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Waiting Period for Compact SUVs in July 2023: Hyundai Creta, Maruti Grand Vitara, Skoda Kushaq, and More


The Toyota Hyryder has the longest wait time stretching up to the second half of 2024

Compact SUV waiting period July 2023

The compact SUV segment is becoming crowded with upcoming entrants like the Honda Elevate and Citroen C3 Aircross. Currently, there are six SUVs on sale in this segment, priced between Rs 10 lakh and Rs 20 lakh (ex-showroom), excluding the Mahindra Scorpio which operates in a niche of its own. If you are planning to buy one of these compact SUVs, here’s how long you have to wait in these 20 cities:

Cities

Hyundai Creta

Maruti Grand Vitara

VW Taigun

Toyota Hyryder

Skoda Kushaq

MG Astor

Delhi

4 months

6 months

1 month

5-10 months

No waiting

1 month

Bengaluru

5 months

No waiting

1 month

10-14 months

1 week

No waiting

Mumbai

3-4 months

6-7 months

1 month

6-8 months

2-3 weeks

No waiting

Hyderabad

2-2.5 months

4-4.5 months

2-4 weeks

3-4 months

1 month

No waiting

Pune

3-4 months

2-3 months

1-2 weeks

5 months

2-3 weeks

No waiting

Chennai

2-4 months

2-3 months

2 weeks

5 months

1 month

1-2 months

Jaipur

3-4 months

3-3.5 months

2 weeks

12 months

1-1.5 months

2 months

Ahmedabad

2-4 months

3-4 months

No waiting

12 months

1-2 weeks

1 month

Gurugram

2.5-3 months

3 months

3-4 weeks

6 months

No waiting

2-3 months

Lucknow

2-6 months

4-5 months

1.5-2 months

5-8 months

2-3 weeks

1-2 months

Kolkata

2-4 months

2.5-3 months

No waiting

6-8 months

1 week

No waiting

Thane

3-4 months

6-7 months

No waiting

4 months (Petrol) / 12 months (Hybrid)

1.5 weeks

1-2 months

Surat

3-6 months

1-2 months

1-2 weeks

5-8 months

1-2 weeks

1 month

Ghaziabad

3-6.5 months

4.5-5 months

3-4 weeks

3-6 months

1-2 weeks

2 weeks

Chandigarh

2-4 months

5-6 months

2 weeks

3-5 months

3-4 weeks

2-3 months

Coimbatore

3-6.5 months

4-5 months

1 month

5 months

3-4 weeks

No waiting

Patna

2-3 months

4-5 months

2 weeks

5 months

2 weeks

1 month

Faridabad

3-6.5 months

4-5 months

3-4 weeks

10-12 months

1 week

2 months

Indore

2-4 months

4 months

No waiting

3-5 months

1 month

1 month

Noida

2-4 months

2.5-3 months

No waiting

3-6 months

1-1.5 months

2 weeks

Takeaways:

  • The Taigun is readily available in cities like Indore, Noida, Thane, Kolkata, and Ahmedabad. The Kushaq has a slightly longer waiting time but is still under a month in most cities.
  • The Hyundai Creta is the best-selling SUV in this segment and has a waiting period of around three months. In cities like Faridabad, Coimbatore, Ghaziabad, Surat, and Lucknow, the wait time extends to six months or more.

  • The Maruti Grand Vitara has an average waiting period of around 3-4 months. In Bengaluru, there is no waiting period, while in cities like Delhi, Mumbai, Thane, and Chandigarh, the wait time is around 6-7 months.
  • The Toyota Hyryder, a rebadged version of the Grand Vitara, has a longer waiting period. In cities like Faridabad, Thane, Ahmedabad, Jaipur, Bengaluru, and Delhi, it might take around a year to get delivery. However, the regular petrol option may be available sooner compared to the strong-hybrid variants.

  • The MG Astor is readily available in Coimbatore, Kolkata, Pune, Hyderabad, Mumbai, and Bengaluru. The average wait time is around a month.
  • The Kia Seltos has been omitted from this list as the facelifted version will be launching soon and already has over 10,000 pre-orders.

Note: The delivery times may vary depending on the variant and exterior color of the model chosen. It is advisable to check with your dealership for the precise waiting period.

Read More on: Creta on road price

News

From the archive: on this day in 1937

The LEVC TX of modern London has a heritage stretching back to 1930, spanning over six generations of taxi.

In 1925, a new Tory government imposed tariffs on commercial vehicles to cover war costs. This made the expensive French Unic taxis unaffordable, leading Mann & Overton, a dealer, to ask Austin to create a new model.

Austin decided to reuse the chassis of their old “heavy” Twelve car. They kept the 27bhp four-cylinder engine but made adjustments to the gearbox and steering for a tighter turning radius.

Coachbuilders provided the bodies, usually landaulet style, which had extra height compared to other taxis. This earned them the nickname “high lot” and made them popular among top-hat wearers.

According to the 1906 Conditions of Fitness, one side of the taxi was open, which was unpleasant on wet and windy days. It had a squeezer horn and an external carburettor killer for security. The upright driving position offered excellent visibility, and combined with great maneuverability, it allowed the driver to confidently navigate seemingly impossible spaces.

The performance of the taxi was sufficient for city traffic, although attempting higher speeds, such as at Brooklands, proved to be “amusing.” The taxi’s weight of around 1420kg gave it a stable feel while driving, but the constant vibration from the metalwork countered the comfort of the leather-lined seating area.

It’s remarkable how little has changed in the past 86 years, yet also how much has.

Lancia’s Aprilia masterpiece

Lancia’s Augusta gained popularity in the UK in 1933, so there was anticipation for its successor, the Aprilia. This pillarless saloon achieved a new aerodynamic record with a coefficient of drag of 0.47Cd. Despite its humble 45bhp from the 1.4-litre V4 engine, it had a remarkably low weight of 890kg due to its unitary body construction (a concept developed by Lancia in 1922), resulting in brisk performance. The engine was so smooth and refined that it felt like a six-cylinder.

The Aprilia boasted fully independent suspension, a rarity at the time, providing exceptional riding comfort and a reassuringly safe handling experience. It was the final car designed by Vincenzo Lancia – truly a remarkable vehicle.

UK government fails to deliver on road-building promise

In 1935, with the effects of the 1931 European banking crisis fading and the number of cars in Britain reaching 2.5 million, the government decided to embark on a significant road-building plan. The Ministry of Transport announced a £100 million fund for this purpose.

However, by 1937, when an additional 500 vehicles were joining the traffic every day, there was very little noticeable progress. It was revealed that only £6.45 million had been spent in the first two years. We observed that the majority of funds were being allocated to national armament, which, in hindsight, turned out to be a good thing…