The Indian CV Industry continues to be in the spotlight, and for good reasons! The cyclical upturn and sequential growth has raised hopes of the industry scaling its previous peak. Both OEMs and Rating agencies are brimming with cautious optimism. Fitch also expects the commercial vehicle sales volume to keep up the momentum into the next fiscal. On the back of a good festive season for the automotive industry at large, the CV segment recorded a 25 per cent growth (YoY), and 13 per cent compared to 2019. This is projected on the basis of a 26 per cent recovery in FY22 over the pandemic marred FY21. The growth is attributed to the recovery in M&HCVs from multi-year lows, coupled with sustained strides in LCVs. So much so, that it is expected to help overall CV volumes reach an estimated one million units by FY24. This happens to be the last cyclical peak level recorded in FY19. Now that the passenger carriers have shown signs of recovery from the turbulent times, they are expected to aid growth. Notably, before the pandemic, their share stood below 15 per cent of the overall CV volumes. It is believed that the government’s infrastructure booster shot will help sustain the improvement in fleet utilisation rates, and support freight economics for the operators. With the winds in favour of a replacement cycle, it’s only the trajectory of high inflation and a rise in borrowing rates amidst geopolitical tensions that need to be watched closely. The OEMs, on their part, are finding ways to finance even the “risky” customer profiles with strategic financial partnerships. They are also attempting to empower this section of customers by roping them into the logistics sector. More on it in the pages inside where we look at the changing paradigm of first- and last-mile transportation. Watch out for the nomination forms of Apollo CV Awards 2023 in our upcoming issue!
Ashish Bhatia ashish@atashishbhatia.com a.bhatia@nextgenpublishing.net
@atashishbhatia
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The OEMs, on their part, are finding ways to finance even the “risky” customer profiles with strategic financial partnerships.
The distance between Pune and Nagpur is about 730 kilometres with the road travel time at approximately 15 hours. The Nagpur-Mumbai Samridhi Mahamarg, according to Union Minister Nitin Gadkari will be linked to the newly proposed Pune-Chhatrapati Sambhajinagar (Aurangabad) Access Control Green
Expressway near Chhatrapati Sambhajinagar. In a Twitter post thread, the Minister for Road, Transport, and Highways (MoRTH) informed that the National Highways Authority of India (NHAI) will construct this road with a completely new alignment. Commuters travelling from Nagpur to Pune are expected to save eight
hours of travel time. He gave a breakup of the commute from Pune to Chhatrapati Sambhajinagar (Aurangabad) as two and half hours and from Nagpur to Chhatrapati Sambhajinagar (Aurangabad) in five and half hours through Samruddhi Mahamarg, totalling to eight hours from Nagpur to Pune.
A little under two months are left for the Auto Expo 2023, scheduled to take place at the India Expo Mart, in Noida with the components expo scheduled to take place at Pragati Maidan between January 11-18, 2023. At this stage, the return of the marquee event after a threeyear hiatus is attracting high levels of interest. It is also plagued by the speculated
falling interest from key exhibitors. Some opted out altogether, putting a question mark on the fate of the marquee event. Even though it is compensated to an extent by new entrants, the fact that key exhibitors have opted out as per reports doesn’t augur well. Reports suggest Original Equipment Manufacturers are questioning the Return on Investment (RoI) on publicity
vis-a-vis exhibition fees running into huge sums. As per SIAM, it’s still early days and could see confirmation from key exhibitors in the coming weeks. The location of the vehicle show at India Expo Mart has also been cited as inconvenient from both an exhibitor and media perspective in comparison to Pragati Maidan, deemed more accessible.
Hardeep Singh Puri, Petroleum and Natural Gas Minister confirmed the readiness to launch the flex-fuel E20. To be made available from April 2023, the 20 per cent ethanol blend is a milestone, advanced by five years, from 2030 to 2025. At the International Conference on Biofuels, Puri assured manufacturers and suppliers of the sure demand from the consumer end to make their expansion a viable business. He committed a
comprehensive, government support to the industry from supply, policy and the demand side. With the E20 blend attained by 2025, India could save an estimated Rs.30,000 crore per annum on foreign exchange. As a testimony of the infrastructure growing in parallel, he cited a three-fold rise in petrol pumps selling biofuels. From 29,897 in 2016-17 to 67,641 in 202122. He said, the demand is poised to grow to 10.16 bn litres by 2025.
Volvo Trucks India of the Volvo Eicher Commercial Vehicles Ltd. (VECV) Group was hailed for its transition to gas-based powertrains in India with the commercial trial of the Volvo FM 420 4x2 tractor. Powered by Liquefied Natural Gas (LNG), the commercial trial for longhaul applications was launched from Nagpur in the presence of senior executives from Delhivery, a Volvo Trucks customer, Gas Authority of India Ltd. (GAIL), BLNG - LNG providers, and Volvo Trucks executives. Speaking on the commercial trial, B Dinakar, EVP and Business Head - of Volvo Trucks - VECV, said, “Our BSVIcompliant Volvo FM 420 4x2
tractor-trailer solution is already the industry benchmark for express cargo, clocking over 25,000 kms every month with exceptional uptime.” “We are particularly proud to be introducing such solutions
Ashok Leyland Ltd. (ALL) rolled out its 1,00,000th unit of the AVTR-platform-based truck. Claimed to have attained the milestone within a 30-month span, the platform, introduced in 2020, enables a variety of axle configurations, loading spans, cabins, suspensions, and drivetrain options aimed at offering customised solutions. Commenting on the milestone, Ganesh Mani S, President and Chief of Operations, Ashok Leyland said, “The rollout of the 1,00,000th AVTR validates the combined effort made by the numerous teams, both internal and external.”
Ashok Leyland Ltd. collaborated with the Indian Institute of Technology (IIT) Madras. Researchers at the National Centre for Combustion Research and Development (NCCRD) will support the commercialisation of its patented combustion technology called the ‘Swirl
Mesh Lean Direct Injection (LDI) system’. This indigenouslydesigned, Micro Gas Turbine technology will be used for developing a series of Hybrid Electric Vehicles (HEVs). After the technology was demonstrated on the lab scale, ALL signed a letter of support
at a time when the Government of India has defined its vision for modernising logistics in India, as laid out in the recently released National Logistics Policy and Gati Shakti programme,” he expressed.
to develop this technology for the heavy vehicles segment with NCCRD, IIT Madras. It also handed over its nine-meter passenger electric bus to NCCRD which will be converted as part of the exercise. These vehicles will be called ‘Turbine Electric vehicles’ (TEV).
Omega Seiki Mobility (OSM) has signed a Memorandum of Understanding (MoU) with Creativity at Best Technologies Pvt. Ltd. (CABT) to deploy 500 electric three-wheelers of OSM make for last-mile delivery. The MoU will see an expansion from leasing 500 vehicles at current to a lease of 1500 vehicles
by the end of 2025. “OSM and CABT partnership will work towards organising the electric last-mile delivery segment,” commented Vivek Dhawan, Director of Sales, Marketing and Customer Service, OSM. Through this collaboration, CABT Logistics will enable fulfilment support for e-Commerce, B2B, and B2C clients across a diverse range of industries.
Rajasekhara Reddy is the new Group Head of the Supply Chain at Apollo Tyres Ltd. He will look at the Asia Pacific Middle East and Africa (APMEA) region. Rajasekhara would be in charge of the regional SCM team. He will collaborate with the sales, marketing, commercial, and manufacturing teams to enhance customer service, cut costs, and deliver supply chain crossfunctional projects. Commenting on Reddy’s appointment Satish Sharma, President, APMEA, Apollo Tyres Ltd. said, “Raj is a
Global Supply Chain leader who joins us as a key member of the APMEA Executive Committee.
His rich experience in Supply Chain Digitalisation, Supply Chain Transformation, Endto-End Planning, Global Logistics and Distribution and Customer Service would be key to increasing the organisation’s efficiencies.” Rajasekhara joins Apollo Tyres from Glenmark Pharmaceuticals, where he was the Vice President for Global Demand Planning and Logistics.
Rajasekhara Reddy will be based out of Apollo Tyres’ corporate headquarters in Gurugram and report directly to the President.
Lakshminarayan M. was appointed as an Independent Director to the Board of EKA Mobility. The appointment comes into effect on October 01, 2022. Commenting on the appointments, Dr Sudhir Mehta, Founder and Chairman of EKA Mobility, said, “As a company, we are pleased and excited to have such accomplished and visionary Board members that reflect our culture and will supplement
our efforts in bringing new mobility solutions that accelerate development and benefit businesses in a sustainable manner.” Lakshminarayan brings along a rich experience that has spanned over three decades in companies such as Bosch and Tata Motors. He also serves on the Boards of ZF CVS (Ind) Ltd., TVS Automotive Solutions, Sansera Engineering, etc. to name a few.
Revfin has closed its Series A round of funding worth USD 10 mn in an equity and debt combination. Setting a bold ambition of financing two million electric vehicles over five years, Revfin will utilise the funds from this round to expand its
geographical footprint to 25 states and to capture over 10 per cent national market share of financed electric three-wheelers. The funds will also be used to diversify into two-wheelers for last-mile deliveries and fourwheelers for mid-mile cargo
delivery and shared taxis. “With a high monthly growth rate of 15 per cent, as per claims, Revfin will continue to dominate the EV financing market,” informed Sameer Aggarwal, the Founder and Chief Executive Officer, Revfin.
Altigreen has opened its first retail experience centre in Mumbai. This is its sixth dealership that opened in India in October. Through this retail dealership, Altigreen is concentrating on giving its customers a better-than-ever experience with cuttingedge technology. It has partnered with Jubilant Motorworks to set up this dealership and to
Tata Motors has bagged a tender for supplying 200 electric buses for Jammu and Kashmir (J&K). As per the contract received from the Government of J&K, the Original Equipment Manufacturer (OEM) will supply 150 units of the nine-metre variant and 50 units of a 12m variant of the electric Starbus. Tata Motors will operate and maintain these buses for a period of 12 years under the Gross Cost Contract (GCC). The collaboration is a part of an initiative of the Housing and Urban Development Department, Government of J&K aimed at establishing an environmentally, socially and financially sustainable network of public transport.
benefit from its extensive presence across the country. Speaking of providing the city with efficient and sustainable modes of transport solutions, Amitabh Saran, Founder and CEO at Altigreen stated, “With our EV range, we aim to provide best-in-class products for both goods and people movement with zero carbon emissions.”
Tata Motors has partnered with Evera, an EV-only, ride-hailing platform in the Delhi NCR region. Under the partnership, it will deliver 2,000 XPRES T EVs, aimed at accelerating the transition to sustainable transportation. Shailesh Chandra, Managing Director, Tata Motors Passenger Vehicles Ltd (TMPVL). and Tata Passenger Electric Mobility Ltd. (TPEML), said, “Evera has been associated with us for a long time, and we are delighted to further strengthen this tieup. We hope to continue our association with Evera and jointly work towards offering a greener and safer mobility options to our customers.” According to Nimish Trivedi, Co-founder and Chief Executive Officer of Prakriti E-Mobility, the Parent Company of Evera, the start of the airport services at the T3 of Indira Gandhi International airport, in Delhi, is around the corner and will help propel the company to align with the government’s National Electric Mobility Mission (NEMM) plan.
Daimler India Commercial Vehicles Pvt. Ltd. (DICV), a wholly-owned subsidiary of Daimler Truck AG (“Daimler Truck”), has inaugurated its 300th 3S facility in India. With it, BharatBenz has increased its presence in the western region by adding 10 new touch points in collaboration with Autobahn Trucking. Rajaram Krishnamurthy, Vice President of Marketing, Sales, and Customer Service, at DICV, said, “The newest 3S
Triton Electric Vehicle India (TEV) has issued a Letter of Intent (LoI) to Bharat Electronics Ltd. (BEL) for the procurement of battery packs. These battery packs will be used for its semi-truck project in India valued at ~ Rs.8,060 crore. As a part of the agreement, 37 lakh units of 300 kW lithium-ion battery packs will be procured by TEV and will be delivered within 24 months by Navaratna Defence PSU, BEL, after commencing from January 2023. Dinesh Kumar Batra, Chairman
facility in Loni, Maharashtra. means we now have over 160 service bays active in Maharashtra that are capable of servicing 5000 plus vehicles a month. By the end of 2022, we will have 25 fully operational Autobahn Trucking touch points in the state, thereby reducing the average distance between two BharatBenz touch points in Western Maharashtra from 150 km to 75 km approximately.”
Piaggio Vehicles Pvt. Ltd (PVPL), announced a collaboration with Common Service Centres (CSC), a Special Purpose Vehicle (SPV). Through this collaboration, it will expand its three-wheeler business network through Village Level Entrepreneurs (VLE). The CSC scheme is one of the
and Managing Director of BEL received the LoI from Himanshu B Patel, CEO and Founder of Triton Electric Vehicle LLC at Defexpo 2022, held in Gandhinagar. As per the filing, these battery packs will be manufactured at the Pune unit of BEL. BEL has also signed an MoU with TEV for the manufacture of hydrogen fuel cells by BEL with technology transfer from TEV, to meet the requirements of the Indian market and mutually agreed export markets.
mission mode projects launched by the Ministry of Electronics and Information Technology, Government of India under the ‘Digital India’ programme. It is a self-sustaining network of approximately 4.5 lakh Gram Panchayat CSC spread across the country. Speaking about
the partnership, Diego Graffi, Chairman and Managing Director, of PVPL, said, “With this partnership, the customers, especially from rural areas, can now easily connect with Piaggio through the support of CSC VLEs in pursuit of their ownership of Piaggio vehicles.”
In an effort to increase pan India presence, Isuzu Motors India inaugurated a new touch point called ‘Bavaria Isuzu’ at Pune, in Maharashtra. Connected to the company since 2019, selling the product range of pickups for both commercial and lifestyle purposes, the new showroom was inaugurated by the top management from Isuzu Motors India and Bavaria Isuzu in the presence of company officials and select customers. Commenting on the inauguration, Toru Kishimoto, Deputy Managing Director, Isuzu Motors India, said, “Pune continues to be one of the key growth cities for Isuzu in the country. The city is also home to many auto-enthusiasts who appreciate the reliability
and versatility of Isuzu lifestyle vehicles.” The delivery of two units of the Isuzu D-Max V-Cross and S-CAB pick-up marked the
Shriram Automall India Ltd. (SAMIL) claimed to have generated a business of Rs.145 crore during the Mega Diwali Auction week held between October 17-22, 2022. During the week-long celebration, over 120 auctions were held
across 120 locations for used vehicles and equipment. This covered segments like trucks, construction equipment, farm equipment, and three-wheelers besides passenger vehicles for acquisition and disposal under a single roof. SAMIL
Toyota Kirloskar Motors (TKM) employees N Akhilesh and S N Karthik Gowda bagged a bronze medal for India at the WorldSkills Competition 2022. With a show of Mechatronics Skills at the competition, held in Germany, the TKM team was selected through a nationwide
screening process under the aegis of the National Skill Development Council (NSDC) and the Electronics Sector Skills Council of India (ESSCI). The participants progressed through an internal skill competition at the district, zonal, state, regional, and IndiaSkills competition
commencement of sales from the new touch point manned by trained sales personnel.
offered physical and online routes to make bidding easier for customers. To boost its ecosystem, the company has launched the Adroit 3.0 mobile application. The new app. is enabling customers to access Vahaan-authorised verification data.
levels before making it to the global stage. In the Mechatronics Skills category, Japan bagged gold and Chinese Taipei bagged the silver Likith Kumar Y P from TKM also won the Bronze medal representing India in Prototype Modeling Skills held in Switzerland, in September 2022.
Schaeffler Technologies AG & Co. KG and Arnold Verwaltungs GmbH signed an agreement in which KG would acquire 10 per cent stake of Arnold Verwaltungs GmbH in the joint venture company Schaeffler Paravan Technologie GmbH & Co. KG (Schaeffler Paravan). Schaeffler Technologies AG & Co. KG currently owns 90 per cent of Schaeffler Paravan and will become fully owned with this acquisition. Schaeffler Paravan’s current Managing Director, Roland Arnold, is stepping down from his management role and will be succeeded by Clément Feltz, Head of the Chassis business division at Schaeffler.
Atal Incubation Centre (AIC)Pinnacle Entrepreneurship Forum, supported by Atal Innovation Mission, NITI Aayog, Ministry of MSME, and Ministry of Electronics and IT, Govt. of India, announced plans to incubate 40 new, passionate, and innovative startups from tier2 and tier3 cities. The objective is to address the ground-level societal issues of the country where 70 per cent of India resides. Over the next three years, the incubator hopes to provide an aid of Rs.50 million
across segments of automotive, EV, agritech, IT/IoT/AI, clean energy, health tech, social innovation, and other emerging areas. Dr Sudhir Mehta, Founder,
Valvoline Cummins Pvt. Ltd. launched the Valvoline All Fleet Turbo Plus for high horsepower tractors and other agricultural allied implements. The engine oil hailed as a testament to the brand’s commitment to making technological advancements has been designed and engineered to meet the specific needs of new-age tractors. This entails a reduction of the per-hour cost attributed to a long drain interval and offers engine protection when carrying heavy loads.
AIC-Pinnacle Entrepreneurship Forum, and Chairman of Pinnacle Industries & EKA in a company release stated, “We’ve already been incubating 60 plus startups and we look forward to on boarding 40 new potential startups, whom we will support under various governmentsupported schemes such as Atal Incubation Mission –AIC, MeitY, TIDE 2.0, MSME Innovative, SISFS, etc. to establish a solution-driven economy.”
Thermo King®, a Trane Technologies brand known for transport temperature control solutions, has completed initial testing of the a battery-powered refrigerated trailer unit. This is with retailers Walmart and Loblaws, as well as Martin Brower, a leading supply chain solutions provider for restaurants worldwide. The trailer unit performed well over more than 2,500 hours of operation, ensuring high-quality climate control to
Hutchison Ports Thailand claims to be Thailand’s first port operator and one of the first in the world to acquire and test autonomous trucks at its Terminal D facility in Chon Buri’s Laem Chabang Port. Shanghai Westwell Information and Technology Company Ltd., a Chinese company specialising in AI development for commercial and industrial settings, built the Qomolo (Q) trucks
keep food and other goods fresh. Aimed at de carbonising the cold chain, commented Karin De Bondt, President of Thermo King America, “By partnering with our customers, we can help accelerate the industry’s transformation to electrification by applying valuable insights from data collected during these trials.” The company leveraged Thermo King TracKing® telematics to document customer operations data and learnings with each demonstration.
(Q-Trucks). These trucks are fitted with advanced AI machine-learning technology and boast of a wireless charging system. It is claimed to do a duty cycle of 24 hours and travel up to 140 kms. According to Hutchison Ports Thailand, the Q-Trucks fleet has been deployed for daily operations over the past 25 months and claimed to have successfully transported more than 150,000 containers.
500 km. This in turn is believed to cut carbon emissions by 20-40 per cent. DB Schenker, a leading logistics provider, signed a co-operation agreement with Trailer Dynamics and the Krone Commercial Vehicle Group on the use of e-trailers in European land transport as a testimony.
The e-trailers support diesel, gas, electric, and hydrogen-powered tractors. These trailers can be equipped with 300 kWh, 450 kWh, or 600 kWh battery packs as may be desired. It is claimed to extend the range of electric tractors by up to
“Electrification, digitalisation, automation, and de carbonisation are the strategic goals that Krone will achieve with its innovative products – and especially the e-trailer. We are therefore very pleased that we not only share these goals with our long-standing customer DB Schenker; we are also jointly making them a reality with this e-trailer project,” Dr Stefan Binnewies, Chief Executive Officer of Krone Holding is known to have stated. The logistics provider will successively roll out ~ 2,000 units across the EU starting in 2024.
In an industry talk session, Sanjeev Kumar, Head - M&HCV at Ashok Leyland Ltd. speaks to Prateek Pardeshi on the recent developments in the bus and coach segment aimed at improving customer productivity.
13.5 m chassis?
A. The 13.5 m chassis is one of the new products which we launched recently at Prawaas. We had one of our biggest customers at the unveiling in VRL logistics. We have launched this vehicle keeping in mind the purpose of inter-city travel. Ashok Leyland is known for its strength in buses after all we are the fourth largest bus manufacturer, worldwide. We already have a 12 m coach, and the idea was to improve the productivity of customers by accommodating more passengers. This 13.5 m coach can accommodate 36 sleeper coaches. The vehicle is powered by a 250 hp engine which will enhance Turn Around Times (TAT). Overall this would be a great package for improved productivity.
A. Before Covid-19, State Transport Undertaking (STU) contributions were less, however, with the market opening up we see a huge demand coming in from the school bus and staff bus segments. Over the past few months, the demand for inter-city buses has increased. Right now most of the STUs are looking for robust bus built with the demand from STUs alone estimated to be ~30-35 per cent.
A. So for Ashok Leyland, it never stopped. Even during
Covid-19, we were closely engaging with our customers. Many customers were running their trucks and buses for that matter. Mostly trucks when they were running around the clock for essential services. Our entire front was trying to support the drivers. Similarly, on the back end, the idea was to keep working on new models. Once Covid-19 was out of the picture, we all witnessed continuous launches from Ashok Leyland.
A. At Ashok Leyland, we are focused on testing the product to an extent that at times it delays the launch date. However, we can’t afford to compromise on the testing of the vehicles. For example, when we launched the AVTR range of trucks, went through more than ten lakh kilometres under testing. Moreover, we also have engine beds where we test the aggregates before taking the entire truck itself out for test. There are engines on test for months at end, similarly most of the products which we launch undergo rigorous testing.
Q. What are the expectations from the new
Q. How is the coach business distributed between STUs and private fleet operators?
Q. How is Ashok Leyland maintaining its supply chain network in the post-pandemic era?
Q. How rigorous is the testing for new products?
“We already have a 12 m coach and the idea Was to improve the productivity of customers by accommodating more passengers.”@Prateek2101
The recent string of upgrades and launches has Tata Motors catering to a broader customer base. Ashish Bhatia looks at the emerging road map with the potential to change the paradigm of first and last-mile transportation.
Tata Motors has had a spate of new launches in recent quarters. This trend is well expected to continue into the business end of the fiscal. The company, simply put, has relooked every segment with its 0.5-tonne to 55-tonne offerings, from pickup trucks to the Medium and Heavy Commercial Vehicles (M&HCVs) higher in the spectrum. It is with an intent to offer the customers and internal stakeholders a higher Return on Investment (RoI) that the company is offering technological upgrades, more capable legacy models, and a 10 per cent reduction of Total Cost of Ownership (TCO) backed by an enhanced aftermarket suite. Sharing the objective behind the string of new launches, which
include the range of 14 ‘Smart Trucks’ followed by four new pickup trucks, in quick succession, Girish Wagh, Executive Director at Tata Motors Ltd. averred, “ The new range of products align with the customers’ need for technological upgrades including the adaption to alternative drive trains like the first 19-tonne AND 28-tonne M&HCVs on CNG; the first bi-fuel (CNG + Petrol) SCV pickup in the one-tonne range; L1 autonomy for HCV. Through the new range, the focus has been on offering distinct advantages to the operator like the highest power-to-weight ratio for a quicker Turn Around Time (TAT), highest loading capacity, off-road capabilities, safety compliance and best-inclass comfort against the backdrop of the growing
@atashishbhatiainfrastructure in the country.”
Wagh reiterated that the new product and service offerings will therefore change the paradigm of first and last-mile transportation. Taking forward the ambition to create an aspirational pool of CVs, he said, the recent launch was a big step in the right direction. He also hinted at additional projects being in the pipeline that could be expected to further raise the bar. The Original Equipment Manufacturer (OEM), in October 2022, a little after the launches touched upon above, was able to register a total sales of 32,912 CVs in October 2022, at a marginal two per cent dip against the same period last year (October 2021) when the company sold 33,674 vehicles. The dip here can be attributed to the International Business (IB) that de grew 35 per cent in October 2022 (1592 units) compared to October 2021 when the company sold 2,448 units. In the domestic market, the company saw sales plateauing at 31,320 units which were accounted for by 9,860 units of HCVs at a 29 per cent growth rate; 4,083 I&LCVs at a 27 per cent de growth; 1,759 passenger carriers signalling a V-shaped recovery at 84 per cent
growth rate and an eight per cent degrowth in SCV and pickups selling 15,618 units. Notably, the company has also informed of a planned shutdown at the Pune plant, for preventive maintenance and de bottle necking actions leading to an overall lower production in October 2022. It is confident of the launches having a positive baring on the quarters ahead.
The company has piqued customer interest with the launch of the new Tata Yodha 2.0 as the first two-tonne pickup truck (read on the ‘Road Check’ featured in this issue) and the Tata Intra V50 with the highest power-to-weight
ratio for the segment and a rated payload capacity of 1.5-tonne (Watch out for ‘Road Check’ coming up in the upcoming issue of CV). Explaining the objective behind the upgrades undertaken for the SCV pickup range, Vinay Pathak, Vice President, Product Line – SCV&PU, Tata Motors stated, “The customer requirements are changing very rapidly. We have co-created these products with the customers by working closely with them and therefore we are confident of meeting most of the requirements of the customers like is the case with the pickup segment.” On the aspiration to own pickups in India in comparison to the advanced economies, he gave an example
of the foreign markets bifurcated into those dominated by the traditional pickups and the others moving up the ladder to SCVbased pickup solutions which is the case with Brazil and China.
In India, looking to introduce efficiencies to the logistics sector, particularly with the cost of logistics known to be high in the country, Tata Motors is betting big on the direction that is in favour of more efficient and capable solutions. Looking to leverage the sweet spot, which translates to lower TCO, even on new platforms where economies of scale may be lacking initially, the company is hoping to benefit
from the momentum gained from a head start. With this segment of customers heavily dependent on vehicle finance schemes (~99 per cent), the company is also working on a digital platform capable of integrating a support structure for its customers. The company is looking to empower these customers that may be high-risk customers owing to unemployment, by roping them into the logistics sector. This, it is expected, will help to create a push for its new range of SCVbased pickups and the traditional pickup known to have evolved to its current generation backed by the latest manufacturing
technology. The scenario with pick-ups could help unearth findings vital for the higher segments.
Aniruddha Kulkarni, Vice President, of Engineering, Commercial Vehicle Business, at Tata Motors gave a sneak peek into a mammoth exercise undertaken over months leading up to the new product launches this fiscal year. The company has banked on engineering a modular platform for future compliances and derivatives that could be rolled out from the parent platform.
“The effort was undertaken with the thought process of covering aggregate aspects like electronics, architecture, steering, suspension system, and or braking,” he claimed. Going beyond regulations, forming the safety margins including structural integrity, opined Kulkarni, the products are geared to meet the use and abuse cases across duty cycles. This includes looking at the evolution of aggregates that are dependent on the duty cycle using the modular approach where parts commonality and the use of nextgeneration materials are equally important. Parts independent of the duty cycle like steering wheel, lamps and bumpers are carried forward as is the practice. The modularisation extends to the fuel system also which is optimally packaged and offered in various permutations and combinations.
In the case of its bi-fuel vehicle, for instance, the vehicle is equipped with intelligence to switch over from CNG to petrol in case of low-pressure detection, as one of its USP.
uPGRADED
Clubbed under the smarter, safer and more efficient range of trucks at the end of the second quarter of FY22 (Q2-FY22), the Intermediate and Light
Commercial Vehicles (I&LCV)
range had the company launch seven models including the tippers to service the evolving multi- application needs aiming at the logistics and infrastructure sectors. Building on, the company is looking at offering higher productivity and low TCO to drive up fleet operator profitability. The segment backed by fleet management suite ‘Fleet Edge’ and ‘Sampoorna Seva’ , a care package that extends to insurance or breakdown, rewards or genuine Spares, resale or warranty, has the company
enhancing customer experience at every touch point. Notably, fully built options of load bodies, tippers, tankers, bulkers and trailers are expected to help the OEM gain ground with customers across segments like agriculture, cement, iron & steel, container, vehicle carrier, petroleum, chemical, water tankers, LPG, FMCG, white goods, perishables, construction, mining, and municipal applications to name a few use cases.
The company has brought out vehicles with multiple cabins
and engine options to suit the profile of the vehicle as per the intended duty cycle it would be subjected to. Positioned as the Fuel Efficient (FE) series, it includes optimised drivelines, low viscous rear axle oil, e-viscous radiator fan, gearshift advisor and low rolling resistance tyres on the models. The LPK 610 boasts of high ground clearance and H2LS brakes that the company claims offer effective braking with a short stopping distance.
The LPT 709g XD features a five sq. ft. deck area and is claimed to offer up to 10 per cent higher fuel efficiency. The SK 710 tipper brings along a four cubic metre body on the company’s SFC platform. The Ultra T.12g has been introduced with the 3.8-litre SGI turbocharged engine. The Ultra K.14 is claimed to offer best in class comfort, and an airconditioned cabin with a best-inclass, grade-ability of 37 per cent.
The LPT 1512g claims to enhance fuel efficiency by 10 per cent.
It also offers the highest CNG storage capacity. The Ultra T.16 Cx powered by a 3.3-litre engine offers the high on comfort Ultra cabin.
In the M&HCVs segment, the company introduced five CNG models and was hailed for the launch of the segment’s first CNG truck for 19-tonne GVW on a multi-axle truck with a maximum range of up to 1,000 kms on the modular architecture. While the former (19-tonne) is offered with deck length options of 20 ft. and 32 ft., the latter (28-tonne) is offered with the 24 ft. and 32 ft. load decks. A testimony to the company looking at advancing technology, it drives in the L1 Advanced Driver Assistance System (ADAS) – Collision Mitigation System, Lane Departure Warning System and Driver Monitoring System for its HCV range. These are offered in the Prima range with extensive validation especially suited for Indian operating conditions where the company has also included features like Electronic Stability Control (ESC) and Tyre
Pressure Monitoring System (TPMS). To cater to long-haul operators, the Prima cabin is claimed to be more ergonomically designed. The company claims, the enhancements will have a significant impact in terms of reducing accidents and facilitating safer cargo movement. Other feature additions to the Prima and Signa range include a three-spoke steering wheel with mounted controls and Bluetooth connectivity, a seveninch advanced HMI touchscreen integrated with advanced connectivity features an all-new instrument cluster and an easy-toaccess switch panel.
Rudrarup Maitra, Vice President, Product Line, I&LCV, Tata Motors hailed the introduction of the products like the first Ultra 14-tonne tipper and the full range of tipper bodies. Confirming that the expansion entailed a 10-15 per cent rolling investment plan of the total pie, he opined that the next 12 years
would witness many disruptions in the CV sector and the company is geared to play its part. A significant sum, for instance, has also been set aside for R&D activities heading up to the phase two of BSVI in April 2023. With the industry at an inflection point, the emerging road map could have a lasting impact on the progress in the next three to five years. Maitra informed of the need to upskill manpower in mechatronics courtesy a 35 per cent expansion of Tata Motors’ dealer footprint that saw the company add an estimated 135 new dealerships.
V Seethapathi, Vice President, Product Line – M&HCV, Tata Motors cited the future and pinned his hopes on the Hydrogen ICE vehicles. Rajesh Kaul, Vice President, Sales & Marketing, CVBU, Tata Motors hailed the achievements of the company and signed off calling it a momentous occasion that had set up the company for the future!
Advertising in traditional media continues to enjoy high trust amongst consumers, with 86%* expressing confidence in print making it the most trusted medium.
As part of its pick-up revamp strategy, Tata Motors brings in the Yodha 2.0. Prateek Pardeshi test drives it on a specially built track in Hyderabad.
decrease. With the new rollouts, the company hopes to build on its market share and perform better in the coming months. Averred Girish Wagh, Executive Director, Tata Motors, “The introduction of these new-age pickups reiterates our commitment to always empower and equip the customers with best-in-class vehicles to deliver more progress and success.” Yodha 2.0 has the best-in-class, rated payload capacity of two-tonne and is among the leading pick-up truck options out there.
Original Equipment Manufacturers had to put their plan on the back burners thanks to the lethal pandemic Covid-19. This included putting brakes on the rollout of new product variants. Here Tata Motors must be credited for sustaining the tag of a full-range player! The company was due for the commercialisation of its pickup range, which the company gave glimpses of nearly three-years at the Auto Expo 2020, in Noida. Some of those plans could not take off. Fast forward to 2022, the company revisited the Tata Yodha project and rolled out the Yodha 2.0 at a glittery affair in Hyderabad. The Yodha 2.0 face
lift goes beyond just cosmetic changes. It encompasses a single and crew cab variant in different configurations priced upwards of Rs.9.16 Lakhs with the top variant priced at Rs.9.99 lakhs (Exshowroom). The Yodha is now more muscular then ever before.
In all, the company showcased six variants with five 4x2 variants and one 4x4 variant. The latter has in the past won accolades from critiques. The 4x2 variants showcased included the Yodha 2.0 1700, 1500, 1200, and Yodha Ex (Dual cab). The 4x4 standard variant accompanied this lineup on display. On a Year-To-Date (YTD) basis, the pickup segment has sold 15,618 units for the company with an eight per cent
The refreshed design language has the front fascia display noticeable changes on the Yodha 2.0 4x2 model, we drove. This includes the chrome-heavy front grille, and the two-piece front bumper made up of a combination of metal and fibre to strike the ideal balance between stiffness and strength-toweight ratio. The metal bumper is divided further into three pieces to lower the replacement cost against a single-piece bumper. It also lends to the contemporary yet rugged look. The skid plate with silver highlights adds a dash of premium to the tough quotient. There is a provision for fog lights with neatly integrated front reflectors akin to Daylight Running Lamps (DRL). Overall the headlight cluster doesn’t dare to deviate much from the oldergeneration Yodha (erstwhile
Xenon). The overall aerodynamic shape is similar with lines running across the side.
From this angle, the side reveals a re-designed fender home to the side indicators and replicated on either side of the pickup truck. One also notices the 3150 mm wheelbase and the biggest USP being the external load tray with a length of 2643 mm and width of 1843 mm. To the naked eye, the loading tray stays the same from here. The ground clearance of up to 210 mm for the 4x2 variants ensures the requisite suspension travel and boasts of an underbody guarded even on tough terrains like the track, we tested it on. The installation of a rigid metal footrest for easy ingress and egress is a well-thought-out inclusion for the pilot and the co-pilot. The fuel tank cover sports a retro design that relies on a manual lock. It could be replaced with cable-operated fuel lids in the age of keyless controls. If the design language is drawing parallels between pick-ups from competition, the left-hand side mount could add to operator inconvenience in our opinion.
The Yodha plys on rubber grips sourced from Apollo, Endu Maxx LT installed on 16-inch steel rims. These are deemed perfect for off-road and the long-
haul. For safety and homologation purposes, the Yodha is equipped with a side crash guard. In total there are 13 rope hooks welded on the loading tray which ensures a firm grip over the luggage. The icing on the cake is the body color tone to make them rustproof.
On the rear end, the Yodha 2.0 bears a giant crash guard to prevent any chances of an undercarriage hit, up as a collision impact absorber. The tail lights flash on a conventional bulb setup. The most interesting feature here is the four reverse sensors, primarily two-stage beepers. They assist with parking in tight spaces. The loading tray flap rests on three hinges which are again body coloured and well-camouflaged. It has the convenient functionality of old-school sliding compared to competitors opting for modern, spring-operated latches.
The door is rugged, no doubt! The cabin welcomes the operator with a three-spoke steering akin to passenger segment offerings from the Tata stable. It has an uncanny resemblance to the
Tigor hatchbacks. I was able to manoeuvre it with a single hand much to my co-pilot’s surprise. We recommend using the conventional 10 and two grip though especially when plying in the laden state. The grip is comfortable and lends to the assurance needed for U-turns. The instrument cluster is spartan and relays the required information without any fuss. Two analogue dials have the left one hosting the speedometer and the right one home to the tachometer which redlines at 5000 rpm all the way up to 7000 rpm.
The LCD display unit relays important metrics like a fuel gauge, engine temperature, time, odometer and the gear engaged. The dashboard design is a fine balance of practical and ergonomy. The HVAC system is suited for tropical countries like India. On the right side of the steering, the operator can reach out to the headlight lens level adjuster, switch on the ‘Eco’ mode and access the DPF warning light without any fret. A 5V 2.4A USB charging socket meets charging duties for handhelds that the driver may carry. Tilt down, the gear shifter has silver inserts complementing the black leather
Clockwise: Dashboard with a three-spoke steering wheel, switches and hand brake placed on the driver seat’s right hand side.
wraparound. The vehicle offers enhanced storage on the co-pilot side with a vertical mobile holder slot and room for documents and log books. The glove box moves up and doubles up as a cup holder for that pit stop en route. The driver has to lean over to the co-pilot side to access the bottle holder which could be inconvenient for some. The hand brake positioning on the righthand side perplexed us! Overall, the cabin with split seats lends to requisite ergonomics especially with the adjustable headrests that get a thumbs up.
uNDER
On driving the Yodha, the power of the four-cylinder, 2.2-litre BSVI
Direct Injection engine was found to not left wanting. At the core and common to all Yodha variants (irrespective of the load-baring capability), the engine produces an estimated 98.9 hp at 3750 rpm. It develops a peak-rated, flat torque of 250 Nm in the 1000-2500 rpm range. The overall gear lever travel is very similar to an SUV and offers shifts in a seamless manner. As far as the suspension travel goes, the vehicle has heavy-duty, rigid suspension with semi-elliptical leaf springs made up of six leaves at the front and an innovative two-stage semi-elliptical leaf spring setup with nine leaves at the rear.
Driving the Yodha 2.0 with two-
tonne payload at the back was easier than we anticipated it to be. This speaks of Tata’s engineering that allows the apt punch to help operators maintain a low Total Cost of Ownership (TCO). Some might argue, it is a trade-off with cosmetic inclusions that make a pick-up more desirable but the Target Group (TG) is different here. The track we drove on, was split into three sections, a chicane with an off road patch (A), rock bed and water wadding sections. This was followed by steep inclines and declines (B), and section (C) that greeted us with loose gravel and steeper inclines testing the grade ability of the vehicle. The Yodha tackled it with ease.
The commanding stance of the driver ensures the hood is partially visible and the pickup is easy to manoeuvre. With the seat belts on, clutch depressed, neutral gear engaged and engine cranked, the excitement of a take-off fell flat. Wait a minute!
The vehicle continues to beep. A quick hygiene check revealed the reason. It was the partially disengaged hand brake. Now what? When the hazard switch is on, the relay sound sets off. On reversing a bit before hitting the track, the reverse sensor beeps joined forces with the relay
making it hard to differentiate one from the other. This is not the case with competition offering distinct sound alerts.
Past this stage, the vehicle in a fully-laden state is easy to command on flats. The challenging bit of getting the vehicle to a complete halt on a steep climb before rolling again is where most drivers are challenged. Here, the climb resembling the ghats was made easy thanks to the power dynamics of the pick-up. It never ran out of juice despite the engine power being shaved off by ~10-15 per cent courtesy the air-conditioning. At section ‘A’ I had to steer through the chicane, where the steering rack and pinion were put to good test. The hydraulic steering felt light at high speeds, and the three-spoke design lent good grip all along.
The section with the loose gravel patch required me to push the pedal to the metal and soon thereafter apply the brakes sharply. At first, in the Economy mode (ECO) with a 45 kmph speed. It forced out a tyre screech in a subdued performance. The lack of ABS was felt here. Yodha
2.0 relies on discs at the front with dual-acting pistons and drums on the rear. In the Power mode, at lower rpm, it’s easy to sense the marginal shift in the engine performance. The turbo kicked in at about 2500 rpm which helped to distinguish one mode from the other and the brakes didn’t disappoint given the short travel.
On the ‘B’ section, the suspensions were put to test. The suspension travel from the leaf springs was impressive with a smooth shock-free ride internally. For the descent and ascend in quick succession, the brakes did their duties with a gentle tap and release motion. On the water wade section, a sharp right post a wide turn gave a sense of the work done on reducing the body roll. Tata Motors has also paid special attention to lubrication with a lifetime assurance on the cardan shaft.
On to the climax! The C section drive was uphill for about 100 m. The loose gravel simulating the rural terrains of the country. A stretch here had us traverse a steep incline followed by a 90-degree turn which could
have gone either way. Thanks to the race track experienced instructor, I got good advice in the nick of time. In the first gear and over 2500 rpm, we sailed past the hurdle with a combination of gradual throttle and a mix of brake taps. That I was able to go through the off-road experience without a stall, speaks volumes of the compounded impact of skill sets marrying the apt engineering.
Overall the vehicle feels easy to manoeuvre and sets the benchmark with its segments first. That the competition is catching up on some fronts and outdoing on other fronts, Tata Motors has its task cut out. Following the launch, it can set up a future iteration based on customer feedback. Up front, these could revolve around the driver’s ergonomics, utility features, and more optimal power-to-weight ratios for each of the sub-variants of the Yodha 2.0. The 20,000 km engine oil drain interval and three years/three lakh warranty (on the driveline) backed by a strong after sales network could win it patronage like in the past.
Mahindra and Mahindra Ltd. (M&M) has revisited its mainstay Bolero pik-up. Adding another dimension to the range, the company in August 2022 created a new sub-brand MaXX. The brand translates to the maximum value proposition for the segment aimed at being best-in-class. Inheriting the DNA of the 1999 legacy model, the MaXX is essentially the Bolero at its heart. It attempts to break out from just offering a flatbed pickup, a CNG pickup or a crew cab pickup with air-conditioning. The MaXX variant is a larger attempt of the company to maximise the benefits on offer in turn offering the operator maximum profitability. It does so by a renewed consideration of load-carrying capacity, performance, mileage and resale at different
levels of the vehicle life cycle. The vehicle is built around key pillars of maximising technology through iMaXX telematics, a new style quotient, enhanced comfort and safety levels and claims to offer maximum savings. Offered in white, silver and gold skins, the company offers the City 3000 at Rs.7.68 lakh (Exshowroom Pune) and the City 3000 LX at Rs.7.72 lakh (Ex-showroom Pune). The City 3000 VXi comes in higher at Rs.7.87 lakh (Ex-showroom Pune)
We had the opportunity to take the Bolero MaXX Pik-Up City 3000 VXi variant for a spin. Offered to us in an unladen state, we spent the day driving the vehicle around the city suburbs on free straights
Mahindra builds on the Bolero platform to offer maximum value proposition through the new MaXX pic-kup. Ashish Bhatia and Prateek Pardeshi drove it to validate the claims. @atashishbhatiaclockwise : Engine bay, slideable rear glass window, turn safe lamps, 15-inch c eat Steel Plus tyres, lED tail light.
and through city traffic. The City 3000 VXi offered to us, lacked HVAC but had the provision. It also lacked the display screen but had a mount to fit the optional accessory. In our opinion, it is key for operators to realise the maximum value proposition on offer over the older generation of Bolero pik-ups. Barring these exclusions, the vehicle stood out at first glance with its golden hue against the white Boleros doting the city scape. It not only drew second looks but tickled the aspirations of older-generation Bolero owners including the potential first-time buyers. A look at the front fascia reveals how the pik-up has come off age. The conventional headlights give way to revamped headlamp cluster that now houses ‘Turn Safe Lamps’ as a segment-first inclusion. The contemporary face lift has sharper lines and compact proportions that give it a premium touch. These could do with more consistent panel
fitments to curtail the gaps visible as seen on a closer look.
The new head lights resemble those found on the Tuv or Bolero Neo from the passenger vehicle segment offerings of the company. The chrome embellishments on the display grille cater to the upmarket senses. The front bumper comes with a wellintegrated, body-coloured skid plate. There is provision for fog lamps to tackle poor visibility conditions. The single-piece body side panel with new tech decals is a big plus and work undertaken to offer a wider track and longer wheelbase is evident. The tail gets LED lamps over conventional bulbs and reflector arrangement as part of the enhancements.
A sneak peek into the interior hints at the continuation of this premium design language. This comes across from a look at the moulded roof liner, a new dashboard complete with a digital cluster. Other visible enhancements on the interior
include a wider cabin, height adjustable driver seat, headrests, and chrome gear knob on the VXi variant. Lower down the variants, operators can look to get CMVR-certified D+2 seats, power steering and fabric seats with the City 3000 featuring a rear-sliding window. The dashboard in coffee and black with hard durable plastic trims lent a modern touch over the single-tone black finish. A special mobile phone holder with a 12V charging outlet adds considers on the go utilities that are essential today. Grab handles on the passenger side and get a big thumbs up from us.
We couldn’t test the iMaXX on the variant provided though as per company claims, operators will benefit from provisions like a fuel log, roadside assistance, fleet distribution dashboard, document wallet, location sharing and driver management that takes the Bolero MaXX to the next level. It would have been nice to have it in the unit supplied.
The Bolero MaXX offers a commanding stance attributed to the three-spoke steering wheel that offers a good thumb grip. The vehicle benefits from a 5.5 m turning radius backed by Ceat Steel Plus 195/80 R15 LT steel rims. The 165 mm ground clearance addresses any anxiety of chassis and underbody damage
clockwise:
Moulded roof lining, new seat with height adjustments, refreshed dashboard, digital instrument cluster, touch display unit, and gear knob.
as is expected from the Bolero pik-ups.
On reverse parking, we came across two parking sensors identical to the previous model. Notably, in a safety inclusion, with the hazard switch engaged, operators will hear the click, relay sound. This is overridden with the reverse sensor to avoid an overlap of sound indicators as seen in competition pick-ups.
INSIDE THE cAbIN
At this point, one must laud the clean digital instrument cluster with operator-friendly readouts and necessary alert notifications covered. The gear shift indicator is a good inclusion forcing all eyes on the tarmac. Drive ability continues to be fun on the Bolero MaXX with owner cum drivers lauding its rugged architecture that continues to withstand deliberate abuse. The vehicle with its peppy pickup draws power from the m2Di, four-cylinder, 2.5-litre engine that produces
a peak rated power of 65 hp. It churns out 195 Nm torque which gives it room to accelerate. The availability of a flat torque curve means infrequent gear shifts and
a fatigue-free drive. The vehicle, at no point, hints at a loss of power. This seemed enough to lug a 1.3-tonne payload and more. The power is well compensated with capable front and rear brake setups that feature a disc and drum respectively. The potholes are dealt with by a stiff leaf spring setup at the front and an overslung, rigid leaf spring making up the rear setup.
There are no two ways that the MaXX has the Bolero pik-up coming off age for those seeking enhancements to a proven product. The re-engineering takes into account operator feedback and retains the Bolero DNA while enhancing the capabilities to align with modern-day requirements. The hand brake placement for instance, on the left, felt more ergonomic and practical. The improvement in gear travel (tall gearing) over the predecessor enhances the drive experience.
A 20,000 km service interval, three-year and or one lakh km warranty with the ARAI certified fuel efficiency of 17.2 kmpl all in all takes the value proposition to the maximum as is intended. It is expected to bring in a fresh wave of patronage for the manufacturer.
Mahindra & Mahindra launched the Bolero MaXX pikup to align with the changing times and evolving needs of its customers. In an industry talk session, Harish Lalchandani, Vice President - Marketing (PV & Pikup) and Manoj Gauba, DGM at M&M speak to Ashish Bhatia about the renewed aspirations with the new offering in the pick-up segment.
Harish: This is not just a launch of a new product it’s a launch of a new brand called the Bolero MaXX pikup. The product is touted as the future of pick-ups and this is what we want to bank on to help our customers leapfrog into the future. It’s an amazing product with a great amount of technology built into it. A great amount of comfort and safety are built into it as additions to the legacy promise of our performance, of our toughness, of the ruggedness that’s intact. The reason why it’s a city pickup is that it’s been engineered for city driving conditions. You will notice a shorter bonnet and a shorter overhang. You will see the turn safe head lamps which help light up the blind spots to give the driver added assurance on turns. It has been designed keeping in mind the narrow turnings and restricted parking spaces found in urban setups.
Manoj: This is a completely new cabin with new head lamps and bumpers.
The cabin has been designed in such a way that you get maximum safety in case of an accident. On the interiors, the doors are part of a single structure for maximum strength (check4.26). As Harish mentioned, the cargo deck has been designed to offer maximum payloadcarrying capacity.
Harish: If I were to answer how it adds up to the evolution of a legacy product, in terms of refreshing the brand, it goes beyond just adding new features to an existing lineup. Consumer needs are changing consistently and today if you take a look at some of our customers and the way that they operate, the working hours have gone up longer. The number of cargo pickups and drops has gone up in correlation. The thought process has been to
offer better a Turn Around Time (TAT). If you take a look at most of our e-commerce firms today they give you a window within which the delivery will happen so that has to be met even by our customers. With the iMaxx technology that we’ve introduced in the iMaxx app. operators will benefit from features like vehicle tracking, vehicle monitoring, geo-fencing and route planning depending on traffic conditions, depending on geographic location to be able to plan the ideal route. Over the next few quarters on getting customer feedback, we will keep evolving the app.
A: We have taken in a lot of the features that come with this particular product as a combination of what you would see in our passenger vehicles as well the trucks and buses. The look and feel of the User Interface (UI) and the User Experience (UX) come in from the passenger vehicle space to give it a premium look.
Q: What sets the new Bolero MaXX pik-up apart from the existing generation of the legacy Bolero pikup range?
Q: Have you also drawn from technology like telematics from the upper end of the spectrum, like your M&HCVs?@atashishbhatia
the product is touted as the future of pick-ups and this is What We Want to bank on to help our customers leapfrog into the future.
The functionality that we have put in come more from our experience with our commercial vehicles where it has been introduced to give the maximum benefit to the customer across both the UI and the UX.
Q: How do you juggle and balance both the white spaces in the industry as a whole and the white spaces internal to the portfolio?
A: We have always been at the forefront of launching new things and that has helped us stay ahead of the curve and retain our market leadership in this segment for the last 20 years. We were the first to launch the flatbed; we were the first to create a lot of feature specifications for this particular segment. One of the strengths is the close connection that we have with most of these customer segments and the amount of time we spend understanding their lives, needs, wants. The kind of changes that we have to bring about. It’s this combination that just helps us stay ahead of the curve and has kept us as market leaders so far.
Q: Will the MaXX coexist with
the other legacy variants in the Bolero range including the recently launched Inter-city pik-up?
A: The MaXX has been specifically designed for intra-city use and that’s why the name City 3000. This will currently coexist with the more significant products that we have in the portfolio which is the 1.7-tonne variant. In the case of the intercity pik-up, from a load capacity perspective, these are two separate products. Compared to 1.3-tonne in the Bolero MaXX range, the city pikup offers a 1.5-tonne loading capacity as a differentiator.
Q: Do you see a market for lower payloads because this segment of customers tend to overload?
A: The strategy is to cover the entire
gamut. So we start with our SCV products and when you come into the pick-up range, you have this product at 1.3-tonne going up to 1.7-tonne. We have changed the structure and included a long suspension to take care of the payload requirements. The wheel tracks are wider for greater stability during the dynamics, for example.
Q: How do you meet the requirements from the standard base variants to the higher variants and the optional fitments?
A: We have three variants in this particular segment which are the base, mid and top-end. In the base variant, you get all of the bells and whistles in terms of your performance, safety and comfort etc. We are offering D+2 seating in the mid-variant along with some of the features at the top end. This feature set gives you the iMaxx technology, the turn-safe headlamp that enhances safety. For the first time in the segment, you will get the height-adjustable front seat for better drive vision eliminating the need for erstwhile practices like using
We have alWays been at the forefront of launching neW things and that has helped us stay ahead of the curve and retain our market leadership in this segment for the last 20 years.
a cushion underneath. The colours are more vibrant like the gold as well as the silver option. The decals give it that premium perception.
Q: How frugal is the build of the new range and how have your suppliers upped the ante?
A: We work very closely with all of our suppliers and all of our partners in order to bring out a comprehensive package for the customer. More than frugality, this is about ensuring that the customer gets what they want in order to make their life and make their job easier at a brilliant price.
Q: What’s the objective of pricing the variants closely?
A: We want a maximum number of our customers to try and experience the top end of our product and to benefit from everything that we’ve thrown into the product. That’s one of the reasons why we have kept the price in such close proximity
to each other. They will also benefit from the down payment of Rs.25,000 in addition to a lot of other benefits and features on offer, and in line with our philosophy of ‘Rise’.
Q: What direction can we expect the Mahindra pik-up range to take?
A: It will progress on fronts like alternate drive trains under MaXX to try and answer your question. We are constantly in a process of evaluating the market and when the need emerges we will bring out products that are suitable to the customer across our ranges.
Q: What are the plans for the M2DI engine on the Bolero and the MSI engine on the CNG variants?
A: I think the performance has stayed more or less the same because it’s a tried and trusted engine. Within this particular segment, certain things are tried and trusted
and work. There’s no point in changing something that is working well for us. We lead the segment with horsepower and in terms of torque. It’s a workhorse that has really worked and from an extremely low cost of maintenance and serviceability perspective, it’s a brilliant product. One of the reasons why we’re able to give this 20,000 km service interval is the confidence in the complete product in terms of the engine, fuel-efficiency, dynamics, stability of the vehicle and build quality. For profitability, there are two simple things. Maximise your sales and minimise your cost. So from the maximising sales perspective, we have ensured that you have the widest cabin or the widest cargo deck. From a cost perspective, you have the fuel efficiency, the lowest cost of maintenance and ownership coupled with higher service intervals which is why we have stuck to our 2.5-litre engine.
Q: To sum up, your growth and challenge areas in the pickup segment at large?
A: The growth, areas are tremendous because I think the customer is changing. For the new age customer who’s coming in, I think we’ve offered an extremely comprehensive package which is a combination of technology, safety, comfort, performance, and low TCO at a great price with equally great benefits to go along. In terms of challenges well whenever there are challenges there are also opportunities. Like in the past two decades that we’ve been launching pickups, we will keep modifying our products to stay ahead of the curve.
logistics companies are the organisations that take care of the end-to-end movement.
From the point of origin to the end for any products or services which reach your doorstep. The logistics services cover various areas of expenditure like transportation, packaging, handling, labour/driver management, related overheads, technology, and so on. The freight rates are decided by the logistics company before the operations are conducted by the carrier. Freight rates are generally an amount paid for the transportation of the bulk or a package of goods. The freight rates which ultimately have to be borne by the ultimate customer put budgetary pressure in many ways on the manufacturer of the goods. To stay competitive in the market, the logistics cost
also needs to support the supplier of goods.
For every part of the logistics operation, the companies need to cash out. Be it packaging, storing, weighing or transporting the goods, all the expenses have to be met to put your product on the shelf. The two great barriers from 2020 – the Covid-19 pandemic and then the emergence of war between Russia-Ukraine has led to sky-rocketing fuel prices. With the rising price of fuel, running the whole logistics operations by airways or roadways is costing the companies an arm and a leg. Now, every company’s biggest challenge is to tame the rising logistics cost, especially in large geographies like India.
If any organisation wants to reduce logistics costs, it must divert the focus to technology and automation. A well-designed automated system can remove discrepancies and wastage from the execution of logistics, making the process leaner and quicker as opposed to the traditional ways.
Electric vehicles should be considered an option as soon as they are available. They are an immediate solution and a greener option that can save the company from both spending huge amounts on diesel and are good for the planet
too. So, choosing electric vehicles can turn out to be a great option for companies to cut operations costs.
Nitin O Mahipal, Chief Executive Officer and Managing Director, Mega Pack & Carry writes about the logistics costs required to support goods suppliers.Few things that will majorly help logistics companies reduce operational costs
Rising inflation and fuel prices are huge hindrances to growth. In the last two years, the global situation has dipped the GDP of economies and has led to a rise in fuel prices. With fuel costs overtaking profits, more and more companies are considering a switch to electric vehicles.
EVs are cheaper than ITC vehicles and save fuel costs permanently. However, the EV charging infrastructure in India is still in the development stage. An increase in state-wise policies is giving way to creating a decent infrastructure. It won’t be long before EVs are used for long-distance transport through the availability of an EV charging station network.
Similarly, automation is helping companies save on employee pay and improve operational efficiency. The benefits of automation are varied and it allows for faster and quick processes. Some of the things you can invest in are:
Resource planning software
Warehouse management system
Transportation management system
Real-time inventory management software and more
particulate matter and nitrogen dioxide emissions. Moreover, this also reduces fuel consumption. So, whichever transport does not make use of fuel is a boon to the logistics organisation. Thus, intermodal transport is another beneficial option.
PRIcING by WEIGHT
Along with EVs, the logistics company also has one more option which is intermodal transport. Intermodal transport uses a large sum of containers and swap bodies and many other multiple forms of transport. With that, they don’t need to rely on just one form of transport. Additionally, this form of transport is credited with environmental benefits. It prevents carbon dioxide
Weight is a major factor that decides the price. The more the weight of packages, the higher will be the transportation cost. Logistics companies should give the most suitable option to the shippers as per the weight and volume ratio of the goods that are transported. The correct selection of truck type can reduce the logistics cost immensely. If the cargo weight is not sufficient to occupy the capacity of the truck, it would be economical if you book through a Less-ThanTruckload [LTL] service provider. However, these will not be dedicated trucks for one’s cargo.
It is also important to shed some light on the cost incurred for loading and unloading through manpower separately. The count of labour will not be minimal, it will be maximum for sure. Paying wages to many labourers will turn out as a white elephant for logistic agencies. Instead of disbursing so much on labour, it would be more efficient if the operation is functioned by an automatic loader. By utilising automatic container loading machines, the company will not need to pay a bunch of labourers. Therefore, the automatic loaders will help to reduce the overhead and increase individual productivity and decrease the head count.
The logistics firms should perhaps focus more on their maintenance. If the trucks are wellmaintained, they will probably earn a sufficient
sum of money. The reason why maintenance is important is that some customers look for stainfree and damage-free products. Cleanliness is pivotal. If the trucks are well maintained with no tear, trust is built which helps in more customer loyalty. Customer satisfaction is linked to the drastic reduction in cost. For great maintenance, we should consider Preventive Maintenance Contracts (PMC) that plan the checklist well in advance and will invariably reduce the number of off-road days for a truck.
The company should coordinate with suppliers to reduce costs because the suppliers/vendors are masters of the trade. They have good knowledge and can assist by suggesting good ideas to the logistics department. Therefore, logistics organisations should always have a great bond with their suppliers. The freight rates have risen by an average of 20 per cent from the pre-pandemic level to today in most industrial hubs in India.
bEING TRANSPARENT AND c ONSIDERATE OF yOuR cuSTOMERS
All the customers should be extended proper
support from the company. They should exceed the expectations of the customers. This is because if you satisfy customer needs, they will be more inclined towards your services. In addition, the company should not delay in solving repercussions the customers come across while the service is being provided. The fast response gives the customer an impression that the company is active and caring towards them. Also, the delivery should not be short on time. The faster the service, the more the customer will stay in touch with services. Moreover, the communication with customers should be decent and polite to get a proper response back from them.
Running a logistics company is a challenging task. There are several expenses that you have to consider to keep the business running. Costs driving your operations may seem like a necessary evil, but a few above mention organisational changes can lead you to optimise your operations and reduce any unnecessary expenditure.
At the Frost & Sullivan, 14th Annual Intelligence Mobility Summit, the adoption of an innovation-led growth path was hailed. Prateek Pardeshi and Deepti Thore checked on the growth models for sustenance.
The fundamentals of the mobility industry are changing and so are customer preferences and expectations. The convergence of autonomous, connected, electric and shared mobility technologies is radically altering the way people move around, live, work, and engage with their environment. To address these changes, Frost & Sullivan hosted 14th Annual Intelligent Mobility Summit (IMS) themed as “Towards Sustainable Future”. The pandemic has accelerated this process of transformation, while offering stakeholders the opportunity to reset their future in the direction of sustainable, innovationled growth models. While the industry is working towards
de carbonisation and carbonneutral manufacturing with the rising emission levels, adopting clean energy practices across the mobility value chain have become critical.
According to Frost & Sullivan, growing awareness on environmental issues, evolving consumer preferences, and regulatory imperatives are incubating new technology enablers in the form of Connected vehicles, Autonomous driving, Shared mobility and Electromobility (C.A.S.E.). Allied with this is the emergence of innovative mobility solutions like ‘mobility-as-a service’ and ‘lifestyle-as-a-service’. Meanwhile, logistics supply chains are aligning with trends like ‘Innovating to Zero’ and
electrification too. Increasing endof-life vehicle waste is compelling the need to pay greater attention to bringing in transparency and accountability in the mobility ecosystem. Circular economy and battery recycling concepts are highlighting how environmentally-friendly reduce, reuse, recover and recycle practices can be powerful tools for sustainable growth and competitive differentiation.
Cutting-edge technologies are anchoring shared mobility modes like car sharing, bike sharing, micro mobility, and peer-to-peer ride sharing. Advanced connectivity and autonomy technologies are heralding a highly disruptive shift toward software-defined vehicles. The transformation of
cars into smart phones on wheels will push the mobility industry into an uncharted territory. Stakeholders will have to find ways to build a future defined by resilient and responsible growth. To drive the industry on this path of growth, the two-day event, brought together industry experts, policy makers, investors and innovators on a single digital platform.
Darrell Huntsman, Chief Executive Officer, Frost & Sullivan in his opening speech mentioned that the mobility ecosystem has become really complex and is facing many challenges. “A response to these challenges is not lastmile mobility but safe and sustainable mobility,” he stressed. He was of the opinion that the need is to adopt technology and solutions that continually advance sustainability agendas. After witnessing no changes for almost a century, the mobility industry saw sweeping and unprecedented transformation in the last decade in terms of
product, pricing, place and promotion, highlighted Vivek Vaidya, Associate Partner and Senior Vice President, Mobility Practice, Asia Pacific, Frost & Sullivan. Products are more zero-emission focused, and more autonomous and connected; pricing has become more personalised and products are catering to customers changing value perceptions; the sales are no more restricted to showrooms but have become omni-channel and promotions are getting more and more personalised. Focused on the zero emission, battery will become the new engine, opined Vaidya. More than pricing, mobility-as-a-service and connectivity as-a-service will play a major part. 25 per cent of the vehicles will be sold online by 2025. To address these changes there are certain solutions which need to be looked at.
The need is to change from automotive to a mobility mind set. Powertrain will change from engine to battery; product segment will change from horsepower to computing power; efficiency of operations will change from mass production to personalisation or customisation. In terms of the span of control, the need is to worry about
energy source than the tier n suppliers. More than customer satisfaction, engaging the customers will be more crucial.
The Key Performance Indicator (KPI) which was market share earlier for the industry will now be more inclined towards share of mobility. Continuous cash flow is also among the very crucial factors. The need is to improve profit margins. “Sales of the vehicle should not be the end of the vehicle cash flow cycle but should be the beginning,” stated Vaidya. Carbon which is buried under the sustainability report will now move to the P & L report. By 2040, most of the companies want to be carbon neutral but this can only happen if they purchase carbon credits.
“Carbon footprint saved is carbon credit earned,” he mentioned.
Most of the OEMs are also looking at a comprehensive sustainability strategy to improve units in operation. To sum up: three factors which are key for success are change to mobility mind set, look at profitable goals and move to sustainability for orientation.
Focusing on the theme, Zero Emission Vehicles :
Sustainable Mobility, Ponz Pandikuthira, Global Vice President, Marketing, Nissan opined that the need is to drive innovation to enrich people’s lives and thereby adopt sustainable mobility on a path to zeroemissions. Addressing the major shifts that are shaping the future, Pandikuthira pointed to climate change, social issues and conscious customers as major driving factors. The need is to invest ambitiously in sustainable mobility. As per the Nissan Ambition 2030, since 2010 the company has invested around one trillion JPY in electrification and plans to invest two trillion by 2026. The company plans to expand its electric mobility lineup further by 2030.
These changes will not happen overnight hence the need is to look at e-power as the option where the electric powertrain will get the power from the battery pack. That is an innovative pathway to enable electric driving experience, instant and powerful acceleration through enabling regenerative braking, offering
motor drive, high level cabin quietness and intelligent engine switching along with excellent fuel economy. Building battery production capacity is also deemed fit to create an electric future. According to Pandikuthira, by 2026 battery production capacity is expected to increase to 52 GWh and to 130 GWh by 2030. It is also very important to build a sustainable and efficient EV ecosystem. The need is to have efficient batteries to power electric vehicles and launch them in countries with proper CO2 credits. The need is to offer energy solutions through V2X, to gain financial benefits, have backup power, grid stabilisation and use of green energy. When the electric vehicle gets old, the need is to have a repurpose program in place for reusing the batteries and increasing EV residual value for carbon emissions reduction.
With the purpose of adopting zero waste policy, the need is to recycle and generate value. Creating a distributable energy model-V2X is required for stabilising the grid. Investing
in infrastructure for charging and ensuring reliable access to charging are also very crucial. Speaking of introducing AllSolid State Batteries (ASSB) by 2028, Pandikuthira mentioned that these make EVs more efficient and more accessible. They also help reduce charging time and increase energy density. Nissan aims at reducing carbon emissions in its plant by 40 per cent through its intelligent factory where renewable energy is used to power the factory, EV36Zero EV hub in Sunderland and the Canton Plant which is focused on building EVs in the US.
Dr Jose Pereira, Director, Frost & Sullivan drew attention to the key challenges and opportunities foreseen on the path to attain zeroemissions. Transport sector has the highest dependency on fossil fuels of any sector and accounts for 37 per cent of carbon emissions, he stated. He drew attention to five key trends required to power innovation and growth in the industry to accelerate its drive towards sustainable mobility. These
include digital engineering for zero prototypes which is a simulation driven development, modular and software-defined platforms, digital twins for continuous inuse product optimisation, data collection and human-AI collaborative engineering and tech-driven business models to unlock value pools.
BATTERy TECHNOLOGy Prajyot Sathe, Research Manager, Frost & Sullivan spoke of the advancement in battery technology and an expected shift towards 800V architecture. He drew attention to key upcoming trends in the field of battery and battery infrastructure. These include global emergence of giga factories, charging infrastructure development, next-gen battery techmodule less battery packs, transition to SIC-based power electronics, wireless BMS, and electrification of fleets.
As the CV industry is transitioning from cleaner alternatives, the fueling or charging infrastructure needs a revamp too. The CNG and LNG penetration in India in recent times have gone up. The overall
sector of CVs has seen alternate drivetrains penetrate different segments, from SCVs to HCVs including buses for attaining lower TCO. Commenting on the penetration of CNG in the Indian CV market he said, “As the sales units go higher the CNG refuelling pumps and infrastructure availability must get the due attention too.” Later, the gasification trends look promising with the industry looking at LNG as a long-haul choice. Notably, Annriddha also mentioned about the research work happening around the long range of CNG trucks, where in the trucks would be capable of crossing 1000 kms one a full tank, this is achievable and testimony to it are the recently rolled out models from Ashok Leyland and Blue Energy Motors in partnership with IVECO group company FPT.
As far as battery electric trucks are concerned, charging infrastructure is a big issue. Today we have 48V architecture, 96V and so on. MBEV trucks have already entered the mining segment with companies like BYD and Volvo Trucks having the technology. Hydrogen powered drivelines have exciting prospects too. Annirudha hoped for experimental launches or
a captive customer for pilot runs. Various efforts are under the process working on auto components and other OEMs. As a forecast, he projected the ecosystem to be up and running over the next half a decade.
Further Daniel Majewski, Head of Strategy R&D and System Solutions, ZF, Commercial Vehicle Solutions, brought it into context. He said,“The key to success is to make autonomous solutions adaptable and interoperable.” Connecting the dots, Annirudhha mentioned, the work on autonomous trucks has already begun in India. Solutions that will be apt for Indian will need to align with the wide CV segment. India has trucks starting from 14- to 48-tonne having multi- axle configurations. Moreover, the Total Cost of Ownership (TCO) and active safety assist features will continue to be prioritised. These will have to cater to the price sensitivity in the Indian market. ADAS level-1 trucks have already hit the roads from the Tata Motors stable, for instance.
Autonomous trucks have a long way to go though. The concept is not just to make the truck work independent of the driver but also focusing on the entire ecosystem. For example, if
the truck is delivering the goods, there should be someone to receive it. Commenting on the future, CarlMagnus Norden, Founder, Volta Trucks said, “Autonomous trucking has a huge growth potential, we are witnessing the start of it, within the span of 10-15 years we will move beyond diesel engines completely.” Autonomous solutions can also be among the major contributors for public transport.
Traffic congestion in metropolitan areas is like an active volcano just ready to erupt. Let’s take Mumbai for instance, covering 10 kms in peak hour is a nightmare. Improving public transport will encourage users to opt for it over private modes. Here, autonomy was split into a three-part consideration: ecurity, ease of use and cost reduction. A comparison of e-bus annual running costs was looked at with autonomous shuttle TCO.
While ebuses account for 65 per cent costs attributed to human
capital, the shuttles account for 30 per cent on the same scale. Back in July 2020, Navya launched the autonomous L4 shuttle service in a closed environment with a vision on aspects like a structured value chain, political dynamics, legal framework, realistic expectations and technology breakthrough.
Today’s shared mobility market is valued about USD 835 bn which is shared across (Carsharing, Ridehailing, DRT, Public transport, etc). By 2030, this market is expected to grow to USD two trn courtesy a significant growth in DRT and public transport stated Shwetha Surender, Director, Frost and Sullivan. With the emphasis on autonomous vehicles, the industry could see mass adoption with LIDAR and autonomous software costs expected to go down by 2025 and 2030 respectively.
For growth of any industry collaboration is of utmost
importance. A tug of war between automotive manufacturers and IT Giants has always been in the picture. The value proposition for softwaredefined vehicle for automotive ecosystem brings faster development time, highly scalable business models, and reduced detection and overall complexity of vehicle. According to Somasundharam Muthumanickam, Lead Software Architect, Automated Driving, ZF Group, ” The conventional way of development for new technology can be faster, the overall complexity where a vehicle uses multiple ECUs can be much simpler, while today many vehicles are a mix of electronics and hardware this is where software based automotive ecosystem has the advantage.” Further Anuj Jain, Mobility Expert (Strategy & Business Development, AWS Automotive)
VP Bosch, stated vehicles today roll out from the showroom with all loaded features. In the near future, with software capabilities they will be regularly updated with features on the personalisation front and improving safety features.
Busworld SouthEast Asia 2022 marked the return of the bus and coach fair to Jakarta. Ashish Bhatia looks at the new line of buses and coaches with the potential of finding takers.
BBusworld SouthEast Asia 2022 revived the memories of an impressive debut at the Jakarta International Expo (JIEXPO) Kemayoran – Jakarta, in Indonesia, in 2019. Three years since the inaugural edition of the biennial trade fair, the world and the SouthEast Asian market have seen much water flown under the bridge. Covid-19 tattered the bus segment with sales nose diving, and plans spoken off at the debut show sent to the back burners. This included tackling an ageing bus fleet and responding to the call for ‘Coach Tourism’ in the country; tackling an exploding
two-wheeler population by incentivising public transport and helping bus operators become more rational. The focus on growth and the addition of ~200,000 buses to the market shifted to recovery like in the other parts of the world.
The predominantly bus bodybuilding market (~600 bodybuilders) took a severe hit despite all of its potential including the TransJakarta, the world’s largest Bus Rapid Transit (BRT) system at 251 km and the more recent Mass Rapid Transit (MRT) put in place to deals with rapid urbanisation and traffic bottlenecks. As
if that wasn’t enough to deal with, the focus since has also been on promoting a new capital to succeed Jakarta with investors weighing the pros and cons. Most recently, generous incentives were doled out, including offering a 30-year tax break for companies investing in an estimated USD 32 bn project to build the new capital city Nusantara in a bid to entice private companies. A 350 per cent ‘super tax’ deduction for Research & Development (R&D) activities were also spoken of to sweeten the deal. This, say some, is far more generous compared to other Indonesian cities.
@atashishbhatiaAlbeit, concerns over funding and management of the ambitious project set to see fructification by August 2024 (coinciding with the country’s National Day celebrations) have uncertainties looming large as per surveys. With the above underlying
change forming the backdrop of the second edition, Busworld International deserves credit for pulling off yet another successful edition. Positioning the myriad challenges as mega opportunities, the leading B2B bus and coach exhibition company with a
partner, GEM Indonesia, came back to JIEXPO for a three-day fair, held from October 05-07, 2022. It found support from key stakeholders and exhibitors like the four biggest bodybuilders in Indonesia known to account for 90 per cent of the Indonesian
market. In addition, to two imported Chinese brands. The exhibition didn’t disappoint with a mix of electric buses and luxury coaches that had conferences running in parallel to deliberate on key industry-relevant topics.
Busworld, no wonder was able to pique the interest of over 4,000 visitors from over 42 countries. It proved a testimony to the Indonesian Government’s plans to encourage an electric bus fleet. Averred Vincent Dewaele, General Manager of Busworld International, speaking on the potential of the Indonesia edition of Busworld, “After a second successful edition, we believe that Busworld Southeast Asia has a significant potential to grow. We will use all of our channels to inform the international Busworld network of the qualitative Indonesian products and we will bring more international exhibitors and visitors in 2024.”
From the buses on show, an estimated six of eight buses were Battery Electric Vehicles (BEVs). The coaches impressed yet again with a high degree of customisation that is inherent to the bodybuilding market known to rely on Original Equipment Manufacturers (OEMs) for their supplied chassis to build upon. Contrary to Asian markets like India rolling out light-weighted BEVs with thinner seats, in Indonesia, passenger comfort was a clear priority. The confirmation of coaches across booths being sold is testimony to the display matching commercialised, products, fit to ply on-road as standard offerings to the market.
This year, New Armada launched the 12m Skylander R22 coach built on a Hino RM 280 chassis. Launched earlier in 2022, the chassis is known to use the J08E-WD equipped with Exhaust Gas Recirculation (EGR), Diesel Oxidation Catalyst (DOC), and an ECU control system in a Euro 4 guise. The injector is claimed to offer high resistance owing to a Diamond Like Coating
(DLC) coat material. The coach is claimed to develop 276 hp (280 PS) and 823 Nm of torque from the engine and stands out with its wide model pneumatic suspension compared to narrow models used in other models.
The coach offers standard reclining seating in a 2x1 layout to accommodate nine passengers followed by a three-seater cushion
and two single-seaters that could accommodate another five passengers. The generous use of floor space has the company offering custom layouts and seats with leg rest as optional. The coach reinstates New Armada as a go-to company for contemporary bus and coach designs and bodies fitted, confirming Original Equipment Manufacturer (OEM)
standards. It used the novelty factor of its rear glass-turned display coming to the aid of oncoming traffic such that the driver can look beyond the coach to gauge the traffic ahead to win operators. This removes guesswork and blind spots from the picture. With Indonesia known to be a predominantly two-wheeler market like India, the optional Mirrorcam and Videotron could lead other OEs and bodybuilders to follow suit in a bid to enhance active safety measures as the benchmark.
Besides the Skylander R22, the company also showcased the 7.8m Citouro medium city tour bus built on a Mitsubishi Fuso chassis. According to Gov. Ministry of transportation data, the company is looking to tap into the projected demand of 40,000 e-buses by 2030 for Indonesian cities to meet the clean energy target. Of these, an estimated 10,000 buses would be needed by Jakarta alone in an ideal scenario with a minimal requirement of 1,000 buses at the least, shared Sommy Lumadjeng, Sales and Marketing Director, New Armada in a presentation on South East Asia and Indonesia bus market.
On the non-city bus, he said, an estimated 5.349 companies
were adopting the segment that is further bifurcated into the intercity bus and the coach segment.
Bodybuilder Laksana, coming on the back of its export quality, SR2 XHD Prime coach showcased last year on a Scania chassis, winning the company orders from Bangladesh, premiered the 13m SR3 XHD Prime Ultimate this year. The
new coach is built on the Hino chassis and made available in a 2x2 seating layout. The extra high deck meant inherited from the predecessor is aimed at customer comfort and to heighten the sightseeing experience further. The generous luggage ferrying capability of the coach is also hailed as its USP. Laksana complemented it by showcasing the electric City line 3 built on a BYD chassis and capable of holding up to 80 passengers. Like the case with most models, the bus exterior is made of aluminium and galvanised steel. The front doors are of pneumatic assist type with inward gliding with two middle, plug sliding doors.
Laksana also showcased a medium coach Tourista Ultimate Edition with a single glass body type. Capable of seating up to 32 passengers, the bus features
a completely new front and rear design that makes it look attractive at first glance. The bodybuilder also gave a sneak peek into its first electric bus in Jakarta built with exceptional lightweight. Claimed to be 300 kg lighter than aluminium, the bus is claimed to be a 1.5-tonne lighter with the use of composite materials and an optimised structure. Apart from design innovation, the company drew attention to innovation on fronts like safety covering rollover test, seat and anchorage strength test, stability test and Front Underrun Protection (FUP).
Tentrem wooed the visitors with its 12m electric bus Velocity W5, which claimed to have been indigenously manufactured with 100 per cent localisation of parts including the chassis. Defying the odds of bus bodybuilders limiting business to bus bodies built on foreign chassis in Indonesia, it has the bodybuilder turning OEM. The bus, built on a stainless steel frame uses an aluminium body panel. The company also drove in a 12.8m sleeper coach Avante H9 Priority on a Mercedes Benz 0500RS 1836 chassis. Built using galvanised steel it is offered with
an aluminium panel as an option. Flooring on the bus is supplied by Tarabus Toilet. Seats on the bus are supplied by Rimba Kencana. The HVAC system on offer is supplied by Denso LD9.
Debutant Adi Putro presented their nine-metre Jetbus Transit as the first monocoque lowfloor, medium bus concept in Indonesia. Built using galvanised steel, the bus can ferry 22 passengers. Capable of producing
150 buses and 80 minibuses every month, the company is banking on the opportunities as a result of the USD 224 mn fund approved by the World Bank’s Board of Executive Directors for the Indonesia Mass Transit Project (MASTRAN) aimed at increasing urban mobility and mass transit accessibility in main cities. It is also aimed at increasing institutional capacity. The Jetbus Transit is being pitched as a viable option for BRT systems across metropolitan areas like Medan, North Sumatra, and Bandung, West Java. Adi Putro is also working on the electric variant of the Jetbus Transit expected to be showcased in the 2024 edition. The company also showcased the 13.5m coach Jetbus SDD, built on the Volvo B11R chassis. The bus boasts four sleeper seats and 28 regular seats and can be had with a kitchen set and smoking area. Golden Dragon presented
the SAG 12m city bus and the six-metre All Star bus. The SAG 12m city bus version is an electric low-entrance A/T classification. It can accommodate 59 passengers. Drawing power from the Prestolite DANA TM4 motor charged using a 326 kWh CATL, Lithium Ferro Phosphate battery pack, the bus is claimed to offer 250 km mileage on a single charge. It can be charged from 20 per cent to 100 per cent in one hour using a 200 kWh charger as per company claims. In comparison, the All Star is a compact, six-metre electric bus. Of the XML6606JEV Bus CBU A/T type, the bus can ferry 24 passengers. It draws its power from a permanent magnet synchronous motor like the SAG, charged by a 90.24 kWh CATL, Lithium Ferro Phosphate battery pack. It can be charged from 20 per cent to 100 per cent in 30 minutes using a 150 kWh charger. The use of leaf springs (5/5) to make up the suspension was a surprise.
Zhongtong Buses, known to be distributed in Indonesia by PT Mobilindo, showcased the sixmetre and 12m electric buses. The six-metre LCK6606EVGA36 model can seat up to 25 passengers. The V60, the e-coated body type of
Design Award: Category Electric Bus: Zhongtong, LCK6606EV
Design Award: Category Coach: Laksana, Tourista
Design Award: Category Last Mile Vehicle: Golden Dragon, All Star innovation Award: Category Bus: Adi Putro, Jetbus Transit innovation Award: Category Electric Bus: Tentrem, Velocity W5 innovation Award: Category Coach: New Armada, Skylander R22
the bus and the use of high-grade paint make it stand out. The bus is powered by a lithium-ironphosphate battery pack coupled to a direct drive. In comparison, the 12m LCK6126EVGRA1, can seat 33+1. It makes use of the New N series, low-entrance, e-coated body type. It draws power from a Lithium Iron Phosphate battery pack. Notably, the suspension of the bus is made of two air bags at the front, and four in the middle in combination with a pneumatic setup used to lift a sagging vehicle, especially when carrying uneven loads.
In all six seminars spanning market analysis, post-covid health protocols and zero-emission buses and their operations had visitors keenly participating. Attention was brought to several models of Public-Private Partnerships (PPP) seen as the foundation of such an energy transition. A highlight was the Indian delegation from the Association of State Road Transport Undertakings (ASRTU) visiting Jakarta’s multi- modal transport. The visit also covered a look at the EV ecosystem where the delegation made a pit stop at the electric charging station Mayasari.
Jan Deman, Managing Director of Busworld Foundation expressed satisfaction at the outcome of the conference and thanked partners ITDP, Frost and Sullivan, and the Indonesian Ministries of Transport and Finance, MTI, Instran, Askarindo and Ipomi. In 2024, Busworld aims to further the balanced dialogue between policy makers and the industry in an even more holistic approach. Like it lived up to the promise of bringing the focus on BEVs in the inaugural edition, one can be certain of the next edition of Busworld SouthEast Asia 2024 living up to its expectations and going beyond!
WiNNer Of The iNNOvATiON & DesiGN AWArDs The international press jury with representation of CV Magazine awarded seven winners in total.
Jammu Udhampur Highway, Jammu, India
Jammu Udhampur Highway, Jammu, India
Jammu Udhampur Highway, Jammu, India
