well understood in pollution circuits that there is really not much difference in these two levels. The real technology jump comes with Euro IV compliance. But understand this: while Europe is introducing Euro IV in 2004, our policy makers are giving it to Indian cities only in 2010. Why? Don't Indians deserve clean air?
Such an attitude becomes even more annoying when we realise that most automobile companies are already capable of manufacturing Euro III-compliant vehicles. They are busy selling "cleaner" cars in Europe, where, it seems, people deserve better. When the Supreme Court advanced the deadline for automobile technology by almost 5 years in 1999, vehicle-makers and fuel suppliers scrambled and met the new standards. Therefore, why should policy efforts remain so miserly and small-minded? Why should policy not push the pace of technology?
The fact is there is a colossal problem on our roads. Large and dirty vehicles, poisoning the air and destroying human lives. But it isn't so mind-boggling that alternatives can't be thought of. We have the advantage of being the latecomers in the auto-fuel race. We can afford to configure a new pathway, so that the dream of mobility in India does not become a nightmare. We know that the western world is cleaning up its vehicles -- each new generation becomes a little better. But at each step, a new pollution challenge confronts its technologists. Modern and sophisticated technology comes always a step behind the problem it creates. Set to go ahead of the problem, it keeps chasing it.
In the last 15 years or so, the issue of particulates, tiny toxins that penetrate our lungs and blood circulatory systems, has taken centre-stage in pollution management. Challenged by this emerging phenomenon, vehicle and fuel technology innovated; it was widely accepted that the 2004-generation of vehicles in the western world would have licked this particular problem. But now scientists are discovering that as the
emission-fuel technologies reduce the mass of particles, the size of the particles reduces and the number emitted goes up and not down. These particles are even smaller in size. Called nanoparticles (measured in the scale of a nanometre, a billionth of a metre), these particles are not only difficult to measure, but also, say scientists, could be even more deadly since they easily penetrate human skin.
Therefore, the Indian Auto Fuel Policy should have underlined that the way of the future is to reinvent the transportation mindset to suit the needs of the newly industrialising countries. It should have stressed that we don't have to make the mistakes of the western world. We don't have to build cities on the imperative of private transport. We don't have to build pollution control on the basis of fitting after-treatment devices in cars and cleaning up the fuel. We don't have to be boldly timid, as the policy is. We can determine new ways to the future city -- combining the convenience of mobility and economic growth with public health imperatives. Our way would combine the best of the new and the old.
On the one hand, we will move, indeed leapfrog, to the best technologies of the western world, even before they adopt these, as the case may be. Therefore, if the alternative is to jumpstart to Euro IV or to move
towards gaseous fuels, we will cut the umbilical cord with the past. For instance, by moving towards
Compressed Natural Gas (CNG), we jumped to Euro IV equivalent emissions in particulates. But the western world has not advanced towards CNG as yet. It does not need to because its air is relatively clean and it can afford -- in terms of time and money -- an incremental roadmap. We must realise that moving
fast and first will provide opportunities for industry to market its products - CNG vehicles are an emerging area of export from India, for instance.
On the other hand, we must reinvent the past as well so that we invest in public transport and mobility for
all. Therefore, even as the whole world looks for little solutions to pollution and congestion, we must
reinvent the answer. We must invent the 'idea' of mobility itself. But is this asking too much of fossilised
government minds? -- SUNITA NARAIN
Hyundai's Campaign Irks Competitors
Chennai: It seemed to be an invitation for trouble for Hyundai Motor India (HMIL), ever since it
unleashed full-page ad campaigns under the title, ‘Today is April 1, 2005’ in the print media over the last
The campaign‘s tone seem to have irked some of HMIL‘s competitors, which have mounted pressure on
the Society of Indian Automobile Manufacturers (SIAM) and Advertisement Standards Council of India
(ASCI) to restrain HMIL from continuing with its campaign.
In fact, SIAM secretariat had shot off a letter to HMIL, seeking its views. Undaunted, HMIL in its
reply to SIAM has stoutly defended its campaign. And sources in the advertising industry hint that
HMIL is all set to unveil the phase-II of its Euro III campaign this week.
What’s the noise all about? Through the campaign, HMIL sought to highlight the fact that its diesel
engines adopt futuristic technology (CRDi) and already comply with Euro III norms to be
implemented in 11 Indian cities on April 1, 2005.
‗‗Experts suggest this will call for radical changes in diesel engine technology. Though there may be ways
to ‗scrub‘ emissions and comply with the norms, forward looking car makers prefer to improve combustion
by adopting technologies like Common Rail Direct Injection (CRDi),‘‗ the campaign highlighted. So far so
good. ‗‗At HMIL, we realised the need to give India state-of-the-art diesel technology and introduced the Accent CRDi in September 2002. So all those driving the Accent CRDi have Future-Ready-
Technology,‘‗ the company further said. So, where is the trouble? you may ask. Read on.
Tata to Export 1 Lakh Cars to Britain
London: India is poised to export 100,000 cars to Britain in the next four years, with the first consignment
of them slated to reach Birmingham any day. "One in six of the cars rolling off the Tata manufacturing line
in Pune is destined for Britain, with 100,000 scheduled to arrive over the next four years," The City Rovers,
produced in the Tata factory in Pune are the sub-continent's first genuine indigenous car, designed and
built by Indian engineers and workers with minimal foreign help.
The City Rover/Indica will help plug a market gap for Rover, which has no small car of its own to sell. But
for Tata and for Indian manufacturing it is a giant leap forward. A car industry that was once the butt of
jokes for still assembling the Ambassador, a copy of a 50-year-old Austin, is now making modern cars
without outside aid and - delicious irony - exporting them to Britain, the report said.
Tata's achievement should have western manufacturers shaking in their boots. It is one of many indications
that Indian engineering groups may be about to do what Indian IT and business-outsourcing companies
have done to their rivals for the past decade: thrashed them out of the market.
TVS to Launch 'Centra' in December
Bangalore: TVS Motor Company has said on Saturday it will launch a new four stroke motorcycle TVS
Centra and an upgraded 125 CC TVS Victor in December. Meanwhile, TVS said it registered a growth of
four per cent in the total two-wheeler sold by the company by recording sales of 1,04,308 units last month
compared with 1,00,220 last year during the same period.
The company's growth last month was lower than the market due to the drop in sales of two-stroke Max
motorcycles, it said in a statement. This trend will continue till December by which time it would launch
Centra and the upgraded Victor. The company said TVS Victor surpassed the seven lakh unit mark in just
24 months. TVS's motorcycles sales last month stood at 61,777 units taking the total motorcycle sales this
financial year period Apr‗03 to Oct to 4,24,904, up by three per cent compared to 4,12,156 units recorded
last year for the same period.
TVS Scooty sold 20,779 units last month, an increase of 36.5 % compared with the same month last year
(15,226), the statement said, adding, this growth trend had been buoyed by good customer response to the
recently launched four stroke Scooty Pep. TVS Moped sales grew 19.3 % last month by clocking 21,752
units compared with 18,230 in October last year.
Maruti Chalks Out "Three Pillar Leadership" Strategy
Chennai: Just as motown is abuzz with activity on launching new models and consolidating presence in
the market, India‘s largest passenger car maker, Maruti Udyog Ltd (MUL), has readied its ―leadership‖
strategy to combat the onslaught in the market place. Broadly it has drawn a three pillar strategy, the first
of which revolves around cost control based on improved quality, higher productivity, greater volumes,
common platforms and localisation. This has been coded as ―Challenge 50‖.
The aim is to bring down costs by 30 per cent and improve productivity by 50 per cent over a three-year
period. MUL officials say that the company‘s ―success‖ as an export hub for Alto to Europe is based on
this pillar of the leadership strategy. The second pillar is being built on the marketing operations. Included
in this is the on-going revamp of sales and service network. New services like car finance, insurance and
lease and fleet management services for corporates, sale and purchase of pre owned cars under the
―TrueValue‖ brand. This pillar aims at building customer retention.
The third is to make ―MUL the R&D hub‖ for Suzuki. O Suzuki, Chairman, Suzuki Motor Corporation
(SMC) in an interaction with journalists during the Tokyo Motor Show held earlier this month said that the
focus would be to make MUL another SMC in two years. Besides, he also said that MUL will be
involved in designing products for SMC as well. This will arm MUL with the capability to ―face lift‖ its
existing models. It seems that this has come at the right time for the company. ―Maruti's old models
enjoy a decent brand equity around performance, low cost of ownership, tried and tested in Indian road
conditions and so on.
But their bugbear has been that their external looks are too familiar. With a face-lift capability, Maruti is
now set to eliminate this bug bear. It need not phase out these popular models. Rather, it can refresh them,‖
MUL officials added. All these come at a time when SMC is exercising its powers as the majority
stakeholder by revamping the organisational set up. MUL officials add that all these are aimed at retaining
the leadership position in the market space.
Maruti Plans Zen Facelift
Mumbai: India‘s largest car maker, Maruti Udyog (MUL), is understood to be working on a facelift of its
most successful model, the Zen. The move is intended to increase sales in the ‗B‘ segment — the largest
chunk of the car market. Recently, MUL upgraded the Wagon R and reduced the price of the Alto by Rs
24,000, which helped improve sales for these two models, both of which fall in the ‗B‘ category. The last
few months have seen Zen‘s sales hovering at 5,000 levels. In July ‘03, MUL sold 5,462 Zen models,
which grew to 5,819 in August. However, sales dropped to 5,263 units in September and further to 4,862
in October. In the case of Wagon R, sales of which have been averaging around 3,400 units a month,
5,573 units were sold in October after its upgrade.
The Alto, which has been averaging sales of around 3,100 units a month, touched 4,375 in October. Zen
sales grew by a mere 1% during April to September ‘03, while Wagon R sales grew by 44% and Alto by
58% in the same period. Tapering Zen sales have prompted MUL to go for a facelift of the car. Changes
will be largely cosmetic, with some amount of restyling on its exteriors and interiors, but there will be no
change in the engine and suspension, sources said.
Hero Honda to Invest Rs 100cr on New Bike
New Delhi: Riding on the more-than-expected sales growth this fiscal, motorcycle big wheel leader Hero
Honda is planning a brand new product mid-next year. While it has upgraded its stable staples Splendor
and Passion with plus variants and rolled out the Ambition in the past two years, this will be a totally new
project for which the company may have to invest in a new building premise. Speaking to ET,
Mr Brijmohan Lall, chairman, Hero Honda Motors said: ―We will roll out a totally new product next Aug-
Sept. The total investment on the project would be Rs 100 crore.‖ http://economictimes.indiatimes.com/cms.dll/xml/uncomp/articleshow?msid=261365
Hero Honda shelves third Plant Plan
Motorcycle major Hero Honda has decided to shelve its plan for a third facility till 2005 in spite of rising
demand for its bikes over the last few months. The company has two plants, one in Gurgaon in the
national capital region and the other in Dharuhera in Haryana. In April this year, the company revealed its
plan to invest in an additional facility.
―Our non-compete agreement with Honda terminates in 2004 after which we are free to enter the scooter
market. We will consider investing in a new facility only after our scooter project has taken off, till then
we will run our facilities to full capacity to meet the demand,‖ said Atul Sobti, senior vice-president, marketing and sales, Hero Honda.
Hero Honda, which has restricted its activities in the two-wheeler market to manufacture motorcycles, can
diversify into scooters only after April 2004. The company is hoping to kick start its scooter
manufacturing activities by early 2005 and will debut with an ungeared offering. ―Though scooters account for only 24 per cent of the current two-wheeler market, it is still a fairly big market in terms of
volumes. Hero Honda will definitely be a part of this market,‖ Sobti said.
Earlier this year, the installed capacity at both facilities was increased 15 per cent and currently stands
at around 2.2 million vehicles a year, which are roughly 2 lakh bikes a month. Meanwhile, Honda
Motor Scooters, which has already established itself as a force to reckon with in the scooter market, is
expected to ride into the motorcycle market in June 2004. After renewing their agreement with
Honda for another 10 years earlier this year, the two companies have chalked out Hero‘s product plans for seven years. Hero has a clutch of products in the pipeline, the first of which will entail an investment
of Rs 100 crore and will hit the roads in November-December 2004.
Vectra to make Army Vehicles for India
New Delhi: The Vectra group, the UK-based parent of multi-axle truck maker Tatra Trucks India Ltd, is
planning to enter the military market in India. The firm has sought the government‘s nod for an industrial
licence to produce mine-protected, light armoured vehicles for the Indian armed forces.
Vectra Advanced Engineering, officials said, intended to manufacture a range of high-mobility, light
recovery and multi-utility vehicles at a new facility being set up in Greater Noida near Delhi. The unit,
which will also house the manufacturing facility for the group‘s construction equipment venture Terex
Corp, will be operational by January. ―We will also use Tatra‘s existing facility in Hosur (near Bangalore)
to meet the defence and export orders,‖ an official added.
Festivals bring smiles to Automakers, Sales rise
Riding on high buying sentiments during Dussehra and Diwali, domestic automakers have reported excellent
sales during October. Maruti Udyog Ltd reported a 35 % jump in car sales to 38,715 vehicles during the month.
Sales rose 31.6 % to 2,51,183 vehicles in the first seven months of the current fiscal as against 1,90,940 units
sold in Apr-Oct last year, Maruti said. Maruti’s exports vaulted two-folds to 5,260 units in October.
Maruti informed that its volume in the domestic A2 segment grew by
about 41%, by 7.3% in the A1 segment and by over 45% in C Yamaha Motor posts 22.8% sales growth segment in October compared to sales in October 2002. The sales of
Hyundai Motor India grew by 27.4 % in October 2003 to 13,297 units NEW DELHI: Two-wheeler maker as demand for its compact car Santro and mid-size model Accent Yamaha Motor India on Monday reported continued to increase. a 22.8 per cent sales growth in October 2003 over the sales recorded during Hyundai’s domestic sales surged by 22.5% to 11,334 units while October last year. Total sales touched exports jumped 65.4% to 1,963 units during the month, Total sales of 40,296 units last month against 32,792 units sold in October 2002, a company Santro went up by 28.8 % to 10,618 units while that of the statement said. (ENS) Accent grew 24.6 % to 2,548 units. However, sales of the
luxury sedan Sonata fell by 33 units to 117 units while that of
the sports-utility-vehicle Terracan stood at 14 units with an order backlog of about 100 units. The
monthly average domestic sales of Santro has increased to about 9,000 units from 8,896 units after the
launch of the Santro Xing in May 2003,
Hyundai said, adding that this was over 32 % more than its calendar year 2002 monthly average sales.
General Motors India recorded sales of 1,258 vehicles in October, a 111.4 % raise over 595 units sold
in the same month last year.
Hero Honda Oct Sales Up 21 Pc.
NEW DELHI: Hero Honda Motors today said its motorcycle sales surged by 21 % in October 2003 to over
two lakh units from 1,65,066 units in the same month last year. The October sales stood higher by 27 pc
as compared to 1,57,583 motorcycles sold in September, a company statement said.
Claiming it as the highest-ever sales recorded by any two-wheeler maker in one month in a single country
in the world, Hero Honda said its retail sales crossed 2.5 lakh units during October. The increased sales
has moved up the company's market share to over 47 pc in October from 43 pc a year-ago. "With
these superb results, we are ever more confident that we will retain the World No.1 title for the 3rd
consecutive year," company Chairman, Mr Brijmohan Lall said.
Bajaj Auto Sales Top 1 Lakh in Oct
Mumbai: Bajaj Auto Ltd has recorded its highest ever motorcycle sales during October 2003 at 1,07,115
vehicles against 82,913 units sold in Oct of ‗02. This is a 29 % growth year-on-year. The company said there was growth across all segments - entry, executive and premium.
In the executive segment, the Bajaj Caliber 115 and the Bajaj Wind 125 together accounted for 30,746
units, up 137 % compared to the year-ago period. In the premium segment, the Bajaj Pulsar twins recorded
31,321 units, higher by 70 per year-on-year.
The executive and premium models contributed to 58 % of the motorcycle portfolio during Oct ‗03 against
38 % last year. During the Apr-Oct ‗03 period, motorcycle sales grew by 20.6%, ahead of the industry's growth of 13.2 %. "The executive and premium motorcycle capacity is being expanded in anticipation of
total motorcycle sales of 1,25,000 units per month from Mar‗04 onwards''
Total two-wheeler sales during October rose by 17.2% to 1,34,949 vehicles (1,15,211 vehicles). Three
wheeler sales were flat at 20,834 vehicles (20,676 units) because of production capacity limitations.
Capacity expansion to 25,000 units per month is under way.Exports during Oct 2003 were 13,360 units.
During the Apr-Oct 2003 period, exports were 82,965 units, higher by 56 % year-on-year. Total two and
three-wheeler sales rose by 14.6 % to 1,55,783 vehicles (1,35,887 vehicles).
LML Oct Sales Up 16.4%
New Delhi: LML on Saturday said its two-wheeler sales grew by 16.4 per cent in October 2003 on the
back of high demand for motorcycles. Total two-wheeler sales went up to 23,831 units from 20,475 units
in October last year, a company spokesperson said.
Cumulative (April-October 2003) sales soared by 60.7 per cent to 1,42,316 units from 88,541 units a year
ago, the spokesperson said.
Motorcycle sales in October jumped 39.3 per cent to 19,869 units, as the 110cc model 'Freedom' continued
to witness an upsurge in demand. Sale of scooters, however, fell by 36.5 per cent to 3,947 units during the
review month while that of the 'Trendy' scooterette slipped to 15 units from 150 units a year earlier.
Cumulative motorcycle sales grew by 182 per cent to 119,416 units while scooters dipped 49.4 per cent to
22,768 units. Sales of the 'Trendy' also dropped to 132 units from 1,165 units in April-October 2002.
Maruti Q2 Profit Rises 3% to Rs 124 Crore.
New Delhi: Maruti Udyog Ltd, the country‘s largest car maker, today reported a net profit of Rs 124 crore
for the quarter ended Sept 30, which is 3 per cent higher than net profit reported in the previous quarter.
Depreciation charges in the first six months of the year stood at Rs 230.72 crore, of which Rs 149.26 crore
is registered in the second quarter. In the first half of last year, Maruti booked depreciation costs of Rs
159.22 crore. The company said its second quarter sales volume rose 18 per cent year-on-year. Total
income (net of excise) has increased to Rs 2,276.66 crore during the quarter.
Maruti said in a statement that it paid out Rs 29.4 crore towards its second voluntary retirement scheme,
which closed on October 18. For the first six months ended September 30, 2003, net profit improved by
467 % to Rs 244.2 crore. Total income (net of excise) for the period grew 33 per cent to Rs 4,386.49 crore.
Profit before tax went up to Rs 345.8 crore in the first half, a growth of 336 per cent over the same period
last year. During the first six months, Maruti registered a 31 % growth in vehicle sales at 2,12,512 units.
However, production was hit during August and September owing to a strike at the production unit of a
key supplier, DCM Engineering. The company cut down exports to plug any shortfalls in supply of cars in
the domestic market. Maruti said it registered a growth of 23 per cent in sales of B segment cars including
Zen, Alto and WagonR, in the first half. Sales of A segment Maruti 800 grew by 35 per cent in the same
period. Total exports improved 98 per cent to 22,424 units.
http://timesofindia.indiatimes.com/cms.dll/xml/uncomp/articleshow?msid=261438 http://www.telegraphindia.com/1031101/asp/business/story_2523873.asp http://www.hindustantimes.com/news/181_440882,0002.htm
Maruti's Oct Sales Up 35.2% Y-O-Y
NEW DELHI : Maruti Udyog Ltd, India 's biggest carmaker, sold 38,715 vehicles in October, up 35.2 %
from 28,630 units a year earlier, it said in a statement on Monday. The automaker held 54.2 % by Japan's
Suzuki Motor Corp, said sales in April-October were up 31.6 % to 251,183 units from 190,940.
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