Professional Documents
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Abheek Barua & Sonal Varma / New Delhi April 13, 2004
The Indian car market is exploding. Demand for passenger cars is expected to grow at more than 8 per cent
a year till 2011-12. By that time, analysts estimate that there will more than 12 lakh new cars on Indian roads
every year.
But what determines consumer choice? And how do car manufacturers determine what consumers want in a
crowded market? An increasingly-popular statistical technique is the hedonic analysis, which identifies the
contribution of different features to the final price of a car. A recent study by Crisil using this method came
up with some surprises.
What do consumers pay for when they buy a car? Do they pay a premium for manufacturer pedigree, factor
in technological specs or simply go by the “look”?
These are questions that usually fall in the domain of consumer surveys that form rough and ready
guidelines for manufacturers to go by when they launch new models.
An alternative, however, is to work backwards from car prices, using the assumption that each car model is
an amalgam of various attributes such as fuel efficiency, length and so on.
Thus, the objective is to split the final or showroom price of a car into prices of individual attributes or
features. In the jargon of the statistical modeling technique that attempts this, these “attribute” prices are
known as “hedonic” prices.
This approach is increasingly becoming popular in both the US and Europe where car models and variants
are a dime a dozen. Research in this area is being funded heavily by some of the auto sector heavyweights
like General Motors (GM).
Interestingly, one of the first “hedonic” models ever to be used related to the US car market in the 1930s
when a GM statistician, Andrew Court, used it to measure quality change in GM cars and their impact on
prices.
The advantage of this approach is that it enables a separation of the different elements that go into the
consolidated price of an automobile. It thus enables analysts to home in on the impact of a single factor on
price by filtering out the impact of other factors. This can be used strategically in a number of ways.
Suppose a particular feature, say the inclusion of power steering, is associated with a certain premium, say
5 per cent, over a version that does not include one. Hedonic analysis would suggest that a car priced at a
higher premium would find few takers since it is higher than the price consumers would be willing to pay for
this feature.
However, pegging the price at less than 5 per cent is likely to lead to a sharp spurt in sales since consumers
would see a strong “value for money” proposition.
Until recently, the Indian car market did not afford such analysis since the number of models was somewhat
limited. In technical terms, the size of the sample was a trifle too small for any kind of meaningful statistical
analysis.
However, with the flurry of model launches over the past two years, hedonic price analysis has become
possible in the Indian market as well.
Credit rating agency Crisil worked out a hedonic price model, based on a sample of 100 car models and
their variants in the mini, compact and mid-size categories. In its list of attributes or features, Crisil took a
whole range of technical and other specifications and tried to figure out how these impacted on prices for the
aggregate sample.
What counted in this hedonic analysis
Price
Technical specifications
• Dummy variable for the type of fuel used by the car. It takes a value of one when
the car uses diesel and zero when the car uses petrol/unleaded petrol
• Air-conditioner dummy
Type of manufacturer
• Dummy for the type of manufacturer. It takes a value of one when the
manufacturer is foreign, zero when it is domestic
• Japanese manufacturer dummy
• European manufacturer dummy
• American manufacturer dummy
The information on these factors was drawn from company brochures. Prices are ex-showroom (excluding
insurance, registration charges and so on). The implicit assumption is that there is a separate market for
each attribute where prices are determined following the laws of demand and supply.
There are obvious problems in quantifying some of these “soft” factors. For instance, how does one quantify
the simple fact of “foreignness” — that a car earns a premium because a foreign manufacturer produces it?
To model this, Crisil used “binary” or “dummy” variables — these take on a value of one if the model
possesses a particular quality (say, produced by a foreign manufacturer) and takes the value of zero
otherwise.
How does this work? Take, for example, a compact car manufacturer selling a car whose length is 3.8
metres. He wants to launch a mid-size variant that would keep all other features constant and just increase
the length to 4.1 metres. This roughly works out to an increase of length by 8 per cent. That translates into a
price increase of 20 per cent, going by the elasticity of 2.6.
Thus, if the compact car was priced at, say, Rs 3.7 lakh, the increase in size alone should set the mid-size
version at Rs 4.45 lakh. To charge a higher price than this, the manufacturer, of course, needs to add other
features.
Take ground clearance of a car, for instance. “Tall boy” models such as the Santro may have made strong
forays into the Indian market but the Crisil hedonic analysis suggests that high ground clearance per
se (which the tall boy models offer) does not fetch a premium. Similarly, wider cars may seem a lot more
comfortable but there is no independent premium associated with it.
No significant relationship was found between fuel efficiency and prices. What this seems to suggest is that
consumers don’t find the official efficiency parameter credible and go by more informal assessments of fuel
efficiency. Informal feedback from existing consumers is clearly an important source of information.
Consumers do not use the weight of the car as a proxy for fuel efficiency, either (one could expect an
inverse relation between the two since a lighter car could be expected to be more efficient). As a matter of
fact, for the lower price range of cars within the sample, the weight of the car has a mildly significant positive
coefficient that implies that consumers are actually willing to pay a small premium for heavier cars.
Thus, without making any changes in a model, a foreign manufacturer can expect to charge 5 per cent extra
due to the sheer fact of “foreignness”. Among foreign cars, Japanese makers get the highest premium,
followed by Korean cars.
Is this an irrational fetish that Indian consumers have for all things that are foreign? Perhaps not. Foreign
cars are often associated with better quality in the long term, better post-sales service and so on, and the
premium simply captures some of these factors.
The study shows that the markup on average was about 8 per cent for smaller cars (mini and compact) but
went up significantly to 11 percent for the mid-size and the higher segments.
The corollary in terms of competitive strategy is obvious — a manufacturer launching a diesel version of a
mid-size car could hope to gain market share quickly by pricing at a markup of less than 11 per cent over the
petrol version.
This seems to be the tack that Tata Motors is following in pricing the diesel version of the Indigo, which is
priced at just 5 per cent over the corresponding petrol version.
The key to this puzzle lies, perhaps, in the fact that power windows are typically associated with the topmost
variant of a model. Usually power windows come as part of a package that includes other accessories such
as defoggers. Thus, what is measured as the premium for power windows really picks up the “snob”
premium associated with the “luxury” variant of a model.
Manufacturers can gauge what really matters to consumers when they decide to purchase a car and how
much they can hope to extract from the consumer by offering different features.
A word of warning: this is just an exploratory model and there could be some wrinkles. However, as more
data comes in, the accuracy and predictive power is bound to improve.