Motoring Trends January_February 2023

www.beckhoff.com/c6025

As a powerful member of the ultra-compact Industrial PC family from Beckhoff, the C6025 allows flexible installation and is designed as a fanless device which, despite its compact dimensions of 82 x 127 x 40 mm, offers exceptionally high computing power. This performance is delivered based on the Intel® Core™ i U processors with up to four processor cores and significantly reduced energy requirement. Even in the basic version, the C6025 offers 4 GB DDR4 RAM and 40 GB M.2 SSD as 3D flash memory (both expandable), a DisplayPort and four USB 3.0 ports, as well as an on-board Ethernet adapter. This feature set enables the cost-effective implementation of demanding control applications as well as advanced gateway or communication tasks.

K S Johar Appointed Manufacturing Director At Dandera Ventures

Dandera Ventures has announced the appointment of K S Johar as its Director – Manufacturing. He will lead his company into setting up world-class mass production practices by leveraging his experience and knowledge gained over the last 40 years in automotive manufacturing. To dial up the manufacturing capabilities and operating infrastructure of Dandera Ventures, Johar was previously associated as senior operations and production leader at Maruti Suzuki India. There he played a pivotal role in building modern greenfield facilities that would help it to produce 300,000 vehicles per year. Dandera Ventures is into manufacturing of electric vehicles with sound R&D capabilities. The company is keen to grab a large share of the burgeoning EV market with an efficient and modern manufacturing infrastructure. MT

Sanjay V Jorapur Is President HR At Ashok Leyland

Ashok Leyland has appointed Sanjay V Jorapur as the President and Head of Human Resources (HR). He succeeds Amanpreet Singh, who is currently the President and Head of HR and will move on to a senior role at Hinduja Group in Mumbai. Jorapur adds to the strong management team at the Chennai-based commercial vehicle major of the Hinduja Group at a time when a big shift is taking place in the auto industry in terms of technology, market requirements, costs and human skill development. To contribute to the company’s efforts to be among the top 10 commercial vehicle manufacturers in the world, Jorapur will leverage his experience of close to three decades in the auto industry. Jorapur’s previous stints include manufacturing industry majors like HFCL Group, Hero MotoCorp, Honeywell, Wipro and Crompton Greaves. MT

Shenu Agarwal Appointed Ashok Leyland MD & CEO

Shenu Agarwal has taken over as the Managing Director and CEO of Ashok Leyland. He will drive the technology development, growth and future strategy for the company so that it achieves its vision of being one among the top 10 commercial vehicle players globally. Agarwal’s previous assignment was at Escorts Kubota as the President. He was Chief Executive for the Agribusiness for more than seven years and was associated closely with the transformation of Escorts into a leadership position by ushering in contemporary global standards of design, quality and manufacturing. Expected to help the leading commercial vehicle major to focus on reliability, ambition to achieve global scale and the pursuit to enhance stakeholder value, Agarwal will aid in carving out new niches in mobility. MT

Stefano Sanchini To Take Over As Bridgestone India Managing Director

Bridgestone India has announced that Stefano Sanchini will succeed Parag Satpute as the Managing Director of Bridgestone India, effective January 2023. Satpute will assume a new global role in Bridgestone’s Solutions Business at Amsterdam, Netherlands. Sanchini moves to India from his role as the Vice President of MEA Region for the global tyre major. Based at the Bridgestone India headquarters in Pune, Sanchini will drive the Indian subsidiary of Bridgestone to new heights in a highly competitive and challenging environment. Sanchini has been with Bridgestone since 2017 as Sales Director – MEA. He was appointed Vice President of the MEA region in 2019. Satpute was appointed the Managing Director, Bridgestone India in 2017. MT

K S Johar

Stefano Sanchini

Shenu Agarwal

Lance Bennett Appointed Mercedes-Benz India Vice President, Sales & Marketing

Mercedes-Benz India has announced the appointment of Lance Bennett as its Vice President, Sales and Marketing, effective February 2023.

Currently the General Manager and Company Director of Mercedes New Zealand with responsibility for sales, marketing and after-sales of passenger cars, he succeeds Santosh Iyer, who has been elevated as the Managing Director and CEO of MercedesBenz India. Successful in growing the Mercedes-AMG business in New Zealand, Bennett will leverage his rich experience across finance, sales, operations and product management functions to contribute to the growth of Mercedes0Benz India. Overseeing the implementation of ‘Retail of the Future’ in New Zealand, he will use his international market experience and proven record of driving customer excellence in India to further the growth momentum of Mercedes-Benz in India. MT

Anjali Pandey Appointed COO Of Cummins India

Cummins has announced the appointment of Anjali Pandey as Chief Operating Officer of its group in India. Her work will include partnering with Cummins customers in their energy transition journey toward decarbonisation and positioning Cummins India as the global manufacturing hub. Carrying the responsibility of strengthening the group’s reputation as a leading technology solutions provider, Pandey will commit herself to building diverse and inclusive teams that will make an impact on prosperity for all our stakeholders. Associated with Cummins since 2001, Pandey has successfully led and navigated business and functional leadership roles. Her most recent role prior to being appointed the COO was as a business leader for the engine and components business. MT

Lakshminarayanan B Is CEAT Chief Marketing Officer

CEAT Ltd has appointed Lakshminarayanan B as its Chief Marketing Officer. In his new role, he will spearhead the marketing initiatives of the company across all passenger vehicle segments and commercial vehicle segments in all markets. With his strong experience in sales and marketing spanning 18 years, Lakshminarayanan will augment CEAT’s position as an organisation that is ‘making mobility safer and smarter every day’. A Mechanical Engineer, Lakshminarayanan, in his previous stint, played the role of Head – Marketing, Asian Paints. At Asian Paints, he led a diverse team and played a defining role in consistently building multi-category portfolio and making inroads into new market segments fuelling growth. His accomplishments include growing the business operations in the premium segment, launching and spearheading forays in retailing and services that create new and powerful consumer experiences, driving the turnaround of the tools business and building several successes in product leadership. He has also worked with Samsung India Electronics Ltd in the early years of his career. MT

Vidhya Srinivasan Appointed Eicher CFO

Eicher Motors Ltd has announced the appointment of Vidhya Srinivasan as its Chief Financial Officer. She comes to the new role from Bata India Ltd, where she was Director-Finance and Chief Financial Officer. At Bata India, she focused on financial planning, overall governance and compliance and on profitable business expansion. In her new role, Srinivasan is expected to focus on financial planning and profitable business growth as the company continues to seek growth at Royal Enfield and the Volvo Eicher JV. She is a qualified Chartered Accountant and holds a Post Graduate Diploma in Business Administration from Indian Institute of Management (IIM) Ahmedabad. Srinivasan completed her Bachelor of Commerce from the University of Madras and has close to 25 years of experience in finance, strategy, business planning etc. MT

Anjali Pandey

Lance Bennett

Lakshminarayanan B

Trending TVS Ronin

TVS’ new Ronin motorcycle is a 250 cc machine with interesting styling and other attributes.

Bhushan Mhapralkar

The name of the new TVS bike, Ronin, reminds of an interesting Hollywood movie with the same name and a strong cast. It also reminds of the Samurai without a master. Ironically, the name Ronin also rekindles old memories of TVS’ successful offerings like the Samurai and Shogun. Both these bikes were exciting two-stroke machines. They set the roads on fire at a time when TVS’ relationship with Suzuki was strong and fruitful. Coming at a time when the TVS Motor Company is no longer collaborating with Suzuki and has instead carved out a strong R&D for itself, the Ronin is an interesting motorcycle due to its styling cues and other attributes. Coming from a company that has recently acquired a 75 percent stake in the largest Swiss e-bike

player, SEMG, for USD 100 million and is associated with prestigious as well as iconic two-wheeler brands like Norton and BMW, the machine draws its soul from the Zeppelin cruiser concept that was displayed at the Auto Expo a few years ago.

Reminding of an exciting motorcycle that TVS put out called the Shaolin, the Ronin does not seem to align with any existing motorcycle category per se. From the looks of it, it could well be defined as a rebel. But then, that is not what it is! Instead, the design is somewhat retro, resembling a café racer, a scrambler and possibly other motorcycle types. Look closely and the styling seems to draw a lot from the cruiser motorcycle design theme. The

front fork with an amount of rake is a visible indicator. The other is the chain cover, which gives the impression that this bike has got a belt drive instead of the rather conventional chain drive. Another indicator is the handlebar. It has quite an amount of rise.

Looking substantial and strong in visual terms when viewed from the front, the Ronin, with its chunky upside-down front forks and a 14-litre fuel tank, makes an interesting motorcycle to look at without a doubt. It seeks attention when parked or being ridden. The sides may paint a slightly different picture – that of a bike whose design language gets a bit distracted and is more or less utilitarian in its approach – but the fact is, the Ronin is still

an interesting bike in terms of its design. Look at the rear, for example. The respective design area contains an attractive LED lamp that has been nicely integrated into the metal rail. The metal rail is part of the rear subframe. The arrow-shaped LED indicators at the front and rear add a touch of premium feel to the machine. They also contribute to the good fit and finish standards of the Ronin.

The all-new 20.1 bhp 225 cc single-cylinder oil-cooled and fuel-injected engine breathes through two inlet valves and two exhaust valves. A square design with bore and stroke dimensions of 66 mm, the engine is mated to a 5-speed gearbox (with a slip and assist clutch) that is also found on the Apache 200. With the peak torque of 20 Nm arriving at 3,750 rpm, the engine is refined and tractable. Displaying a strong low-end pull, it produces a good exhaust note. Equipped with a silent start mechanism, the strong low-end pull of the motor makes the Ronin easy to ride in town. It is possible to ride at low speed in higher gears. The need to shift gears is thus decreased.

Out on an open road or a highway, the Ronin does speeds in the region of 100 kmph with ease. It is felt the most refined in the region of 70 to 80 kmph. If the ratios feel shorter than expected, it is at speeds above 100 kmph that the Ronin tends to slow down in its quest for speed increments. The top speed of the motorcycle is said to be 120 kmph. At revs above 7,500 rpm, the responsiveness of the engine isn’t as exciting as it is in the low range and mid range. Ride the Ronin for a while and it is evident at once that it is engineered to be a city animal rather than a highway cruiser. So, the Ronin is not just an interesting motorcycle as far as its styling is concerned, it is quite useful too.

The usefulness of the machine is further accentuated by its chassis. It is brand new and provides a planted feel over a variety of surfaces and terrains. It also contributes to the bike’s

light and easy riding mannerism. If the larger steering rake angle plays a key role in the planted feel the bike displays by enhancing stability, it is designed such that it does not sacrifice agility in the process. The front forks – Showa units – are quite

brilliant in that regard. The rear is a monoshock setup. The combination of the two works such that the overall handling characteristic of the Ronin is assuring and positive. The machine weighs 160 kg.

Tackling sweeping corners on hilly roads with ease, the new TVS motorcycle is dynamically quite interesting. The front follows the direction it is told to and, in the process, contributes to sharp handling. The tyres exhibit good grip even in wet conditions. The 118 mm ground clearance ensures effective tackling of those nasty speed humps and also of some off-road trails. Any effort to ride aggressively on a rough patch, however, is met with the suspension’s tendency to bottom out. It is set soft. The Ronin, it is evident, is a motorcycle that is meant to be ridden on the road most of the time rather than off it.

With the upright riding position providing good comfort, the machine has been equipped with an ABS system and two riding modes. The lower and middle trim variants get single channel ABS, whereas the top trim variants get dual channel ABS. The top trim variants also get adjustable levers and connected features via the TVS app.

Instrumentation is a single-pod digital unit that provides quite an amount of information. It is off-set and reminds of the singlepod instrument units found on Harleys. Featuring hazard-lights function and a side stand down engine kill feature, the Ronin costs (this is the starting price) INR 149,000 approximately. It is positioned close to many other 250 cc offerings and feels a bit like the Honda Highness 350 to ride. It also feels a bit like the tried and trusted Royal Enfield Bullet to ride. Feeling a bit like the Bajaj Avenger to ride as well, the Ronin is a trendsetter. It is a trendsetter because of its design language. It is a trendsetter because of its ability to be a bit of a cruiser and a bit of a scrambler. The two have been put together nicely to ensure a package that is comfortable and easy to ride. A package that is useful in the city with its easy and confidenceinspiring riding characteristics. MT

Simple Energy One: The Smart E-Scooter

The Simple Energy One e-scooter promises to be India’s first premium affordable machine.

Bhushan Mhapralkar

After accidently stumbling on the Simple Energy website, it was the words ‘India’s first premium affordable EV’ that drew attention. The next were the words, ‘Proudly made in India, by Indians, for the world’. A search on the internet revealed that this one’s a Bengalurubased start-up that began its journey in a small 150-square-foot space in 2019. By early 2022, it grew up to secure a space of 100,000 square feet as its headquarters. Announcing that it has designed and developed an electric scooter roughly a year ago, the company made public its ambition to be a leading EV player. Claimed to have grown because of the constant urge to innovate, inspire and build the future of clean energy, the company is known to have gained a good deal in its form and function in the period between the unveiling of its first e-scooter – the Simple Energy One – and now. When the e-scooter was unveiled last year in August 2021, it looked a lot like a prototype. Since then, the vehicle too is said to have gained in its ability to woo buyers looking for an affordable premium category electric scooter.

With key aggregates like motor, battery pack and chassis contributing to a strong specifications list, the Simple Energy One will be the fastest electric scooter when it rolls out next year, according to its manufacturer. The motor has a peak power output of 8.5 kW and a peak torque output of 72 Nm. Capable of accelerating from 0 to 40 kmph in a competitive 2.77 seconds, the machine is claimed to have a top speed of 105 kmph. The Simple Energy One appears to be quite modern, even funky, and the list of specifications indicates that it is firmly positioned in the premium electric scooter space. The way the styling of the vehicle reminds of the

Ather Energy 450x is quite interesting. The styling resemblance is uncanny, to say the least, although the Simple Energy One carved out a look of its own at the end of it all.

Fold the stylish side-stand and mount the e-scooter. The seating position is upright and comfortable. In the line of vision of the rider is the 7-inch digital instrument console. It indicates if the

electric scooter category that are yet to get their ability to modulate the power supply to the level that this machine has. The throttle response of this electric scooter is quite smooth, or progressive, to say the least. Further work on this and other fronts is said to be on. So when the e-scooter rolls out to the buyers next year, it will be in a position to offer a noticeably superior experience to them. To be precise, the deliveries of the Simple Energy One have been pushed to the March quarter of 2023, according to a report by businesstoday.in dated 14 October 2022. The Simple Energy website states that ‘test ride registrations’ are now closed and ‘Thank you for all the love and support’.

vehicle is ready to move. Since it is an electric scooter, it does not make any noise like an IC engine scooter. That itself is the first step in a world of different experiences altogether. It goes without saying that electric scooters ride and provide a riding experience that is vastly different from those powered by internal combustion engines. The twisting of the throttle has the Simple Energy One responding well and quickly. A gain in momentum is followed by a feeling of the vehicle being smooth and crisp in its ability to respond to the rider’s inputs. There are four riding modes that provide a perceptible difference in the response level. With 4.5 kW of continuous power being supplied, the e-scooter is predictable to ride and impresses with the way it modulates the power supply.

Feeling fast and easy to ride, the smooth throttle moment of the Simple Energy One is worthy of appreciation. There are machines in the premium

Reaching up to the speeds of 80 kmph with consummate ease, the Simple Energy One feels agile in addition to being fast and smooth. The hyper mode is particularly responsible for making the e-scooter feel fast. A better observation will be possible once the commercial rollout of the machine begins. While the strong specifications list may put the electric scooter on par with the other premium offerings on the market, its calibre will be best judged by its early buyers. It is they who will use it day in and day out. It is they who will evaluate the machine for the 200 km range in Eco mode under real-time usage. It is they who will find out whether the e-scooter is able to address their range anxiety concerns

under real use conditions. Supporting the superior 200 km riding range on a single charge is a 4.8 kW battery pack. It is claimed to be a part of an arrangement where the battery is actually split into two units – one unit being of 3.3 kWh and situated inside the floorboard, whereas the other unit is of 1.5 kWh and located in the underseat storage area.

Of the two battery units, the 3.3 kWh battery unit is fixed, while the 1.5 kWh unit is removable and can be charged at home or in the office. The battery arrangement is clever enough to address the issue of range anxiety! It is also convenient in the way the 1.5 kWh battery unit can be removed

The removable battery unit is designed to ensure an extended riding range so that the rider gets to the nearest charging facility rather than being stranded. This unit weighs roughly 7 kg and accounts for roughly 30 percent of the total range. Its charge available only in the Eco mode means the rider has to contend with a top speed of 45 kmph, and if he is not sure of the nearest charging point, he better be easy on the throttle! To charge from 0 to 100 percent, the Simple Energy One takes about four and a half hours with a standard home charger. A fast charger is on the cards and will be offered as an accessory, according to the sources aware of the developments. The fast charger will charge the battery at double the speed of the home charger. With the superior riding range of 200 km being the key highlight of Simple Energy One, the performance of the e-scooter is on par with other premium electric machines on the market or in the same league.

is effective. Devoid of a cramped feel, the Simple Energy One weighs roughly 115 kg. The machine sports LED lamps at the front and rear. Featuring a belt drive rather than a chain drive, the e-scooter will also come with an energy regeneration system by the time it rolls out. Offering smartphone app support and connectivity features including Bluetooth, the Simple Energy One has its digital instrument console read out important information such as speed, range etc. while also doubling up as a communication interface for the app and various other convenience and utility facilities such as navigation and cruise control.

While it is claimed that the machine is being worked upon to eliminate any shortcomings there may be by

and taken away for charging. The caveat is, the 1.5 kWh battery pack starts charging after the one inside the floorboard has attained about 80 percent of its charge. Taking away some of the under-seat storage space (it measures 26 litres), the removable battery pack also opens up the option of offering a lower priced version without it for those who are not beset by a certain drop in the range below 200 km. The arrangement where the removable battery does not start charging until the fixed battery has charged up to 80 percent is said to be because the removable battery is not as proficient in its thermal management ability as the fixed unit is.

The Simple Energy One’s good ride and handling ability add to its positives. The frame is made of tubular steel. Expected to receive some more changes in terms of strengthening it by the time the e-scooter is ready to roll out, it is at the core of the good dynamic ability on display. Interestingly, the frame is claimed to have been designed in-house. It works well with the suspension components (the front is made up of telescopic forks) and wheels, tubeless tyres etc. to provide a certain dynamic prowess and effective use of power and torque. Equipped with disc brakes at the front and rear, the ‘combi’ brake system of the Simple Energy One

the time of the rollout, the Simple Energy One is promising in the way it addresses issues such as range anxiety, riding experience and reliability. Given the psyche of those who are looking to pick an electric vehicle in the interest of low running costs, it is absolutely necessary that a premium machine delivers on various fronts in real-time and realworld situations. It is both intriguing as well as challenging, especially when one considers that a premium e-scooter would cost more than INR 100,000 to purchase. The Simple Energy One is priced at roughly INR 110,000. Scheduled to roll out mid next year, the e-scooter should at least get the key safety and performance parameters like battery and thermal management right. Cosmetic bits like the high-level fit and finish can take some time to sort. MT

The Lexus NX Hybrid

Born in 1989 as a luxury brand of Toyota, Lexus has come a long way. Found in over 90 countries around the world, it has come a long way from being known as the prestigious automobile brand that the stock market broker Harshad Mehta (he bought the Lexus LS 400) fell for in 1991. The luxury brand has indeed come a long way when the styling, technology and comfort abilities of the NX Hybrid are considered. The head-turning look of the vehicle with that predator-like front grille and sharp origami lines running across the bodywork is highly distinctive, if not futuristic. A completely built unit that is imported (currently only the ES is assembled at the Bidadi plant), the SUV is based on an all-new platform (the TNGA-K) and has some interesting technological advancements to present. Positioned in the same segment as the Mercedes GLC, BMW X3, Audi Q5, Volvo XC60 and the Land Rover Discovery Sport (in terms of the price points as well), the Lexus NX Hybrid is definitely the more aggressive looking of them all.

It is, in fact, a reflection of the brand’s ambition to stand out. A ‘proper’ and ‘strong’ hybrid it is. While many would express that the new vehicle looks quite similar to the model it replaces, the fact is, the new platform on which it is built does not share any component with the old one. So, if the looks are not a convincing differentiator, the technology and hardware under the skin (the software too) aptly convey this. Everything under the skin is new. The narrow and angular headlamps are one (single) unit each. The DRLs are now embedded in them rather than being a separate part. The signature grille seems to project out a bit more than that of the earlier model, and so do the fog lamps. The fog lamp surrounds are now angular looking. The sides are marked by a coupe-like roofline. The smart looking 20-inch diameter alloy wheels add to the distinct design language. The conventional looking door handles are a work of technology. They are part of the ‘e-latch’ system, which works such that an embedded switch in the

handle is operated after pressing the door handle. There is no physical movement as such and the door opens smoothly and silently. In the event of an electrical issue, the entire ‘e-latch’ system can be overridden. A physical key will do the job on the outside, while a physical handle will do the job on the inside.

The rear – angular in design like the rest of the SUV – has tail lamp units that look smart and futuristic. Perhaps not as angular or aggressive, the interior of the NX is very modern too.

Instead of the touchpad-controlled screen found on the earlier model, this one gets a large touchscreen at 14 inches! It is huge and functions with the agility of a high-quality tablet. The connectivity features include Android Auto and Apple Car Play.

Interestingly, the audio and HVAC controls have been kept in the physical form. This has eliminated the need to either pull over to a stop or to possibly take the eyes off the road to navigate through the menu functions, as is the case with many autos. The 17-speaker Mark Levinson audio

Bhushan Mhapralkar

system is highly impressive. Also, the all-digital instrumentation panel and the driver’s seat with memory. The front passenger seat is powered and the air-conditioner offers dual zone control.

Featuring ambient lighting, a 3D surround camera and wireless charging (the tray moves to reveal a storage compartment under it), the NX Hybrid’s cabin presents some nice and practical storage spaces. The panoramic sunroof is nice, and so are the touch-sensitive buttons on the steering. Sans a temperature or fan speed control at the rear, the vehicle offers rear occupants with a fold-down armrest, twin Type-C USB ports and rear AC vents. Occupant space at the rear is adequate. The coupe-like roofline could mean that some tall people may find it a bit insufficient. The dark upholstery shade is not likely to meet the tastes of all, but its overall quality is of a high order. At 520 litres, the rear storage space is sufficient. There’s under-floor space too for some more storage.

Capable of being propelled entirely by the electric motor as a ‘proper’ hybrid, the Lexus NX does not have the facility to plug in for charging. The electric ‘running’ range is therefore limited to a mere five kilometres. However, that does not stop the technology from being interesting. Sensing the load and speed, the electric and petrol hybrid system engages pure electric power at many a times, turning the

SUV into a pure EV. Look beyond the fact that hybrids in India are taxed at a near prohibitive 43 percent and it makes for an interesting observation that the vehicle returns mileage of over 15 kmpl despite weighing a touch less than two tonnes. Doing energy recuperation through coasting and braking, the NX has its powertrain configured such that there is a battery, two motors on either axle and a 2.5-litre petrol engine that produces 190 bhp and powers the front axle.

As an all-wheel drive with the rear axle purely electric driven, the NX Hybrid puts out a total power of 243 bhp. Not stopping at that, it is the smoothness with which the system switches between electric and gas which is quite impressive. With an emphasis on smoothness, the power distribution across the two axles and four wheels is engineered to also ensure lower g-forces. With a claimed 0-100 kmph acceleration time of close to eight seconds, the Lexus NX Hybrid does not produce acceleration bursts and instead attains pace rather smoothly and linearly. The Sport mode does dial some excitement, but the stress, it is clear, is on comfort and smoothness over some raw thrill. The CVT does not feel the quickest in its segment either, despite a considerable fall in the rubber-band effect which was so prominent in the earlier model’s unit.

Refinement is of the highest order. It is only when driving with a heavy foot that some engine noise tends

to filter in. Take it to mountain roads and the dynamic abilities of the vehicle will impress. Handling is very good with little body roll. Negotiating sweeping corners with confidence, the NX offers a steering that weighs up well with speed. Choose the F-Sport variant and the variable dampers further enhance the dynamic properties. The ride of the vehicle is also quite good and is not sacrificed even when it is being pushed in the Sport mode. Road irregularities are tackled with confidence, aptly highlighting the superior ride and handling quality this automobile has been engineered to provide.

Equipped with a comprehensive ADAS suite that includes lanekeeping assist, lane-departure warning, rear cross traffic alert, an adaptive high beam and precollision warning, the NX Hybrid is priced from INR 6.49 million to INR 7.16 million ex-showrooms approximately. The closest thing that comes to it in terms of price and positioning is the Volvo XC60 mild hybrid SUV. It is a mild hybrid, whereas the Lexus NX Hybrid is of the stronger variety. So, a trending hybrid SUV in the premium luxury SUV segment it is. The Lexus NX Hybrid chooses comfort over sporty behaviour and performance for its users. It chooses style and quality. It chooses technology and reliability. MT

Ashok Leyland Clocks Healthy Growth, Bets On New Products

Looking at plugging the gaps in its market portfolio with new product introductions, Ashok Leyland has clocked healthy growth on a strong rebound in the Indian market.

Bhushan Mhapralkar

Commanding a 32 percent market share in domestic truck sales in the second quarter of FY2022-23, a 10 percent increase as compared to the market share during the same quarter last fiscal, Ashok Leyland is betting on new products that it plans to launch during the current and next financial year in India

and other export markets under its own and Switch EV brand. Enjoying a 30 percent plus market share for the third consecutive quarter and reporting a profit after tax (PAT) of INR 199 million in the second quarter of FY2022-23 (as against a loss of INR 830 million in the same period last fiscal), the Chennai-based CV maker is

looking at filling up the gaps in its market portfolio with smart and modern products propelled by IC engines and electric drivetrains. Introducing the Partner Super intermediate commercial vehicle (ICV) platform with modular trucks available in different variants (914, 1014 and 1114 with 9.15-tonne, 10.25-tonne and 11.28-tonne GVW, respectively), the Hinduja Group company is optimistic that the Indian CV market will continue to grow despite global recession trends.

Stating that he is confident and optimistic about the future, Dhiraj Hinduja, Executive Chairman, Ashok Leyland, expressed that demand is continuing in all segments of trucks and passenger vehicles and the Indian commercial vehicle market continues to grow well. Informing that the industry

Dheeraj Hinduja

COMMERCIAL VEHICLES

has seen strong volumes in Q2 FY2022-23 over the same period last year, he averred that Ashok Leyland’s robust market share growth exemplifies its technological leadership. “Ashok Leyland will continue to build competitive products and organisational capabilities for future products using alternative fuels,” he quipped. With the AVTR M&HCV truck range and the Dost LCV seeing healthy demand, Ashok Leyland – posting an EBITDA of INR 5.37 billion (up 6.5 percent) in Q2 FY2022-23 as compared to an EBITDA of INR 1.35 billion (up by 3 percent) in Q2 FY2021-22 – is eyeing the strong demand posed by the growing lastmile connectivity segment propelled largely by the strong e-commerce sector growth.

Despite semi-conductor shortage affecting LCV and ICV segment

performance, Ashok Leyland is seeing its Dost and Bada Dost gaining ground. The company is keen to see these two products cash on the export potential they possess. Revealing that the company clocked better numbers in the LCV space in the second quarter of FY2022-23 (LCV volumes for Q2 FY2022-23 were 17,040 units, up by 28 percent as compared to 13,328 units in Q2 FY2022-23), Hinduja informed that Ashok Leyland is working on electric versions of the Dost and Bada Dost with plans to introduce them in mid-2023. Drawing attention to improved freight availability and growth in end-user industries, he said, “Replacement demand was being fuelled by these currents and the good freight rates that were positively influencing operator viability.” Of

the opinion that M&HCVs, buses and LCVs are expected to grow at 23 percent, 105 percent and 20 percent, respectively, citing a Crisil report, Hinduja informed that Ashok Leyland had to increase the prices of its vehicles because of the rise in input costs. “Retention of such price increase is better,” he added.

Exporting 2,780 CVs during Q2 FY2022-23 (up by 25 percent) as compared to the export of 2,227 units during the same quarter last fiscal, Ashok Leyland is getting good support from the aftermarket and international businesses. With efforts being made to reduce production and overhead costs, the CV maker is pursuing growth profitably and sustainability, according to Gopal Mahadevan, Director and CFO, Ashok Leyland. “We are possibly the only large player who has gained market share in this (Q2 FY2022-23) quarter profitably,” he stressed. Claimed to be expanding the existing product range to fill up the gaps and also developing new products in the alternative fuel domain (CNG and electric), especially in close cooperation with Switch Mobility, the CV maker is looking at further expanding its network to new geographies.

Clocking a revenue increase of 85 percent in Q2 FY2022-23 at INR 82.66 billion as compared to revenue of INR 44.58 billion during the same quarter last fiscal, Ashok Leyland is keen to see the Switch Mobility arm turn out to be a leading global EV company. Providing an insight into how Switch Mobility is looking at gaining a strong foothold in the electric bus space in India with tenders being floated by STUs to put electric buses in cities, Hinduja averred, “We are committed to developing Switch Mobility as a global EV company. It has earned a name for itself as a credible EV manufacturer. We are in active discussion with investors, which is taking longer than expected, to choose the right partner.” He drew attention to the Switch electric double decker buses commencing operation in Mumbai starting December 2022. Revealing that Switch mobility will soon introduce a low-floor 9-metre bus, Hinduja mentioned, “In UK,

Ashok Leyland Partner Super

Available in three variants – 914, 1014 and 1114 with a GVW of 9.15-tonne, 10.25-tonne and 11.28-tonne, respectively, the new Ashok Leyland Partner Super marks an effort to plug the gap between the Bada Dost LCV and the Boss. The Partner is not an entirely new offering, but the Partner Super is. It is claimed to be an all-new platform, even though its cabin may look similar to that of the Partner models offered till date.

Designed with a contemporary tiltable day cabin with attention to driver comfort and best-in-class payload capacity, the Partner Super

the company has a good lineup in the form of double decker buses and metro city buses to create the interest for investors as well. We plan to conclude the deal shortly but wouldn’t want to put a timeframe on it.” “Our funding requirement is in the range of USD 200 million to USD 250 million,” he added.

In 2021, Dana Incorporated, a supplier of drivetrain and e-propulsion systems, picked up a one percent stake in Switch Mobility for USD 18 million. The partner funding that Switch Mobility is looking at will be used mainly to drive new product

is targeting rated load application areas such as e-commerce, beverage, FMCG, white goods, parcels, fruits etc. These application areas lay much emphasis on mileage, TCO, reliability and maximum uptime.

Stressing on TCO, Sanjeev Kumar, Head – MHCV, Ashok Leyland, said, “Ashok Leyland has a legacy of introducing best-inclass products that cater to the needs of customers and improves customers’ TCO. In an endeavour to expand our product offerings in the ICV segment to strengthen the

developments and introductions.

The company is also open to partnering in the areas of charging infrastructure, batteries etc. With many new products under development, Switch Mobility is looking at a dilution of 15 percent at best, according to Hinduja.

Constructing a greenfield facility in Spain and sharing some of the Ashok Leyland facilities in India, the EV company shares a prudent strategy for manufacture with Ashok Leyland as far as its Indian and UK operations are concerned.

“We are focused on India and the UK, and we displayed our new European bus, which we have

portfolio and meet the ever-growing demands of the customers, we have introduced Partner Super. We wish to keep this momentum on to realise our vision of being amongst the top 10 CV players globally by offering differentiated products.”

The key features of the Partner Super include tiltable day cabin, best-in-class payload, best-in-class mileage and power (the truck is powered by a 140 hp four-cylinder engine), four deck lengths (14 ft, 17 ft, 20 ft and 22 ft), 1-year free ‘i-alert’ telematics subscription and 4-year (and 400,000-km) driveline warranty. MT

named E1. Europe is a big market for us and we are seeing interest from certain Middle East markets as well,” Hinduja informed. “In due course, after Europe, we will be focusing our attention on the Middle East market,” he added.

Ashok Leyland already has a modern bus facility in Ras Al Khaimah, UAE. It is claimed to be the only certified local bus manufacturing facility in the entire Gulf Cooperation Council (GCC) region. In August 2022, the CV maker announced that it has bagged a mega order to supply 1,400 school buses to the UAE market. MT

Force Motors’ Next-Gen Van Platform Named The Urbania

Initially

Bhushan Mhapralkar

After unveiling the nextgeneration platform of its popular people and cargo carrier, the Traveller (based on the Mercedes-Benz T1 and T2 platform), roughly two years ago, Force Motors has announced that it has named it the Urbania. The vehicle – a modular monocoque panel van with 2-box construction, to be precise – is modern in its appearance and has begun serial production at the company’s plant in Pithampur near Indore. The Phase 1 installed capacity is 1,000 vehicles per month, which can be increased to 2,000 vehicles per month. Being produced on a modern line dedicated to it within the plant that also produces the Traveller and Trax range of vehicles, the Urbania sports styling cues that bring it closer to European vans (as well as Russian ones offered by manufacturers such as GAZ) on offer. Claimed to be the first vehicle in its segment to feature signature daytime running LEDs, projector lamps and tail lamps with light guide technology, the Urbania is designed to be a passenger

van as well as a cargo van, claim sources aware of the development.

Priced at INR 2.89 million for the medium wheelbase (3,615 mm) variant that can seat 13 people excluding the driver and INR 3.12 million for the longer wheelbase (4,400 mm) variant that can seat 17 people excluding the driver, the Urbania is ready to be sold across select Force Commercial Vehicle dealerships in metro and mini-metro cities in India. The first lot of the Urbania van will be shipped from the factory by the beginning of December 2022. To this effect, the company held a dealer meet for the respective vehicle recently. With the

short wheelbase (3,350 mm) variant that can seat 10 excluding the driver priced at INR 2.95 million, the Urbania is claimed to be the first vehicle in its category in India to offer crash and rollover compliance with airbags for the driver and co-driver. It is designed for plying in select markets of Middle East, Africa, ASEAN and South America with a solid value proposition to back.

The vehicle comes with features such as ESP, ABS, EBD, ETDC and large ventilated disc brakes on all four wheels. Designed and developed with extensive consultation with leading technology specialists and domain experts across the globe, the van has been subjected to high validation standards to incorporate ‘global van properties’ that ensure refinement. Engineered to offer high levels of refinement and fitted with an independent front suspension (there is a transverse spring setup), the Urbania van is powered by a 115 hp turbo-diesel engine that does a peak torque of 350 Nm at 1,400-2,200 rpm. MT

Indian Bus Sector Witnesses Growth

MT Bureau

After being the worst hit of all the automotive vehicle sectors during the Covid pandemic, the bus sector is experiencing growth on the back of replacement demand. The resumption of schools, offices, intercity bus transport and tourism is claimed to be the key driver for the same. It is after a gap of about two years or more that bus operators have begun replacing their ageing buses with new ones. Vinod Aggarwal, MD and CEO, VE Commercial Vehicles Ltd (VECV), recently mentioned that the bus segment is seeing a strong comeback on the back of replacement demand after a lull of 18 months. The lack of seasonal momentum from schools and the

corporate sector, especially over the last two years, have meant that the replacement demand isn’t very powerful. The replacement sales have been very low for the last two years, with the silver lining being the fact that the bus sector has surpassed the overall sales of buses sold in the financial year FY2021-22 in the period between April and July of FY2022-23.

Selling some 19,000 units in the first four months of the current fiscal in the 5-tonne and above category, the Indian bus sector is also witnessing new launches that were postponed because of the fall in demand during the pandemic. Volvo Buses, which merged with VECV in 2020 to form a

joint venture that also has the VECV bus business as its part, launched the 9600 rear-engine multi-axle luxury coaches in August 2022. Not much later, the company also unveiled an electric bus under the Eicher brand at the Prawaas exhibition in Hyderabad. Tata Motors too showcased the updated Starbus electric bus at the same event. The most high-profile launch in the bus sector in August 2022 was that of the Switch electric double decker bus (based on the same platform as the Switch double decker e-bus in the UK) in Mumbai. Switch Mobility is the global electric commercial vehicle arm of Ashok Leyland. Although in the van segment, Force Motors has begun selling its next-generation passenger carrier named Urbania. The vehicle is made on a dedicated assembly line at the company’s facility in Pithampur near Indore.

On the exports front, the Indian bus sector has been slowly and surely catching up. Daimler India Commercial Vehicles rolled out the 100th Fuso bus in September 2022 for exports in Chennai. In the same month, Ashok Leyland announced that it had bagged an order for 1,400 school buses in the UAE. These buses will be supplied out of its Ras Al Khaimah plant in the Middle East. MT

The Indian bus sector has witnessed growth because of replacement demand and the push for EVs in the public transport domain.

India To Drive Grupo Antolin’s Global Business

Grupo Antolin opened its new Global Design and Business Services centre in Pune, which will assist the company’s global operations, from product design to environmental compliance. This includes product simulations, product lifecycle, product management, IT and logistical support.

Sharad Matade

India will be pivotal in supporting Grupo Antolin’s global car interior business. The company recently opened its new state-ofthe-art Global Design and Business Services office in Pune, India.

The centre will support the Spanish automotive interior specialist in the automotive interior, including product design, product simulations, product lifecycle, product management, IT and logistic support, and environmental compliance. Currently, the Pune centre employs 250 people and will add another 150 to 200 people in the coming years.

For the company, India is today a key focus market for its global strategy to consolidate its position as a leading provider of automotive interior technology solutions. The company’s sales in India have grown by 47 percent in the first six months of this year, up to EUR 42 million.

“We have been in India for more than 20 years. Initially, our business in India was driven by our European OEM customers based in India. Today, we are a very established company and see the growth happening in India. Our growth will depend on the growth of our customers, and we are here to

support them all the time. Due to the current situation in China, you cannot put all the eggs in the same basket, so our diversification strategy is to strengthen the India business,” said Alfonso Martinez Matosas Ruiz de Alda.

Adding to Ruiz de Alda, Jesus Maria Ortega Gomez, Director of Grupo Antolin India Private Limited, said, “We expect a recovery to

our pre-pandemic in sales in 2024 on a global level, but depending on region to region. Our Asian business is likely to recover in 2023; however, in Europe, we don’t see it till 2025. In India, we are seeing tremendous growth this year, more than expected. The economic situation of India is better than other regions, and economic conditions are linked to automotive growth.”

Currently, the company has five manufacturing plants in Maharashtra, Tamil Nadu, Karnataka, Haryana and Gujarat. The company claims that today it equips more than 80 percent of vehicles produced in India, supplying interior car components to all major OEMs such as Tata Motors, Mahindra, Volkswagen, Hyundai, Toyota and Maruti Suzuki.

Suzuki is the largest customer for the company in India, owning 21 percent of the interior maker’s India business, followed by Hyundai and TML (15 percent) and Mahindra (13 percent). Currently, it has a workforce of 1,500 people in India.

Globally, Grupo Antolin has a presence in 26 countries, with 145 plants employing 25,000 professionals. It has 26 technical and sales offices.

Grupo Antolin also supports door panels, ambient lighting, hard and soft trims and other interior components needed for cars. The

Tata motors for the areas of door panels, ambient lights and overhead systems.

Ortega Gomez explained the plans further, saying, “We are focused on integrating the electronics in our lighting, HMI and other traditional products. This is the objective of the company. We plan to continue growing strongly in the high-tech products such as HMI, ambient lighting and electronic parts segments. We have already got relevant projects, especially for Tata and Mahindra, and our idea is to expand them to other customers as well. We expect that we will supply high-tech products by 2025 to many customers in India.”

According to Research and Markets, the global interior market is expected to grow from USD 122.56 billion in 2021 to USD 133.78 billion in 2022 at a compound annual growth rate (CAGR) of 9.2 percent. The automotive interior market is expected to reach USD 167.90

the regulations and overall trends, the interior solution supplier is working on reducing the weight of the components, which is one of the prime demands for electric vehicles, and using natural and recycled materials. For instance, the company has developed overhead systems with sustainable solutions using materials from urban waste and used tyres. “We have developed a technology that reduces the weight of our cockpit solutions by 50 percent. We are also working on solutions that will reduce the sunroof’s weight by 60 percent. We use a lot of material of plastic origin, and there is a lot of work to be done on recycled materials. We are already doing it, and it is being accepted. For example, a roof system that is using almost 50 percent of recycled material content, and already some OEMs are showing a lot of interest in this trend,” said Ortega Gomez.

The Covid pandemic turned the supply chain upside down. Uncertainties due to Covid and economic situations are still looming over China, forcing companies to relook into their business strategies, especially on the supply chain. Companies now seek multiple domestic suppliers to avoid any supply glitches. “We are exploring more domestic suppliers for our products as our major customers like pushing for the same. Companies are looking for more than one supplier to not depend so much on one company. We need to make sure all our operations have domestic supply and consumption. Pandemic restrictions and the current situation in China have disturbed the supply chain. So everybody wants to have more alternatives, not only one from China, for sure,” said Ruiz de Alda.

company already has a dominant position in the roof system with 75 percent market share in India. Now it intends to expand its presence in more complex products such as complete door systems, lighting and electronic parts. Grupo Antolin expects solid growth in the coming years in India thanks to new projects with vehicle manufacturers such as Skoda Volkswagen, Mahindra and

billion in 2026 at a CAGR of 5.8 percent. Asia Pacific was the largest region in the automotive interior market in 2021 and is expected to be the fastest growing region in the forecast period.

The company aims to supply interior solutions to cars, providing safety, comfort and entertainment in a sustainable way. In line with

However, the company’s local production strategy for local demand has mitigated the heat of the pandemic impact. “China is a significant market for us, and we don’t have much export from the country. We expect growth from both China and India in the next five years. This year too, our business from China will be bigger than the India business owing to the size of the Chinese automotive market,” said Ortega Gomez. MT

Continental Commissions Its Tech Centre At Bengaluru

Continental has inaugurated its Technical Center India (TCI) in Bengaluru to cater to automotive R&D requirements.

Juili Eklahare

Continental has inaugurated its Technical Center India (TCI) in Bengaluru as part of its Software and Central Technologies (SCT) organisation. With an engineering workforce that will focus on multiple domains like advanced safety technologies, autonomous driving and connected mobility technologies, the centre will actively engage with top engineering institutions in India for cutting-edge research and to

build competencies in niche areas to fuel innovation. Spread over an area of one million square feet and situated in Electronic City Phase II, the centre was built with an overall investment of around INR 10 billion. To accommodate over 6,500 employees across its 14 floors, the centre will help the automotive supplier to consolidate its rapidly growing engineering competencies and teams in India that cater to automotive R&D in connection

with the local and global market needs. Headquartered at Hanover, Germany, Continental is a 151-year old company with diverse product lines including tyres, autonomous mobility systems and softwaredefined vehicle architectures with 527 sites across the globe.

Why Bengaluru?

Of the opinion that Bengaluru presents a lot of talent opportunities from a demographic perspective and

from the number of engineering colleges in the region, Prashanth Doreswamy, President and CEO, Continental India, mentioned, “That’s the biggest input we need to have for the R&D, apart from the government support. Another factor is that we need to partner with a lot many people, be it the universities, the customers or the ecosystem. We are structured in such a way that we are close to all of our customers. We have about 5,000 engineers in this tech centre.” Informing that they started in 2009 and took time to grow, Doreswamy averred, “We also needed to convince our colleagues in Germany. We have acquired a lot of intellectual aspects over a period of time that has helped us to convince them. This has further helped us grow multi-fold over

software and systems excellence, and architecture and networking. In terms of the tyre group sector, we pay attention to making the tyres more sustainable to make mobility safer. As for ContiTech, it deals with rubber and metalbonded products.” Revealing that their focus is on shaping the company’s investment in the automotive industry, Doreswamy said, “We have about 42,000 R&D engineers. About 20 percent of our engineers are working on new innovations and technologies. Additionally, we spend about EUR 2.6 billion on automotive, which is more than 10 percent of the R&D that we spend. Continental is betting big on India through capacity expansion. We have been investing in the country almost every single year in terms

The tech centre

With a platinum certification from India Green Building Council (IGBC), the tech centre campus is rife with green lung spaces, renewable energy sources and rainwater harvesting, all of which contribute to the company’s sustainability ambitions. With TCI as one of the company’s largest and key R&D locations globally that caters to global and local market needs, the tech centre extends its services to all five automotive business areas –autonomous mobility, architecture and networking, safety and motion, smart mobility and user experience. It has grown over the years, both in terms of people and competencies. Bringing together a broad range of Continental’s technological capabilities in a collaborative

the years.” Continental has more than 8,000 employees in India and across three sectors, according to Doreswamy. These are tyres, ContiTech and automotive.

Explaining that they drive the future of mobility solutions through innovations for a safe, connected and convenient world, Doreswamy said, “We focus on safety and motion, autonomous mobility, user experience, smart mobility,

of expanding our manufacturing footprint.” Stressing that Continental is committed to India and has made significant investments here in the last few years that include greenfield manufacturing plants and the expansion of production lines for vehicle electronics for passenger cars and two-wheelers, he added, “Our new R&D campus represents yet another milestone in our growth.”

environment that has been designed to accommodate the needs of future work, the campus houses hi-tech software, hardware, vehicle test facilities for R&D and a plethora of training centres. Each floor is equipped with multiple collaboration areas, all of which contribute to innovation.

Revealing that this is an R&D hub for several global projects where most advanced solutions for global

COMPONENTS

mobility from Continental have been touched upon, Latha Chembrakalam, Head of Technical Center India, Continental Automotive, said, “We have a growing competency in niche areas and a 30 percent YoY growth in headcount. When it comes to the responsibilites that we have here, we take the responsibility for the Asia-Pacific region – basically Japan, Korea and China. For India, obviously, it is the complete development of the India market. We have a lot of product developments housed in India.” Providing an insight into their business, which is majorly for global customers, there is an application centre for Indian OEMs too, Chembrakalam said. “We have partnered with a lot of universities and companies for joint training, programmer development and content development. This is helping us in a big way. Plus, we have a dedicated university programme focusing on four different pillars –building a talent pool, continiuous education, funded research and social obligation and branding. We also have a lot of centres of excellence here. Our aspiration is to currently grow more and more in terms of value, the complextities we

can handle and our responsibilities,” she explained.

Chembrakalam went on that if we look at the mobility industry in India from a decade ago, we can see significant progress has been made. This means that the electronic or mechanical graduates that were hired in the past are not industryready and the cirriculum has not changed much in the last 10 years either. Therefore, they have a lot of training programmes, Chembrakalam enightened. The TCI building has been designed in such a way that there are a lot of labs and also a garage where vehicle testings can be done. The touch, feel and understanding of the product is very important in the mobility industry. So the planning was done accordingly when the infrastructure was built, Chembrakalam informed. She also mentioned that they house a global software academy. The complete software upskilling for Continental is driven from India in the centre in Bengaluru.

The vision for TCI Stating that technology and its multiplier effect drive business

transformations, competitive advantages and newer customer experiences, Chembrakalam remarked, “With the evolution of software-defined vehicles, there will be further growth of safety and convenience features, newer in-vehicle experiences and so on. TCI will continue to have a larger role to play in Continental’s efforts to define the future of mobility, and our engineers will play a key role in placing India on the global automotive R&D map.” Mentioing that they are currently working on something called ‘Vision Zero’, which is zero fatalities, zero injuries and zero accidents, Doreswamy said, “It’s no more a back end for Continental and they do a lot many platform developments. Moreover, it is not easy developing a platform from scratch, this has been one of our biggest assets that we have been able to gain confidence in. We are developing a new generation single channel anti-lock braking system (ABS) because India is the largest two-wheeler market in the world. And who can know about this market and its usage better than us Indians?” MT

Auto Expo 2023: The Premier Indian Automotive Show Is Here

Taking place after the Covid pandemic nearly brought the entire world to a halt, Auto Expo 2023, the premier Indian automotive show, is expected to reflect a significant change in mobility outlook.

The biennial automotive show that has been central to the scheme of things at the Indian auto industry is set for yet another edition. What makes this edition – the 2023 edition – important is that it is being held in a post-Covid era. The earlier edition had to be held back because of the damage done by the pandemic. To be held at Greater Noida (for vehicles) and at Pragati Maidan (for auto components, garage equipment and aftermarket), the Auto Expo 2023 will be reflective of the changing definition of mobility. With the theme ‘Showcasing Mobility of the Future’, the show will look beyond automobiles at emerging

technologies such as AI, Analytics and Robotics. Set to be held from 13 January 2023 to 18 January 2023, the mega show will provide visitors with a peek into the future, touching developments such as shared rides, driving pleasure, voice commands and assisted vehicles. The stress on alternative fuel technologies the world over and in India for the last few years will mean that this expo edition will see a good deal of electric vehicles across categories and segments.

Addressing the ‘moving you cleanly’, ‘moving you safely’, ‘moving you smartly’, ‘moving you stylishly’, ‘moving you together’ and ‘moving

you to an unforgettable experience’ factors that are turning out to be the core drivers of mobility, the Auto Expo 2023 will see the participation of vehicle manufacturers such as Maruti Suzuki, Tata Motors, Ashok Leyland, Hyundai, Kia, BYD India, MG Motors India, Toyota Kirloskar Motor, Okinawa, Tork Motors and Hero Electric. Expected to provide an effective platform for young electric vehicle manufacturers and a large number of auto component manufacturers, garage equipment manufacturers and aftermarket players, the 2023 edition of the show is likely to be different from earlier editions in a way where a

Bhushan Mhapralkar & Juili Eklahare

certain number of legacy automotive manufacturers will be absent. It is perhaps to do with a trend that is taking over globally, causing a dip in excitement as well as the scale of key auto shows. With automakers showing inclination towards events like the Consumer Electronics Show (CES) held at Las Vegas in the US, it is not surprising to understand that it is increasingly becoming tough to keep the excitement going at legacy auto shows like Auto Expo.

Subject to rapid industry shifts

Expectations and challenges are growing, as are opportunities. With

a rapid shift in the various mediums of mobility combined with consumer requirements and expectations, it is hard to fathom that the auto industry is subject to an intense revolution. With chances that the very process of making cars, bikes and commercial vehicles is undergoing a major transformation in the race to achieve net-zero carbon emission, the absence of big-daddy automakers at the Auto Expo 2023 should not be surprising. This edition (Auto Expo 2023) will very likely be about quality over quantity, mentioned one Delhi-based industry source. Large players like Mahindra & Mahindra, Skoda Auto-

Volkswagen Group (which includes Skoda, Volkswagen, Audi, Porsche and Lamborghini), BMW, Force Motors, Honda Cars India, Isuzu Motor India, Stellantis India (which includes Jeep and Citroen), RenaultNissan, Mercedes-Benz India, Bajaj Auto, TVS Motor Company and Hero MotoCorp will stay away from the 2023 edition of Auto Expo, he claimed.

Of the opinion that there is an increasing attention to cutting down expenses on fronts where return on investment (RoI) is not absolutely guaranteed, the source mentioned that the focus is increasingly being laid on companies doing shows of

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their own where they can directly engage with their clients. He also stressed the weather and location being a reason why many are not keen. It is quite cold in the early months of the year in Delhi, and to drive 40 km or endure an arduous journey because of lack of good connectivity to the Greater Noida venue is no fun, he said. The Greater Noida venue is where the automotive displays will take place. At Pragati Maidan, it will be the auto component manufacturers, garage equipment manufacturers and aftermarket players showcasing their products and services as usual.

A mixed bag

At the Auto Expo 2023, which is accredited by the Organisation Internationale des Constructeurs d’Automobiles (OICA), the absence of German automakers will be felt. Even those bigwigs like Honda and Renault. As European and American automakers – both

to provide a glimpse of the technologies that it is working on. Some start-ups in the electric vehicle space such as Ola Electric and Ather Energy have chosen not to participate, informed source. For start-ups, the high cost of participation is a barrier.

Cost has been a subject that has come up during discussions regarding the earlier editions of Auto Expo as well. Looking at the number of participants at Pragati Maidan, it should be safe to assume that the costs there should be lower than those at Greater Noida. The most participants at Pragati Maidan are Indian players in the auto components, garage equipment and aftermarket space. These are followed by participants from Taiwan, Europe, Japan and countries like Canada and Israel. Held under the theme ‘Automotive technologies that drive the world’, the Pragati Maidan part of the Auto Expo is highly accessible.

The show at Greater Noida

At the Greater Noida venue, Maruti Suzuki is expected to unveil its upcoming Baleno hatchback-based compact crossover codenamed YTB. It will also unveil the 5-door Jimny SUV and an electric SUV concept.

MG Motor India is expected to unveil the MG 4 electric hatchback at the show. The vehicle is based on SAIC’s scalable platform and offers a host

Ford and General Motors have left the Indian market – seem to not invest in what is considered a prime automotive show of the country, it is Chinese automakers BYD and MG Motor India that are indicative of the growing interest of the Chinese auto industry in India. Indo-Japanese automaker and passenger vehicle market leader Maruti Suzuki is expected to showcase new models it will launch across the next two years. The company is also expected

A visit to the site reveals participants categorised as per their specialisation in automobile accessories, automotive components (engine parts, drive transmission and steering parts, suspension and braking), automotive electrical parts, automotive equipment, automotive body parts, garage (workshop and work station) equipment, vehicle service (and care), services (for automotive trade) and machine tools (hand tools and machines).

of exciting features. Other than the MG 4, the company is also expected to display the 2-door Air EV concept. Tata Motors is expected to unveil the production-ready version of the Altroz EV, other than the Harrier and Safari facelift. It is also expected to display the Curvv concept vehicle. A micro-SUV positioned below the Punch could be the ‘true’ surprise. On the CV side, Tata Motors had yet to reveal information about what it would display or unveil by the time of going to press.

Hyundai Motor India is expected to showcase an ‘affordable’ EV concept along with the flagship Ioniq 6 EV. It is also likely to display the Creta and Alcazar facelift in addition to the next-gen Verna. Kia India is expected to unveil the Seltos facelift in addition to the EV6. Omega Seiki will display a 1-tonne (production-ready) electric truck, a class-leading electric three-

wheeler powertrain, a class-leading air-conditioned electric auto rickshaw and a lithium-ion battery pack made entirely in-house in association with its US partner. Ashok Leyland and Switch Mobility will have a joint display at the Auto Expo 2023. The highlight of Switch Mobility is going to be e-CVs, whereas the highlight of the Ashok Leyland stall is going to be its alternative fuel strategy. The

CV major is expected to display CVs with CNG, LNG and Hydrogen fuel technologies.

Being electric

Other than the ‘big’ and legacy automakers like those mentioned above, there will be no less than

25 EV manufacturers that will mark their presence at the Auto Expo 2023. Most of these will be at the two- and three-wheeler level; for example, companies like Matter Motorworks, Tork Motors, Greaves Cotton, MTA E-mobility, Devot Motors, Okinawa Autoworks, Hero Eco Tech, Gravton Motors, Evtric Motors, Liger Mobility, Godavari Electric Motors, Sledgehammer Works, Jitendra New EV Tech, Motovolt Mobility, Fujiyama Power Infra, Roots Industries India – EV Vehicle Division, Wardwizard Innovation & Mobility, Quantum Energy, Ultraviolette Automotive, LML Emotions, Hyderabad Innovation, Fgev Mobility, Corrit Electric and Blive. Some new names at the bigger passenger and cargo electric vehicle level include

Vayve Mobility, Pravaig Dynamics, Hexall Motors and Jupiter Electric Mobility.

The show at Pragati Maidan

Accommodating exhibitors that specialise in the manufacture of fasteners, bearings, brackets and shackles, raw materials, powder metal parts, paints etc., the Pragati Maidan part of the show gets the much-needed impetus from the stellar performance of the Indian auto components industry in FY 2021-22. In the respective fiscal, the industry clocked its highest ever turnover of INR 4.2 trillion, which marked 23 percent growth (year-over-year) on the basis of strong exports and aftermarket performance. While automotive suppliers such as Bosch and Continental have decided not to participate in this edition of the show, there are many others, such as Advik Hi-Tech Pvt Ltd, Amtek Auto Ltd, BLW Engine Valves, Bollhoff Fasteners, BorgWarner India, Brakes India, Denso India, Dawnsun Kyosei, Dynabrade Adhesives, Alkon Plastics, Elofic Industries, Endurance Technologies, Federal Mogul, Schaeffler (Automotive Aftermarket), Varroc Engineering, Uno Minda, Munjal Auto Ltd, Neolite ZKW, Padmini VNA, Pricol

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Limited, RSB Transmissions, Roots Industries, Sigma Group of Companies, Steelbird International, Sogefi ADM Suspension and Wheels India, who will mark their presence.

Products to expect

Some unusual and interesting participants include Rajkot Engineering Association. The heightened interest of Taiwanese players among foreign participants is also worthy of recognition. To demonstrate how its innovative and sustainable products are helping OEMs make the transition to eMobility, BorgWarner will showcase

include a wide range of high-tech automotive and industrial lubricants. Under the TruPower brand, the company will also display automotive application wiper blades. Besides these, the company will display its core product offerings such as Twin-Clutch Technology (2CT), dual mass flywheel, self-adjusting clutch, hydraulic clutch release system, Front-End Accessories Drive System (FEAD System), bearings, shock absorbers, oil immersed brakes and centre joint support.

in nature; the hydrogen internal combustion engine, for example.

Jaidarshan Indocraft will display products like engine liners that it specialises in. It is participating in the auto show with the intention of securing more business with an impression that Delhi is a central hub for auto parts industries. Flash Electronics (India) will be displaying a wide range of products. The highlight of the display will be a range of mechatronic and electrical products for two-wheelers and EVs.

a broad range of technologies that support vehicle electrification, including battery systems, charging stations, electric motors, integrated drive modules, power electronics and high-performance thermal management products like the high-voltage coolant heater. RSB Group will be showcasing two or three new products related to commercial vehicles – mechatronic in nature – at the Auto Expo 2023. These are expected to be used in CV suspension systems and are claimed to have been developed in association with RSB’s JV partner, Reyco Granning Suspensions.

Schaeffler India Automotive Aftermarket will mark its presence at the Auto Expo 2023 by showcasing high-quality automotive products pertaining to the clutch release systems, engine and transmission applications as well as chassis applications under its LuK, INA, FAG and TruPower brands, which

Padmini VNA Mechatronics is expected to showcase a wide variety of valves, pumps, motors and actuators it produces for a large number of OEMs. The company’s theme at the show is said to highlight its growing participation in electromobility.

Padmini VNA’s joint venture with the Saietta Group of UK – Saietta VNA –is progressing in the right direction with the erection of a manufacturing facility to make e-drive components in Delhi-NCR. Cummins Group in India, another exhibitor, said it would present its ‘Destination Zero’ decarbonisation strategy and product range at the expo. Destination Zero is the company’s strategy to go further and faster to reduce its products’ greenhouse gas (GHG) and air quality impacts and reach net-zero emissions by 2050. The company claims that it will showcase the broadest range of decarbonisation technologies, some of which are fuel-agnostic

Wheels India is going to premiere new products for trailers. Whether it will be in the area of wheels or suspension system is not clear. The highlight of Wheels India display at the expo is quite likely to reflect the capability enhancement achieved at the product level, technology level and manufacturing level post the merger of Sundaram Hydraulics with Wheels India, claimed an industry source.

How the development has further strengthened Wheels India’s position in the CV industry will be evident from the new products it will unveil at the expo, he quipped.

Indo Everest will display a wide range of Cardan shafts at Pragati Maidan. The company sees the premier auto show as a good opportunity to meet with existing clients and to show them, as well as others, its new products.

Girnar Gears will display gears, camshafts and other engineering shafts. CapGrid Solutions, a company that simplifies sourcing and procurement of low complexity direct material spend, will meet automotive manufacturers and look at securing new business. It supplies over 5,000 part types in B and C categories. MT

INTERVIEW

Andre Scholle

Vice President Aftermarket (Head of Region – Russia, India, MEA), ZF Group

Where does the ZF aftermarket figure in the scheme of things at ZF India?

When compared to the overall aftermarket business (globally), ZF’s aftermarket business in India is very small. The main business is still done in Europe. The second biggest portion of the business comes from Asia Pacific and the US. The aftermarket in India is one of the highest growth areas that we want to have in the future.

From starting a sales and service outlet at Bangalore in partnership with a local player to making strategic acquisitions, what is the strategy of ZF India, and specifically, ZF aftermarket?

ZF decided a couple of years ago to increase the presence in the Indian market. The aftermarket strategy of the group also goes in line with that. A major chunk of our business in the past and even today is spare parts. We are

looking at decent partnerships where we can work together on the distributor side. We have also started our service network 15 years ago and it continues to evolve. It is necessary to ensure local support. The key part of the aftermarket strategy of ZF aftermarket thus is to support the customers with a strong local team with an aim to fulfil every customer need that will be there. ZF has been popularly known for the air braking repair systems and also the transmission repair system. Today, the customer has to go to two different places to get his vehicle repaired. The thinking behind the starting of the Bangalore sales and service outlet is to create an integrated approach where the customer can go and have his air braking system as well as the transmission system repaired. We have experienced good success at the Bangalore outlet. We have followed a similar approach in Chennai. The thought process is to have similar outlets in

key cities of India, such as Mumbai and Delhi. ZF is looking at 8 to 10 such integrated service outlets that will cater to the Wabco air braking system requirements and the ZF transmission repair requirements. The effort is to convert from a spare parts supplier base to solutions base through training, digitisation etc. ZF has global capability and experience.

How much is India delivering in terms of growth to ZF’s global aftermarket business vertical?

The local business in India is of increasing importance to ZF. We also want to leverage the opportunities for the business that we see in the region, which includes the Indian, Russian and MEA markets in addition to the global markets. The ZF Group is looking at turning India into an important hub for ZF aftermarket that serves the domestic customers there and also serves customers globally. We are confident that ZF will benefit globally

by leveraging the capabilities of ZF India. One approach is in terms of products and with a frugality at the core. Second approach is to digitally upstream not just the products part of the business but also to digitally integrate the front end and the back end. ZF aftermarket is putting a software centre at Bangalore, which will cater to the Indian requirements as well as the global requirements.

How is the aftermarket scenario looking like in view of the passenger vehicle and commercial vehicle segments clocking good sales in India?

Out of the two – the passenger vehicle business and commercial vehicle business – ZF aftermarket is very strong on the commercial vehicle side. So one of our key strategies for the next year’s growth is to leapfrog our business on the passenger car side. It goes for all our key product lines. We want to leverage the local footprint to do so. When we talk about braking, shock

absorbers and the clutch business, we want to increase in terms of the product range that is suitable for the Indian market as well as the global markets. If you look at the way we have integrated the products at the marketplace, we are also integrated at the back end. In the last one year, we have built the front end for the sales team. The commercial vehicle and passenger vehicle teams together are leveraging each other’s capabilities to ensure that the customer benefits. We are looking at witnessing a strong growth in 2023.

Some automotive segments like entry-level two-wheelers and entry-level passenger vehicles are not doing well in India over the past one to three years. From an aftermarket perspective, how does it matter? Is the aftermarket getting more organised and digital in its working?

I had a discussion about digitalisation in the Indian aftermarket recently. I was surprised

to understand how far advanced is the mindset of India in terms of digitalisation. This is something that we definitely have to make use of because the customer landscape in India and the behaviour of the consumer has changed. It demands a different approach. We are ready to go that way. We are ready to take the peculiar approach that the Indian market needs. The initial momentum will be slower, followed by a rapid expansion of the digital market space with the use of cellphone and other digital equipment.

What are your plans regarding ZF aftermarket expansion in India?

The Indian aftermarket is of importance to ZF from the perspective of business inside India and outside India. The group is setting up capacities in India. It is also setting up people that will support the global business.

What is the percentage of growth you are expecting the Indian aftermarket business vertical to deliver?

We are expecting the Indian aftermarket business vertical to deliver double digit growth.

Is ZF looking at aggressively promoting some brands in its portfolio over others in India, or all the brands?

That is not what we want to do. I think we have a great portfolio with us. The advantage of the same is the variety of products that could support most customer needs. At ZF Group, each brand represents different products. We can be successful only when we promote all our products. We do not favour one brand over other.

Is ZF aftermarket looking at any strategic acquisitions in India to drive inorganic growth on the digital front as well as in terms of physical outlets?

We do not have any details that could be disclosed right now. However, mergers, cooperations and joint ventures are always options that we look into. There is nothing concrete at this moment, although we would look at any option that we may have in front of us to fulfil our inorganic growth plans. MT

HSRP Aiding Vehicle Safety And Efficiency

Automotive number plates have always been about vehicle usage, security, safety and legitimacy. They are subject to much abuse as well, often for committing crimes and other violations of the law – and this is the case everywhere. Even India is not immune to it. Abuse of number plates in India is often connected to theft, robbery, abduction, murder etc. So, given the tendency to abuse a vehicle number plate to violate the law, efforts are being made by governments the world over to ensure this is discouraged. They are employing technology in the process. On its part, the Government of India announced the use of HSRP a few years ago. It made their use mandatory for all vehicles purchased on or after 1 April 2019. Made of aluminium, these plates are fixed onto a vehicle with two non-reusable snap-on locks.

Engaged in the manufacture of HSRPs at its plant in Kala Amb (Himachal Pradesh), Mumbaibased company Shimnit India Pvt Ltd (SIPL) is banking on the use of HSRP and Automatic Number Plate Recognition (ANPR) technology beyond the primary objective of discouraging vehicles from being used for committing crime through the abuse of number plates. Stressing that his company is producing HSRPs as per the guidelines of the Ministry of Road Transport and Highways (MoRTH), Government of India, Dhruv Patel, Director, Shimnit India Pvt Ltd, mentioned that they are electronically linked to the vehicle.

Drawing attention to the amendment to Rule 50 of the CMVR 1989, which states about standardising the pattern of displaying the registration mark throughout India, Patel mentioned that the HSRP plates that Shinmit makes are helping companies to complete the formalities of registration in terms of model approval, trade certification and sale of vehicles aided by their ability to be electronically linked.

Pointing at the hot-stamped chromium-based 20 mm x 20 mm hologram of the Ashoka Chakra in blue on the top left corner of the HSRP as a unique feature, Patel explained that in the case of EVs, these plates are not only helping to get model approval, trade certification and sale but are also helping to carry out the end-to-end journey for FAME application and payment processes. Interestingly, a 10-digit permanent identification number (PIN) is laser branded on the bottom left corner of the plates, other than the application of a hot-stamped film on the numerals and alphabets. The word ‘INDIA’ is inscribed at a 45-degree angle on the plate.

Quite different than a conventional number plate bought at any roadside number plate shop, an HSRP is allotted to the respective vehicle with an ability to be traced. Also, the plate conforms to the norms prescribed and is true in depicting the number issued for the respective vehicle by the authority. Explaining that over and above the security features built into the plate, the order placed by the dealer is authenticated by

the central database with MoRTH, Patel said that it is issued only if the data is matching. “If the data matches, the number is issued. If not, then the number plate is not issued,” he added. Elaborating that issuing of the plate is followed by standardisation, Patel averred, “It is a factor that is critical to the very concept of HSRP.” Citing that it is not that rare to see plates with the number 8055 written to look like ‘BOSS’ in Mumbai, Patel averred, “Standardisation accounts to the very core of the HSRP and in eliminating the difficulty in reading and noting down the number in case of the need because of its nonstandardised nature.” Stating that he has seen number plates being designed in regional languages,

Arushi Kak

High Security Registration Plates (HSRP) are aiding in the safe and efficient use of vehicles.

which make them difficult to read or note down when the vehicle travels to another state, Patel stressed on the use of ANPR tech in combination with HSRP to do away with toll plazas and check points.

Revealing that HSRP is the basis for further developments in the area of regulations governing safe and efficient plying of vehicles on the road, Patel said that HSRP will help to build and maintain a national database so that a vehicle going from Mumbai to Tamil Nadu could be validated by the people/ authorities there. Highlighting the issue of lack of a database with the Government of India about the number of vehicles actually plying on the road since there is no deletion of data when the conversion happens to HSRP, Patel said, “HSRP will eliminate FasTag.”

The Government of India, he added, is already working on eliminating the FasTag technology and replacing it with an HSRP plate to avoid traffic congestion at toll booths. ANPR technology will be used to read the vehicle registration number and the

payment wallet will automatically get linked to the HSRP number, he revealed.

Of the opinion that the HSRP will act as a toll payment gateway, Patel said, “ANPR and HSRP work such that the ANPR employs optical character recognition (OCR) technology. There are high-speed cameras that keep clicking the pictures, and at the backhand, the software then converts this picture into a readable format and connects to the payment gateway and the money is debited. That is why I said standardisation is the most critical part of the software to create this database”. Highlighting the need to discourage number plates that have design on them or are simply unreadable, Patel averred that it is a job that is best left to the governments as the enforcing agencies. These are illegal. In fact, any modification of the number plates is illegal. Currently, it is the traffic cops who identify and fine vehicle users with ‘illegal’ number plates, some of which are even known to have the national emblem

fixed in the middle or to the side. Apart from ensuring safety (number plates being readable) and efficiency (recognised in other states to ensure uninterrupted operation), HSRP, in the scheme of things that will replace the FasTag system, will help the motorist such that he will have to pay toll only for the kilometres he has actually driven.

Stating that one of the plans of the government would be to collect toll on the fly so that there is no traffic jam, Patel mentioned, “The second plan is to pay toll by the person using the road for the distance travelled.” “It needs to be considered that constructing a toll system is way too expensive than to install high-speed cameras at multiple locations so the distance travelled is measured accurately,” he added. Armed with HSRP, the MoRTH is said to be working on ways to create not just a national database of vehicles actually in use but also a new system where delays and bottlenecks experienced at toll plazas and various check posts are eliminated. MT

The Indian Auto Industry In 2023

With a good 2022 behind it, the Indian auto industry is set to enjoy yet another exciting year in its journey replete with technological advancements, changing customer requirements, new regulations and growing competition. Witnessing improvement across all product segments in 2022, according to Vinod Aggarwal, President, SIAM and Managing Director & CEO, VE Commercial Vehicles Ltd (VECV), the year 2023 is expected to be exciting and challenging for the Indian auto industry. Amid the rising need as well as the influence of digitalisation, it is expected to get the much-needed relief on the supply chain side as the supply of raw materials and key electronic components such as semi-conductors improves. The chip shortage has taken longer than expected to resolve itself in the two years post the Covid pandemic, limiting production at many automakers and resulting in longer waiting periods for automobile purchasers.

Perhaps the only industry in the world to make the leap from BS IV to BS VI in a short span of four years, the Indian auto industry has been making good progress in autonomous driving, cloud computing, electric vehicles, machine learning, blockchain and networking. In 2023, it is set to make further progress as it strategises to tackle new challenges. One of them, and perhaps the most important, is

the next phase of BS VI emission standards. This is expected to lead to some interesting re-aligning of product strategies in 2023 –for the transition to BS VI, many automakers simply dropped their diesel technology portfolio – as the industry revisits costs, technologies and more. Already much investments in the development of alternative fuels are being made.

There’s a lot going on

With Europe set to progress to Euro 7 emission standards by 2025, the Indian auto industry, which is a major supplier of components (forgings, castings etc.) and subassemblies (like engines etc.), is expected to embrace opportunities in 2023 that are rewarding and challenging. The geopolitical situation in Europe is already

slowing down the economies there. The effect is expected to continue into 2023, with the possibility that a combined slowdown in the US and Europe will bring recession to the entire world. This brings into focus factors like high inflation in the US and India. If the Indian economy is said to be better positioned to counter the possibility of a slowdown, the Indian auto industry is expected to leverage its experience and knowledge gained during the pandemic to counter any downturn that comes its way in 2023 or further on. The industry is expected to devise and implement robust business strategies as the year 2023 throws new opportunities and challenges.

With climate change events like floods, extreme temperatures and wild fires a scary reality, the year

The year 2023 is poised to be yet another eventful year for the Indian auto industry.

Bhushan Mhapralkar

2023 will be a period of much gain in sustainability for the Indian auto industry as its works to devise alternative fuel strategies at a local level. The Indian operating environment has always been unique, making global automakers and suppliers to think local to stay in the game. Expected to take further steps to reduce the carbon footprint at the manufacturing level by using new technologies under the ‘Industry 4.0’ regime, the Indian auto industry is expected to perform a tightrope walk between technology and costs through much of 2023 as well. With the challenge to make

products that retain the emotional connect they have always been known for, the industry is wellpositioned to exert in the area of design, engineering and technology. It is also well-poised to carry the mantle of addressing market requirements, where not just the affluent ones but the not so affluent ones too are in a position to satisfy the emotional connect regarding automobiles. Autos, after all, have always been a symbol of freedom. They are a close second, if not first, on an Indian’s list of aspirations. To term them a luxury may not be accurate anymore.

Fuelling aspirations and contributing to nation building

If aspirations could be connected to the economic growth of the nation, the Indian auto industry is set to continue as an important contributor of taxes and employment generation in 2023 as well. It is also set to deliver further on the front of alternative fuels, safety, security, efficiency and reliability. These factors are certain to exert more pressure on the industry. They are also certain to pose new challenges. With this at the core, the year 2023 will be important for the automakers to figure out which alternative technologies it would like to pursue – whether it will be electric, gas, hydrogen, ethanol etc. The repercussion of this will have a ripple effect on both the supply chain as well as the sales and service network. A situation where the manufacturing facility is turning out vehicles with an entirely different fuel type and the supply of components that are also entirely different is hard to fathom. This includes the situation at the dealer, where he has to dedicate different bays for vehicles of different fuel technologies; for example, one for IC-engine vehicle, one for gaspowered vehicle and another for an electric vehicle. Toying with which alternative fuel technology will work the best in terms of addressing the user needs will be the name of the game in 2023 – Russia has plenty

of gas and is working towards it as a source of fuel rather than electricity, of which 90 percent is likely to be used for cabin heating itself. In fact, it already is, and is set to get even more intense. A better understanding of which alternative fuel technologies will work is expected to be clearer in 2023.

With the assembly and manufacturing operations set to change as alternative fuels and new technologies make inroads, the Indian auto industry will see itself digitalise further in 2023. It will see itself better orient towards the use of power electronics and software and how the two key elements of automotive engineering are utilised to keep the emotional connect of a user with an automobile intact. Autonomous at the driving level and automation at the manufacturing level will strive to ensure that there is little human connect with the machine or machines. This is where the challenge of emotional connect will come in the most and will need to be retained with the judicious use of technology. This is something that the industry seems to be better aware of than the governments that seem to be working hard and fast on the regulatory front. They are required to do that but with a better awareness of the social environment around them. The year 2023 will be a good time to examine if a certain technological leap has made the anticipated difference or has simply added to the costs.

Digitalising further

Looking at factors like online research, online shopping and online procurement of spares, accessories, modules etc., the Indian auto industry is expected to continue to invest significantly in digitalisation throughout 2023. It is expected to ramp up online retail of vehicles, spares and accessories. It is also expected to catch up on features like telematics and connected vehicles, including ‘over-the-air’ updates. The electronic content in autos in the country may not have reached the level it has in Europe, Japan or US, but any progress in three vital areas of emissions, safety and convenience will mean the inclusion of more electronics and software. Automakers will use these three critical areas to create a unique selling proposition for buyers, so they are of particular interest and importance. Maruti Suzuki, for example, may be selling the largest number of passenger cars in the country at present, but the fact is that Tata Motors has built a reputation for its passenger cars around safety as a unique selling proposition. The automobile market in India may have retained its economy angle but has progressed much beyond. In 2023, this trend will further mature to ensure inclusion of more electronics and enticing features.

With features like ADAS and NCAP rating drawing the attention of passenger car buyers, the year 2023 will be a year of wireless technology progression. So there will be more software to go. As new technologies like 5G begin to show their effect in 2023, the Indian auto industry is expected to further fine-tune the way it operates today and will operate tomorrow. The best part is that such technologies (the others are on the emissions and autonomous sides) are bridging the gap between the developing and developed markets. Such developments are also calling for considerable upskilling. Rather than a mechanical engineer, the auto industry in India in 2023 will ask for more software-oriented engineers! It will also ask for engineers who are well acquainted with digitalisation, given the fact that many cars have about 100 million codes. As ADAS, electrification

and 5G technologies evolve, cyber security is a subject that is assuming much importance. In fact, there is a dearth of engineers in that field today. So the year 2023 will see suppliers like Bosch make progress in cyber security with Indian engineers as part of the core team. Not just that, much cyber security work will be done in India on the automotive front in India in 2023 by other companies too. This will have repercussions at various levels, including in the area of connected tech and electric vehicle charging tech.

Automotive electrification and vehicle costs

Innovative electric vehicles will continue to emerge in 2023. The PMV Electric micro car has already been unveiled, for example. Progress at the supply chain level and technology level in India will be an interesting part of the Indian automotive industry in 2023 as part of the growing electric vehicle clout. The year 2023 will be known for the introduction of new technologies at the battery, range extension and electric powertrain levels. More new start-ups are expected to join the race for exciting and capable electric vehicles with technologies such as battery swapping. Collaborative projects like the one that Birla Carbon has announced with NC State University, the National Renewable Energy Laboratory (NREL), Ensyn, The Battery Innovation Center (BIC) and Yale University to develop and scale up the production of biocrude-derived graphite for use in lithium-ion batteries should keep the promise of

electric vehicles being truly efficient, green and sustainable as valid. There are at least 7 to 10 electric vehicles that will hit Indian roads in 2023 and build on their reputation as worthy candidates for automobile users to shift to electric vehicles, even though their initial acquisition cost is higher.

With higher initial acquisition cost of electric vehicles at one end and the constant escalating prices of IC vehicles at the other, the situation regarding vehicle prices is not very different from what it was in US until recently. The high prices of autos and a subsequent increase in the price of used vehicles in US were attributed to the high inflationary pressure over there. In India, inflation has been a worry too. It has remained high for a fair amount of time. Of the opinion that vehicle prices have kept up with inflation, whereas the purchasing power of many people in the country has not, an industry analyst mentioned that the year 2023 could be a year of tapering sales as the real effect of inflation catches up and the replacement demand or revenge shopping vanes. New regulations and cost pressures are putting the Indian auto industry in a tight position, with the onus to find a way to produce ‘greener’ vehicles. In such a situation, where supply chain challenges don’t seem to ease as yet and excess capacity and high overhead costs continue to be challenges, in addition to a rise in taxes and interest rates (the RBI increased the repo rate in December 2022 by 35 basis points), the Indian auto industry is poised for yet another eventful year ahead. MT

Vehicle Repossessions (Repos)

Not fully understanding the financing terms of your vehicle purchase loan could mean the difference between keeping your vehicle and losing it through repossession (Repo).

Louis Rumao

In the US, about 85 percent of new and nearly 40 percent of used vehicle purchases are typically financed each year. If you plan to finance your car purchase, you need to apply for a loan through the dealer, a bank, a credit union or another lender, and the loan is secured by the vehicle. The lending institution looks at your financial health, ensuring that all of your monthly debt payments, including your estimated car payment, car insurance, house mortgage and other living expenses, do not exceed 40 percent of your income. Lending institutions also pay very close attention to the ‘credit worthiness’ of borrowers, as reflected by the applicant’s credit score. Borrowers with high credit scores and buyers of new vehicles can expect to qualify for higher loan amounts.

Typically, at any given time, there are more than 100 million open car loans in the US, and this debt, at about USD 1.5 trillion, amounts to about 10 percent of the total US consumer debt. Tracking the overall US economy, the numbers of open auto loans have been increasing steadily every year for the past two decades.

Repo statistics

There have always been instances when some borrowers are unable to keep making payments on

their auto loans. Falling behind on car loan payments results in repossession – the lender takes borrower’s car, often without warning or first going to court. More than two million cars are repossessed annually, meaning there are about 200 car repossessions per hour or about 5,400 repossessions per day. Typically, for every five new vehicle purchases, there are two car repossessions.

In 2022, many borrowers are struggling financially due to high fuel prices, high inflation and the end to pandemic-related stimulus money or temporary salary bumps. It has resulted in many additional buyers defaulting on loans for vehicles purchased during the pandemic. Even borrowers with good credit score, the socalled ‘prime’ borrowers, are finding it difficult to keep up with loan payments. According to a recent report, car repos in 2022 increased about 11 percent when compared to 2020. Surging car prices during the pandemic –averaging USD 47,000 for new vehicles and USD 32,000 for

used vehicles – have led to the recent rise in repos. As government supports and

subsidies are ending, many families are now facing budget shortfalls, aggravated by the highest inflation in 40 years. As a result, more consumers are defaulting on their auto loans, with subprime repossessions up 11 percent since 2020. Even repos among prime borrowers have doubled from two percent to four percent.

The repo process

Most auto loans give the creditor right to repo a vehicle if a borrower quits making loan payments. After you default on your payments, the lender won’t be shy about repossessing your vehicle. In a few jurisdictions, the lender must first send you notice of the default and give you the right to make up the payments – called a right to

‘cure’ – before repossessing your car. In many states, the lender can repo your car as soon as you’re in default, without getting a court order. Your lender doesn’t even have to send you advanced notice.

To repo your car, the lender hires a repossession company. The lender will supply the repo company with your home and work addresses and all other relevant information, such as the VIN, make, model and

registration number for the vehicle. These days, loan agreements also authorise the lender to use a vehicle’s electronic locating device to locate the vehicle. A repo agent, due to the very nature of the business, needs to have a strong personality and needs to maintain an emotionally unaffected stance, along with specialised equipment, such as under-body wheel lifts, slide-in wheel lifts and self-loading wheel lifts, that make it possible to load and haul vehicles of all sizes. It also helps to be formidable in stature, as the vehicle owner is likely to challenge the agent’s action.

When the repo agent locates the car, he may use a master key or hotwire it, or load it on a hauler and then quietly drive away. If the car isn’t near your house, the repo agent will search the neighbourhood. Many borrowers, if they are fearful of having their car repossessed, may resort to parking away from their home. Experienced repo agents are wise to this and other tricks and can locate the needed vehicle within minutes. In some jurisdictions, deliberately hiding your car from a repo company is a crime!

Once the vehicle is repossessed, you will owe repossession fees and storage costs in addition to the outstanding balance on your loan. The difference between what you owe on your contract plus expenses incurred by the lender during the repo process and what your lender gets for selling the car is called a ‘deficiency’. For example, if you owe USD 20,000 on the car and your lender sells it for USD 15,000 while incurring repo-related costs of USD 3,000, there is a deficiency of USD 8,000. Certainly, your lender can and will sue you for the deficiency. As if this were not enough, a repo can severely impact a borrower’s credit rating for seven years, making it nearly impossible for you to get new loans.

The bottom line

If you happen to get behind on your payments for a secured debt, it’s a good idea to communicate with your lender. Your lender might be able to offer you a solution, such as a reduction in the payment amount or a lower interest rate, that can help you catch up on your payments and avoid repossession. MT

Mobility Trends: Are Small Cars In India Heading For Extinction?

Sale of small cars has been steadily declining over the last three years.

Bhushan Mhapralkar

When the Maruti 800 rolled out of the Maruti Udyog plant at Gurgaon in 1984, the seeds of a silent revolution in the Indian automotive industry were sown. Much water has flowed under the bridge since then, leading to the presence of all the global automakers in India and the strong growth of those that have always called this populous country home. Claimed to be worth USD 100 billion, the auto industry in India is said to contribute eight percent to the country’s total exports. As the fourth largest auto industry in the world, it is also known to contribute the most to the government’s GST kitty. With efforts being made to develop zero-emission automotive technologies with the support of a strong supplier base, the auto industry has been subject to a near continuous flow of regulations, one of which saw it make the transition from manufacturing BS IV emission compliant autos to BS VI (BS VI is considered as equivalent to Euro 6 standards).

Amid the regulatory and market-led developments getting stronger and thicker (owing to the decline in air quality in November 2022, nonBS VI diesel cars and BS III petrol cars were banned in the Delhi-NCR temporarily), the sale of small cars, according to an industry expert,

R C Bhargava

has been steadily declining over the last three years. The reasons behind this occurrence are said to be the K-shaped economic recovery, less margins, escalating input and compliance costs, considerable increase in prices of vehicles across the board, rising buyer expectations and the need to keep the roads from getting congested. Revealing that the shift to BS VI emission norms proved to be a death-knell for many small cars as manufacturers did not find it feasible to further invest in them, an industry source mentioned

that most parameters for the auto industry have been shifting since the implementation of GST and the Covid pandemic.

Economic woes

Of the opinion that the postpandemic recovery is driven by only a section of the overall economy, an industry analyst mentioned on the condition of anonymity that many who would want to graduate from a two-wheeler to a small car are finding them out of their reach. While the small cars that have beat the BS VI emissions transition have had their prices adjusted against inflation, their buyers have not seen their incomes grow in line with the rise in inflation, he added. Drawing attention to the regulatory changes that have not limited themselves to just the emissions part of an automobile, an industry observer said that margins of automakers are under pressure like never before.

Add supply chain challenges, and it is no longer interesting for them to make small cars with lower margins and higher taxes to pay, he added.

Pointing at the sales of entry-level two-wheelers lagging behind those of the premium ones, the observer said that the steady decline in the sale of small cars hints at an economic shift in the country. Whether the K-shaped economic recovery in the GST and post-Covid environment are the reasons that many are not able to afford entry-level automobiles needs to be studied, he quipped. Another observer pointed at the shift to electric vehicles in the interest of lower running costs and said that the record high prices of petrol and diesel have meant that those aspiring to buy an entrylevel car – a small car – are simply discouraged by the running costs that they will be burdened with. Also, there are almost no cars that

are priced below INR 500,000, he added. Even the price of used small cars has risen much in the last two years to ensure that they are out of the affordability index of most aspiring used car buyers, especially those in the rural regions, informed a used car dealer in Nashik. Of the opinion that the ability of people to buy these cars has eroded, R C Bhargava, Chairman, Maruti Suzuki, is known to have said that the sales of entry-level passenger cars will continue to decline even during the next year. Bhargava is also known to have said that this decline in sales during the next year could be a signal towards delayed economic recovery in the rural and semiurban areas post the pandemic.

No country for small cars?

From being touted as the ‘Kei’ cars of the country that were less polluted and the most economical, the focus on small cars has shifted because they are steadily being discouraged by the powers that be, said an automotive enthusiast. I learnt to drive on my father’s Maruti 800 and have some fond memories of it. Such small cars, which put India on the automotive map of the world, are now difficult to find on the roads, he commented. Small cars are being systematically taken out of the market to ensure less congestion on the roads, said an industry source. Only those who could afford cars priced higher than INR one million are being encouraged, he added. The question that comes to mind is: is the Indian auto industry actually losing its ability to be the key automotive hub of the world by not doing what it once learnt to do best?

Making large cars can never be India’s forte because they are first made in the mature markets of the world and then introduced here. Instances of small cars like the Hyundai i10 or of brands like Datsun making a world premiere in India are today unheard of, or are extremely rare in their occurrence. Stating that the ability of people to buy (a hatchback) has eroded, whether it is in the urban or rural areas, during a media interaction after the announcement of his company’s second quarter results at the end of October 2022, Bhargava explained that the

INDUSTRY TALK

hatchback segment is going to decline rather than grow. It has been declining for the past three years, he added. Of the opinion that inflation will make it worse for people with limited incomes and those who are the hardest hit by it, he added that the traction in entry-level passenger car segment in terms of sales during the second quarter and on the back of festive season was limited.

Stating that in terms of inflation, India is not as bad as anywhere else, Bhargava said, “It is gradually coming under control.” His comments point at how many small cars, including the Tata Nano, were put to death as the BS VI emission norms kicked in. With small or entry-level passenger cars

Safety and security at stake?

Informing that families are taking long and dangerous journeys on two-wheelers since they cannot afford a small, entry-level car, which has a detrimental effect on road safety and security, especially in the semi-urban and rural areas, a source pointed out at a Times of India report dated 4 August 2022. This report refers to the written reply of Union Transport Minister Nitin Gadkari in the Lok Sabha that the country has more than 210 million two-wheelers. Another Times of India report dated 6 September 2022 has mentioned that India’s road crash severity in 2021 was 38.6 (deaths per 100 crashes), up from 37.5 in 2020. The report

misplaced when one looks at such practices, he added.

With rising population of bigger and higher-powered cars compounding the lack of road discipline and traffic regulation, tough and long-term measures to curb road fatalities are more important than installing speed cameras everywhere and challaning motorists, averred an analyst. Stating that the emphasis on India as a major automotive manufacturing hub sounds misplaced when the auto industry in the country is making cars that are already produced in the mature markets of the world with better specifications and materials. He added that, in the long term, it would be good if the industry did not lose the ability to build small

like the Swift, Celerio, i20, Kwid etc. facing a steady sales decline (as per the SIAM data for Q2 FY23, car sales in the mini segment were 44 percent lower than in Q2 FY19), many automakers are claimed to have folded any plans they have or had to develop, produce and even export small or entry-level cars from this country. Cutting off many aspiring buyers – often young and with a family of their own – the decrease in the number of small cars is also claimed to have a safety imperative. Unable to graduate to a small car, many families are being compelled to undertake dangerous journeys, often over longer distances, on two-wheelers, the industry source mentioned.

stated that crash severity is an indication of the risk of road crash fatality. In 2016, India ranked first among the top 20 countries for road crashes with a severity of 31.4, followed by China at a severity of 29.64. Of the opinion that there is a need to examine the road design and building process, an industry analyst mentioned that the tendency of heavy vehicles to stay in the overtaking lane throughout their journey under the garb of local two-wheeler traffic hurdle is highly detrimental for road safety. If local two-wheeler traffic is a hurdle, then why do the heavy vehicles stick to the overtaking lane at speeds below 70 and 80 kmph even on accessrestricted roads, he questioned. Safety as a priority looks completely

cars. The only handful of countries that can do so includes Japan.

A pipe dream?

Stressing that the government should protect and encourage small car manufacture as a unique ability of the Indian auto industry with an eye on exports, the industry observer mentioned that without such an initiative, it is tough to imagine an industry that is able to sustain itself in the long run. Its scope to tap the large, populous and aspirational market that is driven by youths will always be limited. The role of the industry as a key contributor to the nation’s economy, to the nation’s exports and to being the world’s key manufacturing hub risks being a pipe dream, he added. MT

The ZF Group has been at the forefront of supplying many critical electric vehicle components. With the motto ‘see, think, act’, it has been revisiting its electric vehicle components and systems strategy from time to time to ensure that its customers are in a position to respond faster to the market requirements and regulatory needs. Announcing the latest generation of electric drives for passenger cars and light commercial vehicles to provide more design freedom, reduce weight and space and elevate performance, the group has once again set the pace as the leading technology and innovation player. The electric drives position themselves at the component and system level to provide outstanding power density and energy efficiency. With an emphasis on size compaction, discrete technology approach towards power electronics and resource-saving use of materials, the electric drives enhance sustainability and help automakers customise their EV platforms in line with the market shifts.

Addressing requirements with a systems approach

Based on a modular approach, where the electric motor, inverter,

transmission and software are integrated, the new generation ZF electric drives are engineered to address three main requirements of efficiency, performance and cost. “There is rising emphasis on efficiency, improvement in driving range and emission savings,” mentioned Stephan von Schuckmann, Member of the Board of Management of the ZF Group, Electrified Powertrain Technology. “At ZF, we are concentrating on new developments in an era of power electronics, e-motors and mechanical components,” he added. With the transition from silicon to silicon carbide (SiC) considered as a key factor in

addition to traditional vehicle level specifications, it is the design voltage that appears to most impact the drivetrain design in battery electric vehicles. With operating voltages going up to the 800-volt level, the challenges for power module packages at higher switching frequencies, increased power densities and increased operational temperatures are further increasing.

The 800-volt systems are expected to dominate battery electric and fuel cell vehicles by 2028 and the use of silicon carbide is set to increase significantly. It is expected to measure up to 66 percent by 2030. With about 47 million electric vehicles needing an estimated 61 million e-drives by 2030, it would be interesting to watch the rise in silicon carbide usage to support voltages of as much as 800. Such voltages will mean considerable increase in operating temperatures and densities, thereby triggering a significant shift at the materials and technology level. With ZF positioned to optimally implement individual customer requirements in electric vehicles of all segments, it is not surprising that Schuckmann said, “With the next generation electric drives, we are consistently continuing our strategy to develop sustainable

Stephan von Schuckmann

ZF E-Drives: Smaller, Lighter And Powerful

flexibility is the preferred practice for electrification. “It needs to be taken into account that ZF has a global product footprint,” he quipped. Stressing on the development of an e-axle with the inverter integrated as an individual solution that is compact in size and offers superior flexibility, Dr Scharrer explained that the torque density will be 50 Nm per kg to launch an 800-volt super compact unit using silicon carbide. “Developing scalable inverter technology to respond fast to the market needs, ZF is working on unification of various parts,” he informed.

A discrete package technology approach

and efficient mobility for the future. Automotive manufacturers are showing much interest in ZF products for both the passenger car and commercial vehicle sectors in the high-voltage business.”

Innovation

To develop an e-drive platform that would be cost-effective and help respond ‘fast-to-market’, ZF adopted a Lego approach from the component side. It focused on e-motors, controllers etc. It also took care to keep intact the emotional angle automobiles have about them. Getting its engineers to meet the customer requirements in the best possible way, the group paid attention to how effective and rewarding the new technologies would be from an emotional standpoint. Offering innovative components individually, on which

the manufacturer would base its own system with the use of sophisticated internal interfaces and a highly compact design element, it stressed on high structural rigidity. “The design has very high structural rigidity, which enables superior noise behaviour,” said Dr Otmar Scharrer, Head of Development for Electric Drive Technologies, ZF, while referring to the e-drive platform. “The e-drive platform is made up of systems and components for differing requirements,” he quipped.

Focusing on flexibility, ZF defined best-in-class cost, range as well as torque and power density as the three important pillars to present individual solutions. Markus Schwabe, Product Line Manager – Electrified Powertrain Systems, ZF Group, stated that the need to provide individual solutions and

Scheduled to launch the e-platform by 2025 and ensure that the individual components go into series production before that, ZF is working on the software side to dial flexibility and cost efficiency. It is focusing on modular software to work with not just a ZF powertrain but also with a powertrain or individual components that are captive to the respective automotive manufacturer. Adapting a ‘discrete package technology’ approach to ensure power electronics perform the balancing act between high degree of component uniformity and high adaptability, the group has developed a discrete structure inverter. It has individual power semiconductor switches that define individualisation at the chip level. The modularity that such an approach fructifies ensures better performance scalability than is possible with complex power modules. Central to the discrete package technology approach, such an approach also requires fewer types of components. “With our new approach to power electronics, we can serve different market requirements faster and more precisely,” said Scharrer.

The new and highly integrated e-motor developed by ZF offers higher power density than what is available in the market currently. It has a new cooling concept that allows oil to flow directly around the copper rods at a point where much of the heat is generated during operation. The result is a significant increase in cooling

ZF has developed an e-drive platform with a Lego approach from the component side to address the needs of electric and fuel cell vehicle manufacturers.

Bhushan Mhapralkar

TECHNOLOGY

efficiency. This in turn increases performance – the continuous power of the electric motor is increased to up to 85 percent of the peak power – without any increase in the respective component weight and dimensions. A new winding technology ensures better sustainability and lesser use of heavy rare earths. The new braided winding technology – a further development of the ‘hairpin’ winding – enables a 10 percent reduction in installation space. The winding head alone is around 50 percent smaller than what is found on current e-motors available in the market. The net outcome is around 10 percent less raw material usage.

Approach at the individual component level

Stating that the team focused on squeezing out each and every bit of efficiency during the development of the new e-motor other than to ensure sustainability and recyclability, Roland Hintringer, Head of Product Line – E-Motors, ZF, explained, “We also looked at flexibility and cost through a modular approach. We looked at scalability, superior cooling by developing an efficient passage

of oil and at performance enhancement in relation to the peak power by using less heavy earth metals. We developed small winding heals that ensure weight reduction and higher power density.” The new coaxial reduction gearbox developed by ZF highlights how it has leveraged its knowledge and experience in the field. It is a planetary design with two integrated planetary gears that generate not only the desired axle ratio but also fully integrate the ‘differential’ function. Combining the gearbox and differential functions into one, the new coaxial

reduction gearbox reduces weight and installation space requirements without compromising on efficiency, noise and vibration in comparison to common offset concepts that exist.

Stating that the reducer unit and the technological requirements concerning it call for higher integration in relation to its nature of design, offset or coaxial, Robert Peter, Head of Engineering –Product Line, Axle Drives, ZF, said, “The complexity surrounds the number of speeds (gear ratios), integration and design architecture. There should be no audible noise, high efficiency, low weight, high torque and power density, cost, packaging flexibility and add-on features as per the OEM strategy as well.” Explaining that the new coaxial reducer design includes two planetary gears with a complete differential, Peter averred, “Other than requiring less installation space and providing high power density, the design has ensured 10 percent weight reduction, 20 percent less transmission loss and a significantly better NVH performance.”

Hinged on the prospect of electrified vehicle penetration with a fuel cell system, the high-voltage converters (DC-DC converters) developed by ZF are set to play a central role by compensating for low output voltage and the strong voltage drop at high load of the fuel cells. Developed out of the ZF power electronics platform for passenger car and commercial vehicle applications, the high-voltage converters have a top value of 99.6 percent in terms of efficiency. “The DC-DC converters work as an interface between several voltage levels where the need is to ensure stable voltage supply for e-drive systems. With operating voltage levels reaching the 800-volt levels, attention was given to reliability, endurance and high efficiency,” mentioned Dr Carsten Goette, Head of Product Line – Electronics, ZF. MT

Electric Vehicles And The Road Ahead

Promising cleaner streets and a better environment, the EV race is at its highest today.

Juili Eklahare

Multiple technologies and solutions within the automotive sector are contributing to the EV ecosystem. Various technologies are coming together to make EVs. There are over 120 companies from different segments offering different solutions, including OEMs. While China and Germany are in the lead in the transition to electric mobility, the EV sector in India is catching up as well, although there are still some hindrances that need to be overcome. These are standardisation, safety, charging points, to name a few. But at the same time, there are opportunities to grab as well. Every industry within the automotive sector, along with the government, is constantly working in the direction of revolutionising and making India a country that has only EVs on the road – from new innovative electric vehicles being launched all over the country to charging stations being set up to several of the initiatives taken by the government to promote the adoption of electric vehicles.

Organised by Futurex Trade Fair, with Globe-Tech as the partner, the India International EV Show (IIES) held at Pune in November 2022 brought the EV industry experts and stakeholders under one roof. Ideas were exchanged and shared. Discussions between sellers and buyers as well as technocrats were held in the interest of building a sustainable EV industry. Along with the show, the ‘EV Dynamics Conference 2022’ was also held.

Varied exhibitors related to EVs

All the different exhibitors had a unique solution to offer to

customers. For example, Grauer & Weil (India) Ltd presented chemicals for coating and lubricants, specialised paints, process technologies for plating on plastic etc. in automotives. Blue Star and Hioki also exhibited their test and measurement solutions. Some of Hioki’s products were the BMS testers, process data loggers and power analysers.

Sharp exhibited its seven-inch display with a partner’s cluster solution made in India, a force touch display that gives the user a mechanical, button-like experience, and a MiniLED-based futuristic display that augments visibility to 1 million:1, to name a few. Hi Link Printing Technologies displayed its pad printing machines, while Graco India exhibited its machines for dispensing sealants on EV batteries.

Under batteries, there was SLS Innovations as well, a manufacturer of lithium-ion cell holders and accessories. Cybernetik Technologies presented its EV battery solution lines, under prismatic and cylindrical. Then there were OEMs, such as iScoot Motors, BGauss and Nke Bikes, who displayed their EV two-wheelers. In fact, a rider or two were even spotted taking test rides on them.

Light Mechanics presented its laser welding and battery assembly line solutions for e-mobility, while Coherent Laser India displayed its laser marking, cutting and welding machines. Apart from that, Akshay Enterprises showcased its brass components for EVs and automotives; Trimoorty Autodeco Components exhibited its foam components, NVH application etc. and ESS DEE Industries presented its DC-DC

converter, battery cables, battery harnesses, full body harnesses and more.

The next generation’s role in EVs

The exhibition saw a footfall of about 12,000, out of which a humungous amount of the visitors were young students from schools and colleges, including children visiting with their parents. Sharing his views on this, Prem Anveshi, Managing Director, Futurex Trade Fair and Events, cited, “I never expected for children to come to the expo. But children are our future. If they understand

more innovative technologies of the automotive industry,” he averred.

Living up to the demand

An EV, in fact, is like a young child growing up, trying to take on the age-old ICE, quoted Jadhav. He said that the main components of EVs are product level components. “The product level maturity is there. The government did the right thing by incentivising the demand side. Today we realise that the manufacturing side is not mature enough for that demand,” he highlighted. “Even the infrastructure side is catching up. There is a demand, so we have

to be manufactured and dispensed in a very precise way.”

Speaking of batteries, Amar Deshpande, Head – Business Development, Cybernetik Technologies, asserted that EV batteries are upcoming and the quality standards are very high. “Safety is the most important aspect that needs to be taken care of,” he explicated. “And those with the most innovative solutions will come up as leaders in the industry.”

Redon, a company that provides lithium-ion battery solutions, was also one of the exhibitors at the expo and presented its lithium batteries. The company also made provision for a live demonstration to highlight the IP67 rating of its battery solution by sinking it in a water container. A display indicated the time the battery held its own despite being sunk in water even after 72 hours! The battery solutions Redon displayed, ranged from 48 watt to 70 watt. “These batteries are majorly for two- and three-wheelers,” Rajesh Garg, Director and Founder, Redon, told us. While talking about the expo, he said, “This is our first expo in Pune. Right now, our batteries are majorly going in the southern region. Through this expo, I hope to get connected with some new OEMs. Some clients will be visiting our plant in Bangalore as well.”

Electric scooters

our technology now, then they will become the Abdul Kalams of the next generation. So we want them to come and experience the expo.”

Anveshi further asserted that unless the future generation comes and learns about the technology related to EVs, they will not get themselves involved. “When we start propagating that there is a future, money and great opportunities available in EVs, only then will the new generation show an interest in it. So we want the new generation to play a great role here,” he expounded.

While at the EV Dynamics Conference 2022, Himanshu Jadhav, CEO, Jendamark, too, shared that the kids at the expo have showed amazing curiosity and energy. “The biggest experience at this expo is that we can influence the next generation for

a need. But the rate of increase in demand is so high that it’s going to be a difficult situation for anyone.”

Manoj Patil, Founder and Managing Director, Evtric Motors Pvt Ltd, went on to mention that the EV business has been growing in the last six to seven years. The government is also providing incentives, facilities and subsidies to make it a priority. He further said, “A good line is very important if you want a first-time-right product. Manpower is very important for EVs and people need to be trained according to the customers’ demand.”

EV batteries

Vicky Panchal, Business Development Manager, Graco India, shared his views in terms of the battery. He said, “The battery comes with a lot of challenge, which needs

Bhopal-based OEM, iScoot Motors, presented its electric scooter, Scoot 1, which is available in two variants –Scoot 1 Pro and Scoot 1 Ultra. Putting across his views on competing with big brands, Abhimanyu Singh, Technical Head, iScoot Motors, informed, “As far as our services are concerned, we should be able to beat brands like Ola. That’s because when it comes to spare parts or any other mechanical components that have to be procured in India, our suppliers can actually give a manufacturer’s warranty and get to the customer very easily.”

EV charging and components

With all that, a Scoot 1, or any EV for that matter, will need its battery charged. And where would our EV batteries be if it hadn’t been for EV chargers? Yes, EV chargers are still dealing with challenges like alternative sources of energy or EV charging

EVENT

stations, but they are getting set up in different parts of the country gradually nonetheless.

Mastpro Consulting Engineers Pvt Ltd is an engineering consultancy company that’s into industrial projects consultancy. The company also has a vertical of EV chargers, being the business development associates for Magenta, an EV charger manufacturer. While at the IIEV Show, Mastpro had presented all ranges of chargers in its portfolio,

supplies and vendors, and placed our forecasted orders in advance for timely delivery,” he added.

Software solutions for the automotive industry

Jendamark, an automation solution provider that also designs and manufactures battery pack and power electronics assembly systems for the electric vehicle market, showcased its software system, Odin Ecosystem, and its collaborative

for manufacturers about how much volume and what kind of flexibility should be considered in the factories. So the learning for us is that when we are giving lines or assembly solutions, we make sure that there is flexibility in those lines to adapt to any future change that we don’t know of today.”

Besides Jendamark, software companies like Three M Software and PMTrack ERP also presented their software solutions for the automotive industry.

Laser technology

Another technology that aids in the further enhancement of EVs is laser technology. Shipra Sinha, Head of Marketing and Corporate Communication, Light Mechanics, stated that laser welding for EVs is a very niche segment. “This is because the EV revolution started happening only three to four years ago. As an Indian manufacturer, all our laser and assembly solution machines were imported from China. With eight service centres across India, we are trying to tackle this from our level,” she added.

from two-wheelers to three-wheelers to four-wheelers to commercial vehicles.

Shishir Joshi, Director, Mastpro Consulting Engineers Pvt Ltd, spoke to us about pricing in EV charging. He enlightened that pricing for the end-consumer will be predefined by the charging point operator. “If you compare this with any fuel, it’s very cheap. Plus, it being pollution free is an added advantage,” he added.

Furthermore, Phoenix Contact, which was presenting its EV charging components, was looking for EV charging station manufacturers and EV automotive OEMs – an expectation that was met at the expo, claimed Amol Lingawar, Business Development Head – Machine Building and Automotive, Phoenix Contact. He mentioned that there is a global challenge of components and raw material availability – mainly semiconductors and chips. “We have modified some designs, alternate

robots. Jadhav explained, “While doing automation, we realised that the software required by the manufacturing industry was not readily available from any software company.”

With 2022 nearing to an end, Jadhav shared a significant learning from the year. He told us that while the EV industry is growing, a technology change happening at this rate has never been seen. “The growth is 60 percent or 70 percent year-on-year,” he expounded. “At the same time, the battery packs or motors from last year are no longer valid this year. Hence, it becomes a big challenge

D A Kannan, Vice President –Industrial Laser, SLTL Group, explained that lasers play an important role in EVs. SLTL had displayed a welding machine and a dummy battery application for visitors to see at the exhibition. Kannan averred that the company has been able to connect with most OEMs through the expo.

Highlighting the safety aspect of a laser welding system used in EVs, Kannan informed, “We are actually playing with lithium here. So if one accidentally hits it, it will end up bursting. It is important therefore that the laser welding system is such that productivity, reliability and safety of the component are taken care of.”

EVs – There’s no turning back

EVs are ever-evolving, and the road ahead looks very interesting. Grabbing the attention of the young and old, EVs are subject to much technological progression and features that have never been heard of before. With innovation being the ace word, EVs and the industry segment associated with it are working towards building a sustainable mobility medium. Theirs is no turning back. MT

Return With A Bang

After three years, the Automotive Testing Expo will return to India in April 2023. The show will avail the platform to host the most up-to-date technologies in ADAS and autonomous vehicle testing, NVH measurement tools, test rigs, simulation packages, durability testing technologies, crash testing, dynamometers, emission measurement systems and dynamic assessment tools, as well as countless service providers such as proving grounds and test facilities. The German edition, which will take place between 13 and 15 June 2023 in Stuttgart, will be hosted on a bigger scale with expected exhibitors of more than 450.

In light of the evolving dynamics of the automotive testing industry, organisers of the upcoming Automotive Testing Expos in Germany and India are placing big bets on the events.

The Indian edition of the Automotive Testing Expo will take place between 18 and 20 April 2023 in Chennai, while the German edition will happen between 13 and 15 June 2023 in Stuttgart. Apart from these two editions, the show will be hosted in Korea, China and US.

Tony Robinson, Founder and CEO of UKIP Media & Events, said, “After three years, we are once again hosting the Automotive Testing Expo in India. It is a long gap. We received a terrific response when we announced a few weeks ago that we would return to Chennai in April 2023. Many very excited companies want to exhibit their new and existing technologies. We will find people in India who haven’t had a chance to see the new things available in the automotive testing industry. They will be very keen to come out and look at everything that’s on show in April next year. So we are excited.”

Automotive Research Association of India (ARAI), Automotive Test Systems, DEWESoft India Pvt Ltd, Keysight Technologies India Pvt Limited, MTS Systems Corp and National Instruments are others who have confirmed their participation. In 2020, the Indian edition of the Automotive Testing Expo hosted 125

exhibitors and the same number is expected for the upcoming edition.

The Germany show did not take place in 2020 and 2021 thanks to the Covid pandemic. However, the show came back in 2022, which Robinson terms as a ‘fantastic show’. “Visitors came to the show for three days to see the latest technology in action and to learn about their uses and advantages. I would expect it’ll be even more fantastic in 2023. We expect to see more people come in because this year there has been a transition between the pandemic and people coming out and feeling comfortable,” added Robinson.

Sharad Matade

The Stuttgart Automotive Testing Expo, which takes place concurrently with a show on ADAS and autonomous vehicle technology, is expected to include between 450 and 500 exhibitors. “As a result, all major players are back in operation and prepared to display. There will also be numerous new businesses and start-ups along with the established major automakers,” said Robinson. The last edition in Stuttgart witnessed over 300 exhibitors.

Leading companies such as Anthony Best Dynamics; Applus+ Laboratories; DEKRA; DEWESoft GmbH; Diversified Technical Systems, Inc.; dSPACE GmbH; Keysight Technologies; Link Engineering Company; MTS Systems Corporation; National Instruments Germany GmbH; Robert Bosch; Rohde & Schwarz GmbH & Co KG; Siemens AG; ZF Friedrichshafen AG; SGS; TUV SUD Product Service GmbH; Michigan Scientific; Photron and others will exhibit at the Stuttgart show.

Despite the challenges brought on by the Covid pandemic, the organisers are closely monitoring the shifting trends in the automobile and automotive testing industries, which aids in their show planning. “Our job is to make sure we keep an eye on the developments and track down the new businesses that are entering the market. And we always act in that way. We take care to stay in touch with the important figures in the field of automotive testing engineering. We are dealing with a highly specialised community, so it’s essential that we are tracking and communicating and discussing with the automotive testing teams that cover many different facets of engineering.

Our responsibility is to establish connections with all of the new businesses that are entering the sector. When marketing an event, we are in touch with the right people. It’s not frightening; it’s just what we do,” explained Robinson.

The shifting focus of the global auto industry from ICE vehicles to electric, autonomous and shared vehicles presents a wide range of

opportunities and challenges, and this transition reflects on automotive testing as well. “The automotive testing market is exciting and in transition. We have been in the automotive testing world for nearly three decades, and any industry will have a transition. There’s no evidence that the big players are dropping by the wayside. Companies that are very ICE testingoriented are not likely to come out exhibiting. This is not a great period for them. But then again, the rise of the battery car and battery testing (and range testing) and a lot of other things that we’ve been talking about, like AI and simulation, are things that are bringing new companies in,” added Robinson.

Robinson asserts that the complexity of automobile testing technologies and systems is drastically increasing, pushing the industry for automotive testing very hard. The newest products, services and technology are displayed at the automotive testing expos to help test, development and validation projects move more quickly. Robinson further explained, “The word I tend to use is fidelity. Automotive testing is a relatively young industry; if you go back even to the 1960s and 1970s, a lot of automotive testing was done in real life – physical testing of cars, natural crash testing of cars with human drivers. As the computer and IT industry developed and blossomed, a fascinating automotive test and development engineering industry grew. Higher and higher levels of fidelity are required in automotive testing for infinite and finite environments. We’re in an environment where everything is pushing automotive. Obviously, the electric and hybrid vehicles and batteries themselves need a lot of testing. The range needs a lot of testing. Autonomous vehicles push the boundaries to a completely new level. The growing penetration of software, sensors and AI is giving rise to a whole new range of companies that can enter the industry.”

“In a number of our shows, we have low-cost, smaller booths to enable starts-up and innovation companies, new companies to come to the event without having to spend a lot of money,” added Robinson. MT

International Conference On Biofuels Puts The Spotlight On Ethanol

The International Conference on Biofuels organised by the Society of Indian Automobile Manufacturers (SIAM) provided a good insight into the exploration of alternative fuels like ethanol for sustainable and carbon-free mobility.

Arushi Kak

Aligning with the Government of India’s vision to promote the usage of biofuels for transportation as part of yearround activities to promote ethanol, the Society of Indian Automobile Manufacturers (SIAM), the notfor-profit apex national body representing all major vehicle and vehicular engine manufacturers in India, conducted an international conference in Delhi recently. Held with the theme ‘Biofuels – A

Pathway Towards Sustainable Future’, the conference saw the coming together of government representatives, academics and various stakeholders. Also present at the event was Brazilian Ambassador André Aranha Corrêa Do Lago. Attracting industry people of diverse backgrounds with a singular objective of understanding how ethanol could be an alternative fuel in the interest of sustainable mobility, the conference was

organised in the form of three sessions – a Minister Plenary Session on ‘A Giant Leap for Biofuels – Ethanol Blending and Sustainable Alternative Towards Affordable Transportation (SATAT) Scheme’ followed by the Inaugural Session on ‘Improving the Urban Air Quality – Environmental Benefits of Biofuels’ and a Panel Discussion focusing on ‘Trends in Biofuel Production – Maturing into a Biofuel Economy’.

Against the background of the Government of India mandating SIAM to take promotional measures for ethanol in the country jointly with the Ministry of Heavy Industries (MHI) as a transportation fuel and the Ethanol Blending Programme being driven at the highest level by the government, Vinod Aggarwal, President, SIAM and CEO & MD, Volvo Eicher Commercial Vehicles, mentioned in his address that the Indian automotive industry is working closely with the government as the transition to

sustainable transportation through the implementation of stringent emission standards takes place. Stating that there is increased emphasis on alternative fuels, he averred, “Biofuels like ethanol offer a pathway towards a sustainable future that includes clean air and less dependence on imported oil.”

With the deadline for pan-India implementation of Ethanol (E-20) decided to be 2023 in terms of vehicle material compliance and 2025 for vehicles to be completely E-20 compliant, Aggarwal’s address set the tone for the rest of the event. Expressing that he is grateful to Union Minister Hardeep Singh Puri, Ministry of Petroleum and Natural Gas, Government of India; leaders from the automotive industry; experts; government officials; academia and other stakeholder associations including the ambassador and experts from Brazil for sharing their knowledge, best practices and experiences, he said, “Biofuels like ethanol support ‘Aatmanirbhar Bharat’.”

Puri stressed the need to explore and promote alternative energy resources to reduce dependence on the import of fossil fuels. He said, “Taking into account Amrit kaal: Vision 2047 goals, where we intend to grow our 3-trillion-dollar economy to 32 trillion dollars, our energy requirements are bound to rise to account for lifestyle, trade and manufacturing development.”

Informing that environmental conservation is critical to our developmental journey, the minister explained, “Under the SATAT

scheme, many entrepreneurs have established compressed biogas (CBG) plants to produce and supply CBG to oil marketing companies (OMCs). With the assistance of OMCs and other enthusiastic players, 37 CBG plants have been commissioned and approximately 9,000 tonnes of compressed biogas has already been sold.” “In order to make decarbonised mobility a reality, Indian automakers must stay on the path of sustainability,” he elaborated. A Guest of Honour, the Brazilian Ambassador, in his speech, drew attention to the strong relationship between India and Brazil on the road to ethanol adoption. He stressed the similarities between the two nations and concentrated on the advantages for India from using higher ethanol blends. The ambassador emphasised his support for SIAM’s efforts to promote low-carbon, sustainable mobility.

Ashwini Kumar Choubey, Minister of State, MoEF&CC, Government of India, said in his speech that the production and blending of biomass-based ethanol in the transportation sector is a step towards ‘Aatmanirbharta’. Sustainable mobility, including sector-specific decarbonisation policies and actions from the perspective of the Indian automobile industry, is essential for a global lowcarbon economy. The government’s SATAT programme envisions the use of compressed biogas made from farm waste or residue and low-carbon biofuels. It’s getting more crucial to blend ethanol to achieve GHG emission targets. The Indian government has committed to reaching a 500-gigawatt non-fossil energy capacity by 2030 and further lowering its anticipated carbon emissions by one billion tonnes. An effective ethanol programme could help India save foreign exchange to the tune of INR 300 billion per annum.

Made interesting and important by sharing of knowledge, best practices, experiences and by dissemination of learnings on biofuels (ethanol in particular) and regarding issues related to emissions, GHCs and decarbonisation in the automotive sector, the conference provided a glimpse of how sustainable mobility of the future would shape

up, the policies and regulatory as well as legislative frameworks that could arise in terms of biofuels and their usage. Pankaj Jain, Secretary, Ministry of Petroleum and Natural Gas, Government of India, mentioned in his address that the government is making efforts along with the energy sector participants to ensure a decarbonised, sustainable transportation. “The installed capacity of molasses-based distilleries has reached 426 billion litres and is probably going to reach 1.2 trillion litres for the practical target of 20 percent blending in gasoline,” he added. “Many new second generation ethanol production units will be erected across the country, similar to the plant that was opened in Panipat in August 2022,” Jain informed further.

Vikram Kasbekar, Executive Director, Hero Moto Corp Limited, gave a topical presentation on different ways in which the Indian automobile industry is gearing up for the incumbent changes due to biofuel adoption. His presentation provided an insight into customer experience in connection with the use of multiple fuels that promise carbon neutral mobility. Dr S S V Ramakumar, Director – R&D, Indian

Oil Corporation Limited (IOCL), spoke about the contributions and responsibilities of oil marketing companies in adopting low carbon fuels. He emphasised on information dissemination required for realising the benefits for farmers in the scheme of things concerning biofuels and the economic impact the use of such fuels would entail. C V Raman, Chairman, SIAM ENC and CTO, Maruti Suzuki India Limited, and Dr Plinio Nastari, President, Datagro, Brazil, also spoke about the use of biofuels at the event.

The session on ‘Trends in Biofuel Production – Maturing into a Biofuel Economy’ saw Shantanu Gupta, Executive Director, IOCL, give a presentation on compressed biogas as the future of ‘green energy’. Evandro Gussi, President, UNICA, Brazil, spoke about biofuel blending for green road transportation. He cited learnings from Brazil. Atul Mulay, President (Bio Energy), Praj Industries, spoke about biomobility and exciting new trends in biofuel production technologies. The panel discussion with joint secretaries from ministries, expert committee members and industry stalwarts turned out to be quite interesting. It saw the experts and

industry stakeholders discuss the various issues regarding ethanol blending, availability and sustainable transportation. Amit Mehta, Joint Secretary, Ministry of Heavy Industries, Government of India, talked about the requirements in terms of vehicle technology for smooth adoption of biofuels by the customers. Sunil Kumar, Joint Secretary, Ministry of Petroleum and Natural Gas, Government of India, spoke about the challenges of adoption of various biofuels in the entire value chain in India and the capacity required for a sustainable alternative fuel future.

Subodh Kumar, Joint Secretary, Department of Food and Public Distribution, Government of India, highlighted the role of farmers and how the adoption of biofuels will benefit them. He also drew attention to the capacities build by India towards the adoption of ethanol as an automotive fuel.

Gupta averred that the production of 2G ethanol and compressed biogas was important for economic and environmental goals. ETAC member Subhash Kumar stressed the need to look at the future of India beyond the current ethanol roadmap. MT

Unveiling The All-Electric Ultraviolette F-77

The Ultraviolette F-77 has been termed a performance motorcycle owing to its mileage, durability and speed.

Gaurav Nandi

Afirst glance isn’t enough to distinguish the beast from modern-day stylish bikes, but a closer look reveals that it operates on a battery and motor. Electrification of the automotive space is in full swing in India, with two-wheelers taking the top spot in terms of sales. In November 2022, the segment alone sold 76,400 units, followed by passenger three-wheelers that accounted for 35,409 units being rolled out. Despite a high rate of adoption, a persistent concern looms over bike lovers when it comes to inter-city travelling. But Bengaluru-based OEM Ultraviolette Automotive has unveiled its new offering to ease the woes of bikers. The F-77 has been termed a performance

motorcycle owing to its mileage, durability and speed.

Taking cognisance of visual appeal, the start-up has rolled out three colour schemes of the F-7 – Airstrike, Shadow and Laser. Widening the company’s technical landscape, the motorbike comes in two variants – F-77 and F-77 Recon. Diving deeper into versatility, the motorbike offers three riding modes – Glide, Combat and Ballistic. Nonetheless, the Ballistic mode can only be accessed when the battery has a minimum of 70 percent power. Announcing that a motorbike is an emotion, CEO Narayan Subramaniam mentioned that there are a few key aspects like identity, thrill, freedom and focus that are invoked by a motorbike. Apart

from these points, the F-77 conveys a futuristic mentality and a sense of timelessness, he emphasised.

Performance specifications

Stating that all of us wanted a sports motorbike at some point in our lives with the comfort of an everyday bike, Subramaniam said, “This was a challenge for us, but we believe that we have been able to map the two features together.” Combining the qualities of a performance motorbike with that of one that presents a comfortable commuter bike experience, the Ultraviolette performance electric motorbike is said to have a lot of modern tech riding on it. Though both variants are equally fashionable, they differ in

terms of peak output figures, battery capacity and mileage. The F-77 is engineered to produce a peak torque of 85 Nm and a power of 27 kW that can deliver an IDC range of 207 kilometres, whereas the F-77 Recon has a peak torque of 95 Nm, producing a power flow of 29 kW and delivering an IDC range of 307 kilometres. The base variant draws its power from a 7.1 kWh battery pack, while the enhanced version is fitted with a larger 10.3 kWh battery pack.

The company announced that the motorcycle clocks a top speed of 150 kmph and can go from 0 to 100 kilometres per hour in 8 seconds. Giving a closer look into the battery pack, CTO Niraj Rajmohan informed, “Presently, the SRB 10 is the largest battery pack in an electric motorcycle in India.” Battery packs for the base and Recon variant come with a standard warranty of three and five years, respectively, which can be extended. The battery can be easily charged using a standard or a boost charger anywhere with a 15 Ampere outlet, allowing one to travel for 35 and 75 kilometres, respectively, with per hour of charge.

Both the variants have a similar wheelbase, seat height and ground

clearance at 1,340 mm, 800 mm and 160 mm, respectively.

Behind the handlebar

With an increased height and the width of the handlebar that enables better control, the F-77 is underpinned by a steel trellis frame. The aluminium bulk head has been drawn from fighter jets. Ultraviolette Automotive has also brought out a personalised mobile app for the F-77 performance motorbike, which covers everything from ride analytics to fine tuning your performance.

The motorbike’s suspension system comes with a 41 mm USD fork at the front and a monoshock at the rear.

On the safety front, it is fitted with a 320 mm disc at the front and a 230 mm disc at the rear. Equipped with a 5-inch TFT dash and smartphone connectivity, the F-77 is undeniably the most technologically advanced electric motorbike in India and is backed by over five years of research.

According to Rajmohan, “Although built as an urban, high-performance sports motorbike, we at Ultraviolette have spent the last couple of years putting the F-77 through some of the roughest and extreme terrains and weather conditions across the

country, proving its capability and safety features. We cannot wait for customers across the board, both enthusiasts and seasoned riders, to experience the unparalleled performance and the Ultraviolette ownership journey.”

The limited edition

Expanding its mechanical prowess, Ultraviolette Automotive also unveiled the limited edition of the F-77. The range only has 77 units, uniquely numbered between 001 and 077. They boast of peak torque of 100 Nm, producing a power of 30.2 kW. However, it has the same battery pack and range of the Recon variant. The battery pack for this edition has a standard warranty of eight years and can be extended too. Commenting on the pricing, the company informed that the base variant costs INR 380,000 (ex-showroom), while the F-77 Recon is capped at INR 455,000 (ex-showroom). The limited edition has a higher price tag of INR 550,000 (ex-showroom). Best-suited for urban mobility, the motorbike is an outcome of the company’s thinking that the riding experience is defined by the rider and the machine as one entity. Bookings are open on the company’s website. MT

PMV Electric Unveils Eas-E Micro Car

The EV start-up has unveiled an electric micro car that promises to ease urban commuting woes.

Bhushan Mhapralkar

Supported by government subsidies, electric vehicles are growing in numbers. They are also providing opportunities to new players to enter the scene and enjoy a level field. New players are revisiting established norms and concepts regarding automobile design and development as they demonstrate agility and an ability to innovate without legacy baggage. They are also revisiting the norms that govern automotive manufacturing the world over. A Mumbai-based electric vehicle startup called PMV Electric has unveiled a micro 2-seater electric car called the Eas-E. Born out of the thinking of the company’s founder, Kalpesh Patel, who used to take an hour to reach his office some 10 km away in 2016, the Eas-E is termed a one-of-a-kind automobile that measures roughly half the width of a typical SUV. It is a two-box design that looks like a hatchback and is developed to be an ‘everyday’ car. Unveiled with an aim to project it as an electric micro car that fits the description of a Personal Mobility Vehicle, the e-micro car

could be had with a (claimed) range of 120, 160 and 200 km.

With a top speed of 70 kmph, the electric micro car can accelerate from 0 to 40 kmph in less than five seconds. Weighing roughly about 55 kg, the Eas-E measures roughly half of what an SUV would measure in width. Featuring the agility of a fighter plane, according to Patel, by the virtue of its size, the electric micro car is said to be capable of slipping through small openings in traffic. The driver is in the front seat, with the passenger behind him. Claimed to have the space to accommodate two adults and a child for their daily commute, the Eas-E is 4G enabled. With a cockpit that is laced with a pad-like instrument panel and yet another display with controls beside it, the electric micro car comes with different riding modes. Supported by the Eas-E Connect app, the electric vehicle features Eas-E mode for feetfree driving. A press of a switch on the 3-spoke multi-functional steering wheel has the electric car crawling forward in a dense and slow-moving traffic situation. The remote parking

assist enables the driver to get down and get the car to back up in a tight parking slot or come out of the slot before he can board. The operation is via the app. While the cruise control feature helps get the vehicle going at a certain speed and take the feet off the pedal, features like remote connectivity and diagnostics should add to the reliability equation of the Eas-E.

Featuring Bluetooth connectivity, onboard navigation and access to music control and call control via the connected smartphone, the electric micro car has taken shape in an era where over-the-air updates are becoming a norm. The Eas-E can be charged via any 15A outlet in three-to-four hours with the onboard charger. Stating that the Eas-E is a reflection of his and his company’s vision of future urban mobility, Patel averred, “The Eas-E is your everyday car to the world. The team and I have been very fortunate to have had this opportunity and work on a product that not only pushed our creative and innovative limits to raise the bar but also paved the way to create a new category in the Indian automotive industry called the Personal Mobility Vehicle (PMV), alongside the SUV, sedan and hatchback categories. We look forward to hitting the production as soon as possible.” To be offered across the country, the Eas-E can be booked by paying INR 2,000. Over 6,000 orders have already been received, according to Patel. These are from India and markets abroad. In talks with its partners to set up a manufacturing facility at Pune, PMV Electric is working towards commencing the deliveries in mid2023. The company plans to conduct test rides closer to deliveries. MT

New All-Terrain Tyre Platform From CEAT Tyres

CEAT Tyres is betting big on its new all-terrain tyre platform for SUVs called CrossDrive.

Bhushan Mhapralkar

Tasting success with its Czar all-terrain tyre platform, CEAT Tyres has introduced a superior all-terrain tyre platform called the CrossDrive. This platform is aimed at higher powered and large SUVs with wheel sizes of 17-inch diameter and more. Incorporating the company’s cutting-edge 3D sipe technology, the CrossDrive all-terrain tyre platform comes with a robust shoulder design that helps it adapt to allterrain applications. The tyre’s new carbon black tread compounds offer better grip (through a wider contact patch) as well as improved fuel efficiency. Touching on the overall sales of SUVs exceeding that of sedans, Arnab Banerjee, Chief Operating Officer, CEAT Tyres Ltd, mentioned that consumers want higher performing tyres with a trendy international design. Drawing attention to roads getting better and road travel increasing, he averred, “All-terrain tyres are used on-road for 80 percent of their time, while the remaining 20 percent is off-road.”

“With the new tyre platform, we have made sure that there is less noise on the road,” he quipped.

Extensively tested at the ‘NATRAX’ test facility in Pithampur and on off-road terrain near Indore, the new CrossDrive platform has been specifically designed for use across SUVs with 4X2 and 4X4 drivetrains. Offered in the aftermarket through the CEAT Tyres network of dealers

– CEAT Shoppe and Tyre Shop – as discussions to bag OEM contracts progress, the new all-terrain tyre platform highlights the adoption and incorporation of new technologies and designs to conquer challenging and diverse terrains. CEAT Tyres is partnering with Mahindra for its Thar SUV. It is also supplying tyres to Stellantis for its Citreon C3. To leverage its 50,000 selling points to push the CrossDrive all-terrain platform in the Indian aftermarket, the company will produce the

respective tyre range at its Halol (Gujarat) plant and the Chennai plant. Of the two, the Chennai plant is more modern and could play a pivotal role in the company’s export ambitions.

Emphasising the attention to safety and fuel efficiency, Banerjee explained at the launch of the CrossDrive all-terrain platform in Mumbai that they merged a lot of technologies with the help of their R&D centre in Frankfurt, Germany.

Announcing that they are looking at gaining a lot of traction with the new tyre platform, he averred, “The new tyre platform has been extensively tested for off-roading capabilities and city use to provide an experience that is the best of both worlds.” Stating that his company has 20 percent market share in the respective (all-terrain) tyre segment with the inclusion of the Czar all-terrain tyre range, Banerjee said, “Awareness for comfort and noise is fast increasing. The new CrossDrive all-terrain tyre platform marks yet another step in our efforts to make mobility safer and smarter every day by enabling enthusiastic SUV owners in India to confidently cross all terrains.” Commanding 10 percent of the total market share in the 17-inch diameter tyre segment and over 30 percent market share in the tyre segment above it, the company is expecting 50 percent sales for the new all-terrain tyre platform to come from exclusive channels.

Looking at expanding its exclusive outlets from 350 to 500 by 2025, CEAT Tyres has an upside of 30 percent from the current volume,

according to Banerjee. The Chennai plant is capable of being scaled up to produce 7,000 to 8,000 tyres. Of the opinion that the Czar tyre platform was benchmarked with the competition and the CrossDrive platform has been benchmarked with tyres in Europe, Banerjee touched upon claims in India being high. “In the wake of the high claims in India, the CrossDrive tyres in India have been engineered to be more robust,” he mentioned. Highlighting the importance of wet grip in Europe because of the wet driving conditions and snow, Banerjee commented that his company is keen to export the CrossDrive tyre platform to Europe. “We have a strong foothold in Europe,” he quipped. Italian tyre major Pirelli sold the global right to the brand name CEAT in 1983 to the RPG Group. As the flagship company of RPG Enterprises established in 1958, the roots of CEAT Tyres could be traced to Turin, Italy, where it was founded as Cavi Elettrici e Affini Torino (Electrical Cables and Allied Products of Turin) by Virginio Bruni Tedeschi in 1924. The establishment of a research and development

unit in Bhandup, Mumbai, in 1972 marked an important milestone in the growth of CEAT Tyres. The company is currently a major tyre manufacturer in the Indian market and other markets of the world. It produces over 40 million tyres a year and offers what is considered as the widest range among the various vehicle segments, including OTR. The tyres the company makes find application in heavy-duty trucks and buses, light commercial vehicles, earthmovers, forklifts, tractors, trailers, cars, motorcycles and scooters, as well as auto rickshaws. With an eye on the changing expectations of motorists in the export as well as domestic market, CEAT Tyres is keen to leverage the strong brand recall it enjoys in Europe (it was sold there as the second brand of Pirelli), according to a source close to the company. Closely observing the development of new technologies in the alternative fuel domain, and in electric vehicle domain in particular, the company benchmarked the CrossDrive tyre platform with similar tyre platforms in Europe from companies such as Continental. MT

Supercross India Pvt Ltd (SXI), under the aegis of the Federation of Motor Sports Clubs of India (FMSCI), officially announced the handing over of the Memorandum of Understanding (MoU) on 24 November 2022 for the exclusive commercial rights to launch the Supercross racing league. The league is titled Indian Supercross Racing League (ISRL). The MoU was handed over by Gautam Shantappa, Vice President, and Sujith Kumar, Chairman of Supercross Racing Commission of the FMSCI, to the promoters of the league. The MoU was handed over in a press conference held in Pune, India.

Supercross (SX) is a motorcycle racing sport involving specialised high-performance off-road motorcycles, with steep jumps and obstacles held on dirt tracks. FMSCI is the governing body of motorsports in India, recognised

by the Ministry of Youth Affairs and Sports, Government of India.

India at the global forefront of motorsports

According to Supercross India, the team’s vision is to have a worldclass Supercross sporting league in India, with participation from national and international racers. The team has entered into an exclusive agreement with FMSCI for a brand-based SX league in India. It has all the backing of the apex body for a pan-India league, with races held across major cities in India. Supercross claims that the main aim is to encourage participation from international and Indian riders, including women riders, and foster their participation in the near future. The league will look at the development of the sport at a grassroot level and will endeavour to bring India to the global forefront of motorsports.

Speaking on the occasion, Shantappa said, “We, from the federation, are very happy to have Supercross as our promoters for this particular discipline of motorsports, which is also a new format coming to India. In fact, I think this league format is the first in the world. The federation fully backs the SXI team and firmly believes that they would take the sport forward and elevate it to a new level. We are extending all support and help to the promoters, from the sporting part of it to take this discipline to new heights. As the Vice President, I am confident that SXI and FMSCI will work as a team and would make the league a huge success.”

Of the opinion that with younger organisers, the future of the sport looks bright, Kumar added, “It’s a matter of great happiness to see X-Racers coming back to the sport, playing different roles. I am proud

Indian Supercross Racing League Around The Corner

FMSCI handed over an MoU to Supercross India to launch the Supercross racing league.

Juili Eklahare

to say that we, in India, have the first franchise-based supercross league in the world.”

Creating new platforms

Sharing his views on the league, Eeshan Lokhande, Director, Supercross India, said, “We are really excited to host the league. We thank the entire team at FMSCI for all the support. The league will pave way for huge development in motorsports, and especially Supercross, in India. We are confident that the league will present a major sporting spectacle in India, entertaining the Indian audience. We plan to put India on the Supercross map of the world, with the vision that Indian riders be on the podium of the global Supercross races in the future.”

Emphasising Supercross India working with FMSCI, Lokhande said that the latter showed its complete support. He expounded, “The federation wanted young entrepreneurs to come into the sport, probably change the way it is done and create newer platforms. We humbly announce that we will make FMSCI, the sport of Supercross and its community very proud.”

Welcoming international participation

Lokhande said that Indian Supercross Racing League will set a new benchmark and it is a league that’s made in India. Enlightening some more on the league’s vision, he asserted, “The league envisions to open its doors to a lot of international participation. There are so many riders across the world but few platforms to race. The league will welcome the global Supercross talent and put India on the global Supercross map in the near future.”

Indian talent just as important

However, while doing so, Lokhande averred that they will never forget the talent in India. The children in this sport need a better platform to race. “We will give them that platform,” Lokhande said. “We envision to target about 100 new children in the first three years to join the sport and have a solid Indian participation, along with the international participation.”

The Supercross journey

Lokhande also highlighted his and his team’s journey in the

domain of motorsports. He cited, “We three (Lokhande; Veer Patel, Director, Supercross India; and Aashwin Lokhande, CoFounder and Director, Supercross India) go a long way back. As kids, we started racing with a passion. Going forward, that passion and friendship turned into competitiveness, winning championships and races and proving people wrong at so many points in our journey. We became the youngest national champions.”

Lokhande expressed that Indian off-road and enduro motorcycle racer C S Santosh had once said to him that he (Lokhande) is a great racer but might become a better manager for the sport. Recalling this, Lokhande said, “I think he was right. I am very proud to be with these two gentlemen (Patel and Aashwin Lokhande) who have been there since day one of our racing careers, competed, been friends and not walked away from the sport. We want to look back at the sport knowing that we have changed the way Supercross is held, transformed it and brought back the glory of the sport that it had.” MT

Hydrogen Power Across Brenner Pass

Mercedes-Benz has carried out its first altitude test with the fuel-cell truck.

MT Bureau

In its efforts to provide automobiles that are sustainable and green, Mercedes-Benz has carried out its first altitude test of the fuel-cell truck across the Brenner Pass, which is a mountain pass through the Alps and forms the border between Italy and Austria. It is one of the principal passes of the Eastern Alpine range, with a central section consisting of a four-lane motorway and railway tracks that connect Bozen/Bolzano with Innsbruck. The MercedesBenz GenH2 truck prototype made repeated runs after successfully completing the test on public roads that form one of the main arteries of European freight traffic (around 40 million tonnes of freight were transported by truck via the four-lane transit route located at an altitude of up to 1,370m in 2019 alone).

During the week-long test drives, the Daimler Truck engineers repeatedly crossed the Brenner Pass with the fuel-cell semi-trailer truck carrying a typical load on the 120-km highway stretch between Bolzano and Innsbruck.

On the high-altitude highway stretch that is witness to the passage of almost 2.5 million trucks per year, the hydrogen HGV prototype emitted water vapour as its only emission, mentioned a MercedesBenz Truck official. With the city of Bolzano in Italy serving as the base for the test drives as it hosts a hydrogen filling station (operated by H2 South Tyrol), the fuel-cell truck proto – a tractor head – provided important feedback regarding the interaction of fuel-cell and battery in demanding topography. While the topography of the surrounding area made it ideal for thorough performance tests of the fuel-cell system at various altitude levels, the tractor head’s travel up the Penser Joch mountain, which is at an altitude of 2,211m, provided impetus to the commercial vehicle maker’s forward-looking operating strategy on the Brenner route. It is now being incorporated into the further development towards the series vehicle. More test drives in mountainous terrain are planned for the coming year.

On its path towards a CO2-neutral future, Daimler Truck has clearly set its strategic course. It is consistently pursuing portfolio electrification with both battery-electric and hydrogenbased drives. The Mercedes-Benz GenH2 truck is being developed particularly for flexible and demanding applications in the important segment of heavy-duty transport and long-haul applications. The development goal is a range of 1,000 km and more. The start of series production is planned for the second half of the decade. The prestigious 2021 Truck Innovation Award was given by the ‘International Truck of the Year’ (ITOY) consortium to two Mercedes-Benz truck protos – the battery-electric eActros and GenH2 fuel-cell concept – on the basis of their highlighting a comprehensive approach to electric mobility and having a clear-cut long-term strategy to talk about. Daimler Truck was the first manufacturer worldwide to present a heavy-duty electric truck with a concept for urban distribution in 2016. In 2018, the eActros prototype premiered, and intensive customer trials started the same year. MT

By Antony Powath

Antony Powath is the President of PIN 365, the publishers of Tyre Trends and Motoring Trends. He travels a lot and is keen on learning new things, technologies and trends in the manufacturing space. An avid basketball player, he sees the opportunity often to bring out-of-thebox thinking to the business, by deploying the best practices of one industry to the other.

Brand Matters

We are all thrilled by the Football World Cup finals that just concluded. It is already said to be the best World Cup finals ever. When we think about football, it makes me remember Cristiano Ronaldo’s removal of Coca-Cola bottles at a Euro 2020 press conference. That was a major impact for the beverage giant, which made them lose about USD 4 billion in market value. So it goes to show that the strength of a player makes a big difference.

Visit us at: Hall No. 4GF, Stall No. 4.64

got wrestling stars like John Cena, who was given a Ford GT for free to be its brand ambassador. Ford’s GT, which is also called a muscle car, thought Cena would be a good brand icon. However, we know that it ended up with a lawsuit as Cena did not use the car but sold it and ended the matter by agreeing to pay a non-disclosed amount after the automaker sued him for breaching the no-resale contract on his 2017 Ford GT.

Partnering with the right brand matters a lot these days. Gone are the days where, just because you are a major star, people will follow the brand you endorse (though it may still work in some regions). The brand ambassador’s routine and lifestyle play a big role in the endorsement deals. Brand icons such as Virat Kohli are always associated with

The purpose of getting a brand icon or an influencer for a vehicle or paying them huge sums of money is that they get associated with the vehicle/brand and not just do it for the commercials or just during some exhibition like the India Auto Expo, which is easily India’s most anticipated automotive event. It should go beyond that. Sadly, it’s not the case and automakers should know that it won’t work nowadays. Brand icons should work much harder, and there should be a working relationship with the automaker. In the end, it should be like a long-lasting marriage.

being a style icon, an intelligent workhorse, having nothing but the best attitude, being a fitness freak etc. So he has brands like Myntra for style, MRF for ruggedness, Go Digital and Muthoot FinCorp for planning and intelligence. However, it has not worked in the same manner in the automotive sector. We have

There are a lot of resources such as planning, investment, time, engineering, style, safety (which is gaining more attention these days), market study, understanding, and last but not least, marketing strategy for launching a new vehicle out in the market. This goes for new cars, bikes or commercial vehicles. The new cars that have all new technologies and software plugged in to make the vehicles faster, more dynamic and safer play a huge role. So it is important to get brand ambassadors who actually know what these technologies like adaptive cruise control, lane departure warning/prevention etc. actually mean and are not just reading it off a script.

To summarise, it is critical for automakers to select the right brand partner because it can be a hit or a big miss. Let us see what the automakers have to showcase at the upcoming Auto Expo. Enjoy the show. MT