Commercial Vehicle June. 2009 Issue by Next Gen Publishing Ltd.

Rs. 100

Doosan maps India Hino offers exclusive preview • IRT studies TN STU passenger satisfaction

At the heart of the indian trucks & bus industry Volume 3 Issue 9 • June 2009

S K C U R T D N L I R M WO STOR

S ’ A T TA

With over 2.5 lakh Tata Ace on the road, youâ&#x20AC;&#x2122;ll find one in every corner. There are over two-and-a-half lakh Tata Ace on the road changing the lives of as many people.

Tata Motors Limited, 26th Floor, World Trade Centre - 1, Cuffe Parade, Mumbai - 400 005. Tel.: 022-66561820, 66561800. Log on to http://ace.tatamotors.com

Straightdrive The Indian electorate has proven smarter than it has been given credit for. It just voted back a government that was seen to be good intentioned but hamstrung by ‘allies’. The mandate is strong and one hopes that Pranab Mukherjee as finance minister and the able Kamal Nath as surface transport minister will do more to structurally stimulate the economy. In this, one would like to see a greater emphasis on infrastructure - in the shape of roads, ports and low-cost housing rather than populist measures like debt waivers and free power. The CV industry remains guardedly optimistic. The worst is clearly over and if freight movement continues to improve, it may end up in marginally positive territory by the end of this fiscal. Developments like the launch of the Tata Motors World Truck range will do much to deepen this latent optimism. Even while altering the way we perceive trucks in India, Tata Motors has made a strong statement about its intention to become a global player. The trucks, eight years in the making, can choose between Cummins, Doosan and Fiat Powertrain engines. The last more interesting, because it could unleash global synergies with Fiat’s Iveco. Tata Motors new MD –India Operations, the immensely capable and affable Prakash Telang, believes that the World Truck range would see strong volumes in India within 3-5 years. At a mature state 35 percent of sales could accrue from overseas markets. We are not talking small numbers here. A dedicated line capable of making 55,000 trucks has been setup in Jamshedpur, which can be ramped up to 1,50,000 units. Competition, both homegrown and global has its task cut out. In this context, Hino is getting a move on. We bring you an exclusive report on Hino’s three-axle 26-tonne rigids that will launched in India by August. An 8x2 tipper and a luxury inter-city bus will also be rolled out before the end of this fiscal. VECV’s Somnath Bhattacharjee also tells us that Volvo Trucks are doing just fine despite the slowdown. The company is increasingly looking at new applications like fire tenders and airport refuellers to flank the strongly performing mining tippers. Chennai-based Institute of Road Transport (IRT) has conducted a sur- Tata Motors’ new MD, PM Telang, vey on the factors going for and against believes that the World Truck STUs in Tamil Nadu. There are valuable range would see strong volumes insights that can be useful for public sec- in India within 3-5 years. tor bus operators in other states too. Staying with buses, Delite Technologies aspires to gain leadership in the aftermarket for interior and exterior bus components. Sealing-solutions specialist Victor Reinz has set up a new factory in Pune, with an expectation to develop newer products for OEMs as well as to penetrate the aftermarket. I end this piece with a mention on two Chennai-based companies. Construction equipment major Doosan will add 7, 14 and 70 – tonne excavators to its already robust family of offerings, even as a plant is expected to come up by 2010. Not too far away from Doosan is Namakkal Transport Carriers. The ODC transporter wants to spread its wings across India even as it works towards becoming an end-to-end logistics player. Sridhar Chari s.chari@nextgenpublishing.net

Commercial Vehicle Magazine 401B, Gandhi Empire, 5th Floor, 2 Sareen Estate, Kondhwa Road, Pune 411 040. India Tel +91-20-32930291 / 2 Fax +91-20-26830465 Email us at cv@nextgenpublishing.net Executive Editor Test Editor European Editor North Bureau Head Staff Writers Group Art Director and Production-in-Charge Art Director Senior Designers Assistant Designer Photographer Production Executive Administrative Executive Publisher Associate Publisher

Sridhar Chari Aspi Bhathena Michael Smith Munish Shekhavat Ahfaaz Khan, Ram Kumar Ramaswamy, Amit Chhangani, Bunny Punia, Adhish Alwani, Rohit Paradkar Atul Bandekar Ramnath S Chodankar Praveen B Nambiar Ravi Parmar Varun Kulkarni Sawan Sekhar Hembram Dinesh Bhajnik Roshni Bulsara Khushroo Bhadha Marzban Jasoomani

Regional Marketing Manager (North & East) Ellora Dasgupta Regional Manager (Tamil Nadu and Kerala) A. Mageshwar Assistant Manager Advertising (Delhi) Chanchal Arora Area Advertising Managers Niladri S Majumdar (Mumbai), Pramod Udupa (Bangalore), Y. Lingeswaran (Chennai) Sr. Response Executives Vidya Venkatesan (Mumbai), Sachi Kumar (Delhi) National Manager — Circulation & Subscription K Srikanth Assistant Circulation Managers Kapil Kaushik (Delhi) Sanjeev Roy (West) Subscription Supervisor Sachin Kelkar Tel +91 22 67525220 Fax +91 22 24448289 Regional marketing offices Next Gen Publishing Ltd. 2nd Floor, Khatau House, Mogul Lane, Mahim (W), Mumbai – 400016, India Tel +91 22 43525252 Fax +91 22 24448289 24 & 30 Okhla Industrial Estate, Phase III, Okhla, New Delhi - 110020, India Tel +91 11 42345678 Fax +91 11 42345679 #6, Unit No. 1115/16, 11th Floor ‘B’ Wing, Mittal Towers, MG Road, Bangalore -560001, India Tel +91 080 66110116/7 Unit No. 30, 3rd Floor, Modern Towers, No. 35/23 West Cott Road, Royapettah, Chennai - 600014, India Tel +91 44 39149889/90/91 Fax +91 11 39149892 Chandan House, 3rd Floor, Mithakhali Six Roads, Ahmedabad - 380006, India iews and opinions expressed in the magazine are not necessarily V those of Next Gen Publishing Ltd. Next Gen Publishing does not take the responsibility for returning unsolicited material sent. No part of the magazine may be reproduced in part or full without the prior express written permission of the publisher. Published by Khushroo Bhadha Next Gen Publishing Ltd., 2nd Floor, Khatau House, Mogul Lane, Mahim (W), Mumbai - 400016. Printed by Khushroo Bhadha Next Gen Publishing Ltd., 2nd Floor, Khatau House, Mogul Lane, Mahim (W), Mumbai - 400016. Printed at Kala Jyothi Process Pvt. Ltd, 1-1-60/5 RTCX Roads, Hyderabad - 20. Published at Next Gen Publishing Ltd., 2nd Floor, Khatau House, Mogul Lane, Mahim (W), Mumbai - 400016. Copyright 2006 COMMERCIAL VEHICLE All readers are recommended to make their own independent enquiries before sending money, incurring expenses or entering into commitments in relation to any advertisement appearing in the publication. Commercial Vehicle does not vouch for any claims made by advertisers for their products and services. The editor, publisher, printer and employees of the publication shall not be held liable for any consequence in the events of such claims not being honoured by the advertisers. All disputes are subject to the exclusive jurisdiction of competent courts and forums in Mumbai only. Executive Editor Sridhar Chari

June 2009 / Commercial Vehicle /

What’s inside Straight Drive

what’s inside

Sridhar Chari

Letters

CV News

IRT’s home truths for TN’s STUs

The research body has put together a comprehensive assessment of the factors driving passengers towards and away from Tamil Nadu’s STUs.

Delite’s Eagle soars

The Delhi-based maker of interior and exterior parts for buses is firing on all cylinders.

Victor Reinz seals plan for India

The upcoming greenfield facility near Pune is a shot in the arm for this sealing solution provider as it aims to enhance its presence in the Indian aftermarket.

Cover Story

Hino takes strike Moving a step closer to the official launch, the company showcases its 26-tonne GVW multiaxles at a customerdealer preview held in Mumbai.

MB vans target construction sector

The German auto major is training guns on the construction equipment segment to offset slow demand in the other quarters.

The World Trucks storm in Tata Motors has lived up to expectations. In the World Truck range, we have products that will not only contemporarise the Indian CV scene but also gain considerable ground in overseas markets.

Steering without skids

It pays to take note of a few commonsense safety tips before operating a skid steer.

Volvo’s hybrid bus premiers

Swedish city Göteborg witnessed the world premiere of Volvo’s hybrid bus.

DTNA gets innovative

The Innovation Truck from DTNA highlights the kind of technologies that one can expect in heavy haulers.

Siam data

76 78

Size matters for NTC ODC specialist, Namakkal Transport Carriers is spreading its wings beyond south India. It intends to become an end-toend logistics service provider.

YOUR VOICE

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Doosan maps India

VECV looks at interesting opportunities

The excavator range will be beefed up by offerings at both ends of the market. A manufacturing facility in South India is also under active contemplation.

Somnath Bhattacharjee, EVP sales, marketing and aftermarket VECV and President Volvo Trucks India tells us that besides mining, some other niche applications are proving exciting for Volvo’s heavy haulers.

45 june 2009 / Commercial Vehicle /

letters to cv

JCB opens world’s largest backhoe plant

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Wipro to unveil D-Series FET • Behr India bets big on truck cabin ACs

of r e t Let month Nano v/s three-wheelers This is with respect to the news article question is very debatable. But the

published in the May 2009 CV issue stating that the Nano could affect three-wheeler sales. As a passenger, the in-built safety of a car relative to that of a three-wheeler will always appeal to me. Moreover in a country like India where there are extreme climatic variations, travelling in closed confines of a car will spare passengers from exposing themselves to showers, biting cold and sweltering heat. So from a passenger point of view, the Nano will certainly be preferred option over a three-wheeler, even if he is required to pay a bit more. But for this option to be available, Tata Motors would need to offer the Nano as a commercial vehicle, which it certainly would at some point of time in future. So the next question is, will a potential buyer prefer a Nano over a three-wheeler for commercial applications? Will he shell out a bit more even as he overlooks the slightly lower fuel economy of the Nano? The answer to this

At the heart of the indian trucks & bus industry

DCnner for

stu s d l i bu Volume 3 Issue 8 • May 2009

SRK

I feel that there will be a class of buyers who will opt for a Nano knowing that they would be in a position to offer a different transport solution. And if they are aware that there is a class of customers who will avail of superior services albeit at a higher cost, than they will not hesitate to go for a Nano. Moreover Indian customers also look for multi-purpose applications. If shelling something more can offer ownership of a car, which can also be used for personal transport, then why not? 09 CV_May_cover.indd 1

■ Avinash Bhagwat, Nagpur

Kudos to DC The coach built for SRK by Dilip Chhabria is simply scintillating. It is simply remarkable as to how this master auto designer is able to transform his designs from a drawing board to reality. A couple of months ago, your magazine had featured another classy coach developed by DC for Sanjay Dutt. Looking at both these buses, it appears as if we are witnessing the start of an altogether new market for customised buses. Apart from Bollywood personalities, I think corporate houses and tour operators could also be potential customers for this segment. Currently there

is no such offering available in India which apart from transporting passengers, also offers other basic facilities like a kitchen, toilet and a bathroom. A 20seater coach built on a Volvo or a Mercedes with these amenities will definitely do wonders in the tourism segment. A similar kind of coach equipped with Wi-Fi facilities can enable officials to travel to their business establishment and at the same time utilise their travel time for doing their work. ■ Dalbir Singh, Chandigarh

Mobile classroom – need of the hour I was really impressed with the project being implemented by Hounslow Creative Media Consortium wherein they are using a 26-tonne Iveco truck as a mobile classroom. I must say that this concept is more applicable in our country where almost 35 percent of the population is illiterate. Two parties can initiate this process, one is the government and other is the NGOs. The government should set up some kind of a system wherein every municipal corporation should have at least a couple of mobile classrooms. These

classrooms can then travel to various villages and teach children. NGOs can also be involved in regulating such projects. Apart from teaching children, these vehicles can also be used for spreading various awareness campaigns. Any big vehicle can be utilised for this, not necessarily a high end one. All in all, the project makes sense and can be implemented successfully if pursued seriously. ■ Suresh Nagpal, Hyderabad

Pen down your views and queries to Commercial Vehicle, NextGen Automotive, 401 B Gandhi Empire, 5th Floor, 2 Sareen Estate, Kondhwa Road, Pune 411040, INDIA. or Fax +91 20 26830465 or Email cv@nextgenpublishing.net / Commercial Vehicle / June 2009

5/5/2009 5:10:52 PM

CV Monitor

news

news / cv monitor

Industry speculates M&M-CAT JV for tractor engines

here has been widespread speculation that domestic tractor maker Mahindra & Mahindra is likely to form a 51:49 joint venture with construction equipment giant Caterpillar to manufacture tractor engines. The two groups are said to be in advanced talks over the setting up a manufacturing facility in India that would produce Caterpillar tractor engines for the US market. The plant would subsequently become a global hub for Caterpillar. In addition to tractor engines, M&M would take up Caterpillar’s remanufacturing business (Cat Reman) which refurbishes and restores used machinery and technologies in a number of countries. Neither of the mentioned companies has confirmed the reports as yet. It may be

recalled that Mahindra’s truck manufacturing partner Navistar recently joined forces with Caterpillar to produce heavy-duty vocational trucks. Meanwhile, industry

experts note that a joint venture between M&M and Caterpillar would be highly beneficial for both the groups. M&M, which happens to be one of the top tractor makers in the world, can exploit new opportunities in the global market. On the other hand, the $45 billion Caterpillar can derive a cost advantage thanks to a global hub in India. The construction equipment major already has a wholly-owned subsidiary in the country. ■

Cargo movements rise as CV rentals dip

tatistics indicated at a rise in cargo movements in the country, catalysed by increased spending in rural and semi-urban areas. Goods movements were further supported by truck rentals that had gone down to an extent in conjunction with the recession. While cargo traffic at major ports fell by about 3 percent during October 2008January 2009 year-on-year, it further dipped by 4.2 percent in February. In parallel with the falling demand, truck rentals went down by 18-25 percent since December 2008.The Indian Foundation of Transport Research and Training (IFTRT) noted that decreased rentals were followed by a 1.2 percent year-on-year rise in cargo traffic at major ports in March. Meanwhile,

ALL-Nissan to expand ALL focuses on MCVs product portfolio and buses

n account of the changing market s c e nario, the Ashok Leyland-Nissan joint venture planned to expand its product portfolio. The JV initially had planned to produce 3, 4 and 6tonner vehicles for the domestic market. However, R. Seshasayee, managing director, Ashok Leyland recently revealed that the partners are considering adding some more products. Some of these products will be exported to overseas markets, he mentioned. Seshasayee further noted that the joint venture is considering the use of the car manufacturing facility of Nissan-Renault in Chennai, to roll out trucks. In any case, the car manufacturing facility that at one point included M&M, Nissan and Renault is not about to be used at optimal capacity in the near future. The All-Nissan venture said that there was a delay in land allotment for the dedicated CV plant. The company will start rolling out products in 2011. ■ / Commercial Vehicle / june 2009

a good harvest and increased spending in rural and semi-urban areas demanded larger movement of agricultural commodities and consumer goods. Market research agency Crisil added that the stimulus afforded by election expenditure could also be a reason for the increased movements of white goods and fast-moving consumer durables across the country. Truck rentals that had fallen till February, increased by about 10-12 percent in March and April. Rentals are expected to further go up with increasing cargo movement. …Steel sector grows well Steel majors said that the industry witnessed buoyancy with fairly high demand from the auto sector. Tata Steel saw about a 31 percent growth in April on a year-onyear basis. JSW Steel reported more than a 100 percent increase in sales during the month owing to demand from

shok Leyland has shifted its focus to medium commercial vehicles (MCV), especially on buses. Seshasayee said that there was a steep fall in demand for HCVs such as trailers and multi-axle vehicles at the moment. The company wants to maintain its focus on mediumduty vehicles till recovery begins and liquidity improves. Vinod Dasari, chief operating officer, ALL said that the company’s bus business is doing quite well. Ashok Leyland received orders to supply 2,800 buses to a number of city transport departments under the JNNURM scheme. It will also supply 875 high-specification buses to the Delhi Transport Corporation and 120 buses to various state transport undertakings. Meanwhile the CV major expects to formalise a joint venture company with John Deere by the end of July. ALL said that the partners have already identified land for setting up the required facility. ■

infrastructure sector in semi-urban and urban areas. The company set up a new production line at its Vijayanagar plant to meet demand. India’s largest steel producer SAIL witnessed about 68 percent rise in April sales. Essar Steel reported 15 percent increase in sales mostly due to rising demand from the auto sector. The Indian Railways also confirmed higher activity in steel transport in March when it witnessed an increase of about 2 million tonnes. It also saw an increased growth in cement and coal transport. Analysts expect that as cargo movememnt increases, sales of trucks will also pick up. Some experts are anticipating about a 7-10 percent growth in the CV industry this year. Leading automaker Tata Motors’ CV business for April has already been shown as positive. ■

Logistics sector yet to recover

hile good news has come from the agricultural sector, FMCG, steel and coal movements, the logistics sector is yet to experience any sign of recovery. The Transport Corporation of India (TCI) said that freight volumes have not picked up as yet. Vineet Agarwal, executive director, TCI said that without a sufficient increase in freight volumes, the CV industry would not pick up. The forecasted 7-10 percent annual growth was overstated, Agarwal added. Manoj Mohta, head of research, Crisil expected an 8-10 percent

fall in truck sales this fiscal due to a weaker economy. He said that banks are wary of financing small operators. Many of the small transport firms have not been able to repay their vehicle loans. Meanwhile, R. Sridhar, managing director of Shriram Transport Finance (STFC) Ltd said that the used truck market will see greater business

at this point in time. It may be noted that banks and financiers have a high number of vehicles with them that are either repossessed or surrendered by defaulters. ■ june 2009 / Commercial Vehicle /

CV monitor / news

PRESTIGIOUS BUS...

Daimler to shed 2,300 jobs in Japan

lobal CV leader Daimler AG (DAI) recently announced a downsizing of its workforce at its Japanese unit, Mitsubshi Fuso Truck and Bus Corporation (MFTBC). The company said that as an effective adjustment to market cycle, it has to cut its product portfolio by 50 percent and shed 2,300 jobs by the end of 2010. As for streamlining the product portfolio, MFTBC informed that the number of product variants will be reduced by 50 percent by the end of next year. It will also

reduce the parts variance by 30 percent around the same time. However, MFTBC will maintain a high-value product line and continue to invest in new products, it said. The automaker hinted that it is developing a new light-duty truck. The company will close the Oye facility near Nagoya. The light bus production of this plant will be transferred to the plant at Toyama. The company plans to optimise operations at the Kawasaki plant as well. With regard to job cuts, MFTBC said that it will reduce its global workforce by

about 300 direct and 2,000 indirect jobs by the end of 2010. The staff reduction will be managed through age retirement, voluntary leaves and second career support. MFTBC said that complete restructuring of the company would cost about 260 million Euros. Meanwhile, it estimates a 760 million Euro improvement in annual earnings by 2011. MFTBC has already taken some shortterm initiatives to cope with the market. Since the fourth quarter of 2008, the company reduced its inventory level by 45 percent by temporarily shutting down some plants. In the first quarter of 2009, MFTBC slashed expenses by 20 percent and reduced salaries of employees. As part of its long-term measures, the automaker will also close its Thailand plant by the end of 2009. The facility produces light, medium and heavy-duty trucks for the local market. Daimler plans greater utilisation of its Portugal plant which would produce selected models of the company’s next-generation LCVs. The automaker has indicated a greater focus on BRIC countries. It may be recalled that a couple of months ago, Daimler announced that it was going ahead with its Indian venture even as partner Hero Group pulled out. Meanwhile, the Germany-based company is in the process of forming a 50-50 truck and engine joint venture with China’s Beiqi Foton Motor Co. In another development, Daimler has acquired a 10 percent stake in Russian truck maker Kamaz. ■

Another name of

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Telang succeeds Ravi Kant as Tata Motors’ MD

ata Motors’ board of directors has promoted Prakash M. Telang, executive director of the company’s Commercial Vehicle business, as the next managing director. Telang succeeded Ravi Kant, who turned 65 on 1st June. According to the company policy, Tata group executives and whole-time directors retire at the age of 65. However, the leading automaker retained Kant as the non-executive vice-chairman of the company. Tata Motors said that Telang anchored the company through its roughest patch, while also being key in the development of the successful Tata Ace. He also played a vital role in initiating a complete makeover in the company’s operations and leveraging domestic and international growth. Telang, a postgraduate from IIM, Ahmedabad, joined Tata Group in 1972 through the Tata Administrative Service cadre. ■ 10 / Commercial Vehicle / june 2009

SWARAJ MAZDA LIMITED : Corporate Office : SCO 204-205, Sector- 34A, Chandigarh, Ph : 0172-2647700-10 (PBX), Fax : 2615111 Zonal Offices : Ahmedabad, 203-205, 2nd Floor, Avdesh House, Opp. Gurudwara, Near Thaltej Cross Roads, Sarkhej, Gandhinagar Highway, Ph : 079 - 26857603 , 604, Fax : 26857603; Bengaluru, 468, 39th ‘C’ Cross, 10th Main Road, 5th Block, Jayanagar, Ph : 09980909759; Bhopal, 227, Balbir Bhawan, (Behind Sargam Cinema), Zone - II, M.P. Nager, Ph : 0755-2576853, Fax : 2464017; Chennai, Adwave Tower, T. Nagar 9, South Boag Road, Ph : 044-24345564, 24360391, 24343825, Fax : 24332595; Hyderabad, Flat No. 301, Esteem House, D.No. 6-3-456/20, Dwarkapuri Colony, Punjagutta, Hydrabad, Ph : 041-66466099; Kochi, Near Tharikkakara Juma Masjid, Judge Muku, Thrikkakara, Ph : 09895205141; Kolkatta, 215/B, Jodhpur Park, Ground Floor, Ph : 033-24722527, Fax : 2471970; Lucknow, 2/174-B, Vijay Khand, Gomti Nagar, Ph : 0522-2396860, 2396780, Fax : 2301793; New Delhi, C-24, Malvia Nagar, Ph : 011- 26672560, 26672561, Fax : 26672563; Pune, Survey No. 52/1/1/, Plot No. 16, Ist Floor, Aggarwal, Arcade, Above Citi Financial Bank, Chandan Nagar, Nagar Road, Ph : 02027013755, Fax : 27013863

CV monitor / news

Mahindra launches CNG variants of LCVs leader in the 2 to 3 tonne GVW pick-up category with a market share of 85 percent for FY09.

eeping in mind environmental issues, Mahindra has introduced CNG variants of its entire range of small commercial vehicles. The products include pick-ups as well as 3-wheelers. The CNG variant of the Maxx Maxi Truck (MMT) features Bharat Stage-III engine that outputs 69.5HP and 170Nm of torque. The vehicle has a loading area of 36 square feet and a payload capacity of 820 kg. The pick-up features 15-inch wheels with added grip to ensure go-anywhere capability and safety. The automaker claims that with the latest CNG technology, the MMT will save up to 40 percent fuel costs in comparison to a diesel-powered small 4-wheeler load carrier. The CNG-run pick-up is also claimed to have a range of 250 km on a tank-full of gas. M&M’s CNG-Kit incorporated in the MMT has a single Electronic Control Unit (ECU) to control ignition, the fuel system and engine speed. The vehicle also features a battery cut-off switch that isolates the battery from the electric system in case of an emergency. An added safety feature of the MMT is an engine cut-off facility which prevents the engine from starting 12 / Commercial Vehicle / june 2009

while the vehicle is being refuelled. The vehicle has a CNG level indicator and a low fuel indicator as well. With the Maxx Maxi Truck’s CNG variant, M&M addresses the need of small and medium scale enterprises. The automaker has put a price tag of Rs.3.79 lakh (ex-showroom Delhi) for the UV. Mahindra’s other CNG-run vehicles include the Bolero Pik-up, the large 3-wheeler Champion and small 3-wheeler Alfa. The Champion was in fact the first CNG-run commercial vehicle from M&M’s stables. Meanwhile, the Alfa CNG has been designed as a modern cargo carrier with innovative features such as a larger capacity cylinder, dual petrol and CNG options and greater comfort and safety. On the other hand, the Bolero Pik-Up CNG has the distinction of being the first CNG-run goods carrying pick-up in the country. This model is also claimed to offer up to 40 percent saving in operational costs in comparison to diesel-run vehicles in its segment. Mahindra & Mahindra started introducing the CNG variants as part of its Sustainable Mobility Solutions Programme. M&M said that in FY09 it was the market

… revamps tractor business Following the acquisition of Punjab Tractor Ltd (PTL), Mahindra & Mahindra has incorporated changes to its tractor business to focus on different segments of the market. It has decided to position the M&M tractors at the upper level and the PTL products to cater the lower-end market. The company also separated the two segments’ front-end businesses. Henceforth, M&M and PTL will have separate sales channels and different marketing and dealer networks. Meanwhile, Anjanikumar Choudhari, president of M&M Farm Equipment Sector said that the back-end operations such as sourcing, manufacturing and product development would remain common for both sub-divisions. As part of management reorganisation, the company transferred some key personnel from M&M to PTL. Bishwambhar Mishra has become the MD of PTL, Mandeep Sachdeva has taken over the sourcing department and Partha Banerjee has become the head of manufacturing.

The Mahindra Group has postponed investments of around Rs.300 crore for a new tractor facility in south India. The company took the decision keeping in view PTL’s production capacity of 60,000 tractors that has remained underutilised. ■

CV monitor / news

M&M FES to tap Africaâ&#x20AC;&#x2122;s tractor market

fter making aggressive moves in China, Mahindra & Mahindraâ&#x20AC;&#x2122;s Farm Equipment Sector (FES) now looks at Africaâ&#x20AC;&#x2122;s tractor market which is set to grow considerably. Analysts estimate the market to grow to one lakh units (annually) in the medium term. Mahindra has already entered the continent with setting up assembly plants in Nigeria, Namibia, Ghana and Gambia. The company exports semiknocked down units to these countries and assembles them locally to cater the region. Meanwhile considering the growing potential, FES plans setting up more such plants in Angola and Chad. Anjani Kumar Choudhari, president of FES said that the company has already received an order for 800 units from Angola. He estimates Africaâ&#x20AC;&#x2122;s present tractor market at 20,000 units. Meanwhile, FES foresees multifold increase in the potential as the region is rich with natural resources. Moreover, local governments are focusing on improving the agricultural sector with mechanisation. Chaudhari noted that FES witnessed a 10-fold increase in sales between 2005

and 2009. Out of the companyâ&#x20AC;&#x2122;s total export figure of 7,013 tractors, Africa consumed about 1,600 units. The third largest tractor maker witnessed a 20 percent drop in demand in the US. The recession-hit market consumed about 4,000 FES tractors in the last fiscal. Meanwhile the company has found huge potential in China and went for a second venture there, to tap the potential. Mahindra FES plans to sell at

BOI to finance Tata CVs

ank of India has entered into an agreement with Tata Motors to finance its commercial vehicles. Accordingly, the bank will offer loans up to 90 percent of invoice, for loans up to Rs.10 lakh for tenure ranging up to 6 years. It will lend at a rate of 10.25 percent to 10.75 percent. The service will be available at all metro, urban and semi-urban branches of Bank of India. In addition, the service will be available at Tata Motorsâ&#x20AC;&#x2122; 329 sales touch points. Both the automaker and the bank said that the Indian economy is reviving. With this, demand for commercial vehicles, especially LCVs and MCVs would pick up in rural and semi-urban areas. At such a time, loan options have to be competitive to support growth. â&#x2013; 14 / Commercial Vehicle / june 2009

least 35,000 tractors in China this calendar year. â&#x2013;

ACGLâ&#x20AC;&#x2122;s Q4 net profit dips 87 percent

he Automobile Corporation of Goa Limited (ACGL) reported a fall in its net profit for fourth quarter ending on 31 March. The bus body maker posted a net profit of Rs.1.13 crore for the Q4 as against Rs.8.76 crore in the corresponding period of last year. The companyâ&#x20AC;&#x2122;s reported net sales of Rs.46.65 crore during the quarter this year. Last year, its net sales for Q4 had crossed Rs.114 crore. ACGL which manufactures bus coaches, sheet metal components and assemblies, has production facilities in Sattari, Goa. In January, reduction in demand had forced the company to temporarily shutdown one of its factories. â&#x2013;

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IndusInd Bank to focus on vehicle loans

ndusInd Bank Ltd. has said that it will focus only on vehicle finance during this fiscal. Romesh Sobti, managing director and CEO of IndusInd said that vehicle finance is the core business of his bank and they will focus on growing it this year. This business alone accounts for 55 percent of the bankâ&#x20AC;&#x2122;s total loan book. IndusInd will not pursue other retail loans like home loans, education loans, this financial year. Sobti added that the bankâ&#x20AC;&#x2122;s net non-performing assets (NPA) in the vehicle business is 1.7 percent as against the industry average of 4.5 percent. IndusInd has a Rs.7,200 crore vehicle finance business with a gross NPA of Rs.179 crore. It is a Hinduja Group company. Back in June 2004, the group merged the vehicle financing company Ashok Leyland Finance Ltd. with IndusInd. â&#x2013;

...builds â&#x20AC;&#x2DC;Coca-Cola University on Wheelsâ&#x20AC;&#x2122;

he Automobile Corporation of Goa Limited (ACGL) made a customised bus for soft-drink major CocaCola India which has named it Coca-Cola University on Wheels. The bus was made as part of the soft-drink companyâ&#x20AC;&#x2122;s retail training programme â&#x20AC;&#x2DC;Parivartanâ&#x20AC;&#x2122;. The University on Wheels will go to tier-II and tier-III towns across the country to train retailers there. The interior of the bus has been designed as a classroom for 20 people. It has been accessorised with plasma TVs, laptops and LCD projectors. The Coca-Cola University on Wheels has visited cities like Agra, Ludhiana, Chandigarh, Lucknow, Bareilly, Haldwani, Bilaspur, Kolkata, Faizabad, and Rajamundry. It also has gone to small towns like Hoshiarpur, Nakodar, Phagwara, Malerkotla, Barnala, Khanna and Moga. â&#x2013;

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CV monitor / news

STFC to tie-up with private financiers

he largest financer for pre-owned trucks, Shriram Transport Finance Company (STFC) intends to have assets under management of Rs.30,000 crore this year. To penetrate the market better and improve operational efficiency, it plans to tie-up with private financiers. R. Sridhar, managing director, STFC noted that the market would need about Rs.1,00,000 crore to replace old vehicles. STFC, which currently manages assets worth Rs.24,000 crore, wants to tap this business potential via small players. These smaller financiers usually don’t have access to bank credits. STFC will partner with

them to focus on the used truck financing business. The company has already identified about 500 such financiers. It would extend credit support to small players, while allowing them to use the Shriram brand. Besides, the partners will have access to STFC’s nation-wide network, marketing and technology. The company said that it will share the cost of vehicle with these financiers and help them in creating assets. Such a venture would be profitable for smaller players as the transaction process would become more organised. These partners can also take Shriram Group’s business further ahead by cross-selling other products such as insurance and mutual funds. The revenue and profit generated from the business will be shared between STFC and the concerned partners. Initially, STFC will rope in about 130-140 financiers for leveraging the business. This year, Shriram Transport Finance plans to organise more truck bazaars in all of its branches to attract vehicle owners and prospective buyers. At such truck bazaars, STFC will facilitate transactions among sellers, intermediaries and buyers. The company will also re-enter the reconditioned trucks. Sridhar indicated that the company is close to formalising a tieup with a leading independent brand-neutral player in the automotive sector. It may be noted that, a few years ago, STFC had a tie-up with Cummins as part of Shriram

Recon Trucks. Sridhar opined that the economic slowdown has primarily affected new commercial vehicle sales. He pointed that STFC has loyal customers in the form of used vehicles buyers. When they upgrade their fleet with new vehicles, they come back to the same financier. Sridhar added that STFC was successful in changing banks’ and other financial institutions’ outlook towards the needs of small truck operators. Now they are providing enough funds to Shriram Transport Finance. ■

Tata Motors may offload part of Daewoo stake to repay JLR loan

ccording to media reports, Tata Motors could sell some stake of its profit-making Korean subsidiary to repay parts of the Jaguar-Land Rover loan. Sources said that stake sale may also be pursued with respect to HV Axles, HV Transmissions, Tata Motor Finance, Tata Technologies and Telco Construction Equipment (Telcon). Tata Motors has not confirmed the reports as yet. However, the group recently sold one percent of its stake in TCS, the largest software exporter of the country. ■ 16 / Commercial Vehicle / june 2009

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ZF-Continental to develop hybrid drive for CVs

utomotive component makers ZF Friedrichshafen AG and Continental entered into an agreement for development and production of hybrid drives for commercial vehicles. According to the agreement, ZF will develop and produce a hybrid drive system and work on system integration. Meanwhile, Continental will be the in charge of lithium-ion battery accumulator and system electronics. ZF has conceptualised a parallel hybrid transmission drive. With the hybrid transmission, both the electric engine and the combustion engine can be actuated in parallel. Meanwhile, it also allows separating the two engines with a clutch. Rolf Lutz, group executive of the Commercial Vehicle and Special Driveline Technology division of ZF said that as the parallel hybrid concept utilises existing vehicle resources in the driveline, the system can be implemented in a profitable manner. The flexible system can be used to for both mild hybrids and full hybrids. It also uses the entire range of hybrid functions such as

18 / Commercial Vehicle / june 2009

the start-stop function, regeneration of braking energy (recuperation), support during acceleration (boosting), and electric starting. These technologies help a fully-hybrid vehicle to save up to 30 percent fuel in city traffic, claimed ZF. Continental, which is already into volume production of lithium-ion batteries for cars, will develop battery technology to make it suitable for commercial vehicles. Both the companies have developed some energy-accumulating systems. However, the partners will put joint efforts into developing a flexible system that can be integrated in different vehicle concepts. The system will provide an output of 60 kilowatt in the initial phase. This energy accumulating component will be employed in hybrid drives for light trucks. The hybrid system will allow

the combustion engine to support while starting the vehicle as well as during low speeds. Continental and ZF plan to employ two such components for city bus applications. The system with a total output over 120 kilowatt will be enough to set off a bus in purely electric driving mode. The agreement envisages volume production of this energy accumulating system in 2011. The two companies have set out to meet challenges of the future, when combustion engines could be banned within city limits. In this context, ZF says that its present customers will have the advantage owing to flexibility offered by parallel hybrids. Its hybrid system can be integrated into existing manual and automatic transmissions. The autocomp maker says that the weight gain on account of wiring, battery, and cooling systems is moderate. Besides, the downsizing of the combustion engine, and elimination of the standard 24 volt battery and starter would counterbalance the vehicle weight. Presently, standard PTOs (Power Take-Off) in vehicles constantly consume fuel. In a hybrid vehicle with powerful generator, electric PTOs would only need fuel when operational. ZF and Continental count on many such advantages of hybrid drivelines that can be useful for intra-city vehicles. â&#x2013;

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‘Superbrand’ JK Tyre reports profitable Q4

yre major JK Tyre has been selected as a Superbrand for the year 2009-10. It is the only tyre brand in India to get the honour this year. Meanwhile, the company reported Operating Profit (EBITDA) of Rs.72 crore in the fourth quarter (January-March 2009). According to its un-audited financial results for Q4, the company’s Profit Before Tax (PBT) stood at Rs.22 crore. The tyre maker’s net sales were worth Rs.851 crore during the period. In the third quarter, the company had reported net sales of Rs.780 crore with a loss of Rs.37 crore. Dr. Raghupati Singhania, vice chairman & managing director, JK Tyre said that the company is back on its growth path after a very difficult six month period of July-December 2008. The two quarters witnessed

soaring rubber prices as well as drastic fall in tyre demand hurting the domestic tyre industry badly. JK Tyre has taken another financial decision regarding its accounting year. Until now, the company’s accounting year ended on September 30, 2008. But in the last financial year, JK Tyre extended the period till March 31, 2009 to include 18 months. The company reported net sales of Rs.4,904 crore with PBT of Rs.42 crore for the 18 month-period.

ity. With this, the company’s production capacity for truck radials has shot up to 8 lakh units per annum from 3.67 lakh units earlier. Besides, the tyre major has an Rs.120 crore-project on track, to expand its off-the-road (OTR) tyre production capacity. The expansion project is expected to be completed by the first half of 2010. ■

…doubles truck radial capacity JK Tyre has expanded its truck radial tyre manufacturing facil-

Tops customer satisfaction index

ccording to a survey by J.D. Power Asia Pacific, JK Tyre ranked highest in customer satisfaction among original equipment tyre manufacturers in India. The survey conducted for OE Tire Customer Satisfaction Index (TCSI) analysed new vehicle buyers’ satisfaction with original equipment tyres based on five key factors. The bases were appearance, durability, ride, traction and handling. The study was based on responses from 3,363 new vehicle owners with 12 to 18 months of ownership. JK Tyre scored 811 out of 1,000 20 / Commercial Vehicle / june 2009

points to top the list. Mohit Arora, senior director at J.D. Power Asia Pacific, Singapore informed that JK Tyre also showed the greatest improvement since 2008 among brands included in the study. MRF with 804 points secured the second position. Arora said that problems such as excessive tyre noise while driving, poor traction on wet roads and recurring flat tyres caused high negative impact on customer satisfaction. Such factors were also considered as safety hazards, he added. The study noted that overall satisfaction has declined by 10 points to an average of 798 this year as against 2008.

Besides, the percentage of customers reporting a problem with their OE tyres has increased from 19 percent in 2008 to 22 percent this year, pointed the study. Meanwhile, it reported increasing number of customers accessing organised service providers such as tyre manufacturers and dealers for maintenance and servicing. Although roadside mechanics offer convenience, organised retail outlets were preferred owing to enhanced service experiences, service standardisation as well as pre-determined and fair charges. Besides, customers trusted the organised sector for better-trained technicians. ■

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Ashok Leyland reports 33 percent dip in MHCV sales

ommercial Vehicle major Ashok Leyland Ltd (ALL) reported a net profit of Rs.190 crore for the 08-09 fiscal. However the figure was down from the previous year’s net profit of Rs. 469 crore. The company said that the market witnessed a 33 percent contraction in demand for medium and heavy duty commercial vehicles during the slowdown. ALL sold 54,431 vehicles during the fiscal as against 83,307 units in the previous year. Sales turnover for FY09 stood at Rs.5,981.07 crore in comparison to Rs.7,742.58 crore in FY08. The CV maker has adopted various measures including warehouse rationalisation to reduce pipeline inventories. The company has already slashed its investment plan for 2009-12 from Rs.3,000 crore to Rs.2,000 crore. However it will not curtail product development outlay, said R. Seshasayee, managing director, Ashok Leyland Ltd. He added that the upcoming facility in Uttarakhand will be operational by the end of this fiscal. The plant will have an initial capacity of 50,000 units. ALL said that the additional 20,000 engine capacity at Ennore is on ground. Ashok Leyland has also developed two versions of the new generation Neptune engines in collaboration with AVL, Austria. The 4-cylinder engine has a power output in the range of 160-230 HP whereas the 6-cylinder engine outputs in the range of 270380 HP. These engines will be used in ALL’s modern truck range that are to be built on the modular UNITRUCK platform. Ashok Leyland plans to launch these models in April 2010. ■

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Tata Motors FY09 net down 50 percent at Rs 1,001 crore

V L

eading automaker Tata Motors reported a net profit of Rs.1,001.26 crore for the year 2008-09. Affected by the downturn, the figure went down by 50.7 percent in comparison to the previous year’s net profit of Rs 2,028.92 crore. Tata Motors reported gross revenue (standalone) of Rs 28,599.27 crore during FY09 down from last year’s Rs.33,093.93 crore. The company sold a total of 5,06,421 vehicles in the domestic and overseas markets during this fiscal, as against 5,85,649 units in the previous year. It sold 2,65,373 units of commercial vehicles in the domestic market. The sales figure for the previous year was 3,12,935 units. Tata Motors said that the demand contraction was triggered by high interest rates and unavailability of finance. However, the company claimed to have increased its market share in commercial vehicles to 63.8 this fiscal from 62.2 in the last fiscal. It said that small commercial vehicles such as the Tata Ace and the Tata Magic have offset slow demand in MHCVs. ■

M&M registers higher sales but lower profits

ahindra & Mahindra reported a net profit of Rs.836.8 crore for the fiscal 2008-09. In the previous fiscal, the tractor and utility vehicle maker had posted net profit of Rs.1,103.4 crore. However, positive news came from the company as its gross revenues and other income in the FY09 stood at Rs.15,072.2 crore, a 13.3 percent rise from the Rs.13,301.4 crore in the previous year. The group’s consolidated gross revenues and other income for the fiscal grew by 8.9 percent to Rs.29,099.7 crore from Rs.26,726.2 crore in FY08. It may be noted that the group has 97 subsidiaries, 4 joint ventures and 11 associates. It also merged the wholly-owned subsidiary Punjab Tractor Ltd during this fiscal. ■ 22 / Commercial Vehicle / june 2009

VECV to take on biggies in HCV segment

olvo Eicher Commercial Vehicles (VECV) is bidding to enter the high-tonnage vehicles segment that has been dominated until now by Tata Motors and Ashok Leyland. Siddhartha Lal, managing director and chief executive officer, Eicher Motors revealed that within a year, the joint venture will rollout heavy-duty trucks including 6x4 variants. VECV at this stage, plans a full range of tonnage starting from five tonner to 49 tonner vehicles. The Eicher range will have products with five to 40 tonne capacity. The Volvo range on the other hand will start from 31-tonner, 8x4 tipper to 49-tonner, 6x4 vehicles. Lal mentioned that there are further plans to produce over-dimensional goods carrier with up to 150 tonne gross combination weights. The company sees huge potential in the domestic HCV sector. At present, Tata Motors and Ashok Leyland have about 87 percent share in the heavyduty goods carrier market whereas Eicher enjoys about 8.2 percent share. Volvo, on the other hand, has high-end products in tipper and high-tonnage segments. The joint venture is expected to gain from technology sharing, and sales and service network of the two partners. Lal added that the company will focus on the aftermarket areas such as service and spare parts as well. ■

Surplus fund ups Eicher Motors’ net profit

icher Motors reported a 45 percent increase in its net profit touching Rs.24 crore during its first quarter ended March 31. The recent profit came on the back of interest earned on the surplus fund of about Rs.1,100 crore accrued to Eicher while formalising the joint venture Volvo Eicher Commercial Vehicles (VECV). The company’s earning before taxes (EBITDA) increased by 15.9 percent to Rs.43.1 crore in comparison to Rs.37.2 crore the previous corresponding quarter. On the downside, the CV maker witnessed an 11 percent drop in net sales to Rs.591.89 crore. Siddhartha Lal, managing director and CEO, Eicher Motors said that the operating margins remained under pressure due to a 49 percent drop in domestic sales. ■

India Motor Parts Q4 net up 85 percent

ndia Motor Parts & Accessories Ltd (IMPAL), a TVS Group company reported over 85 percent jump in net profit for the fourth quarter ended March 31. It posted a net profit of Rs.5.46 crore during this quarter as against Rs.2.94 crore made during the Q4 of 2008. Net profit for its financial year stood at Rs.17.36 crore as against last year’s Rs.12 crore. For the first time, net sales of the company crossed the Rs.300 crore mark. N. Krishnan, managing director of the company said that sales of more profitable products helped to achieve better profits. IMPAL, a debt-free company has 48 outlets across the country and is the largest auto-parts distributor of India. Krishnan added that the company’s business is credit-driven and it earned about Rs.92 lakh as interest on its credit to customers. IMPAL claims that it has provided credit to about 10,000 customers in India. ■ june 2009 / Commercial Vehicle / 23

ARAI adds new road simulator for light trucks

he Automotive Research Association of India (ARAI) added a new ‘four poster road simulator’ with high capacity, which can test light trucks besides cars. The simulator will help vehicle developers to get faster test results bypassing the physical test of products on the field. ARAI said that with help of the simulator, manufacturers can complete vehicle testing within weeks. It will provide statistically valid data at a substantially lower cost in comparison to the traditional field test. ARAI also upgraded the multi-axis road simulator at its Structural Dynamics Laboratory. The prime vehicle testing centre upgraded the facilty’s servo hydraulic system with about 20 actuators and 24 channels. The simulator, with three degrees of freedom at each wheel will be suitable for testing large automobile frames along with suspensions. ■ 24 / Commercial Vehicle / june 2009

Head Office : - 60/7-8 Naresh Park Extension, Najafgarh Road Nangoli New Delhi -110041 Mobile - 09871474716, 09312433899, Phone - 011 - 25944367- 25943527, E-mail - grd_bus@yahoo.co.in

Today GRD is known name of the field of luxury coach building. GRD operates from a sprawling state of the art factory equipped with complete range of machines for cutting, bending, welding & grinding operation apart from an inhouse paint shop. Quality tooling are for working on steel & aluminium inputs. A team of about 85 highly skilled & experienced workforce is directed employed at GRD. ‘GRD’ today churns out highly acclaimed luxury coaches.

In 1982 a first generation entrepreneur Sh. Jagdish Kukreja started a small bus body building facility at nangloi, New Delhi. Beginning with just 10 employees & 200 sq.Yards shed and a capacity to build two buses per month and humble beginning soon grow in its strength of quality products. Order started pouring in & the business grew from strength to strength.

he Reserve Bank of India recently said that banks and NBFCs can include specific clauses regarding repossession of vehicles, while lending loans. The move boosts the power of banks power to repossess financed vehicles in case of loan defaults. Banks have responded positively saying that the move would lessen risks and boost lending. Some years ago, the Supreme Court had given a verdict in favour of a car owner whose vehicle was repossessed by the financing bank. Banks said that the verdict biased in favour of the defaulting borrower dissuaded financiers from repossessing financed vehicles and assets. The matter resulted in the tightening of vehicle financing by lending institutions. However, the apex bank recently drafted new guidelines for lending institutions. Accordingly, banks will include clauses in the loan document on the process and the conditions under which their vehicle can be repossessed in case of default in repayment. Besides, the guidelines now clearly differentiate between recovery agents and repossession agents. Mahesh Thakkar, general secretary, Finance Industry Development Council said that the industry needed this differentiation to handle the issue effectively. Earlier, repossession agents were confused with recovery agents which clouded matters. Banks said that the formal guidelines will provide some degree of comfort to lend now. The Indian Banks’ Association (IBA) is also expected to issue a clarification on the matter. Asked whether lending activity would increase in case the IBA clarification comes in, the head of loans at a leading bank said, ‘It should, because the financials will become easy on credit.’ ‘We finance both old and new vehicles and the margins are very high in old-vehicle financing. With the code of conduct in place, even marginal cases will get clearance from credit departments. This will definitely boost auto financing, especially for commercial vehicles.’ ■

Model - Guru XL

he Brihanmumbai Electric Supply and Transport (BEST) will add 550 semi-low floor, single deck buses to its 3,900 strong fleet by the end of June. The city transport authority is augmenting its fleet under the JNNURM scheme. Accordingly, the BEST committee has passed a decision to purchase 550 Ashok Leyland-made non A/c buses running on Compressed Natural Gas (CNG). The deal is worth Rs.127 crore. However, in accordance with the JNNURM regulations, ALL will have to provide the buses by June 30. After the deadline, the supplier will have to pay a fine of Rs.5 lakh per day, informed Ravi Raja, a committee member of BEST. The transport authority will also add 200 King Longmade A/c buses to its fleet. Furthermore, BEST will purchase 250 midi buses which will run on narrow roads of the city. With the augmented fleet, BEST will introduce new routes within city limits enhancing connectivity. It has already introduced four new routes for A/c buses. The routes are Backbay depot in South Mumbai to Cadbury Junction in Thane, Backbay-Dahisar, Backbay-Oshiwara depot and Cadbury Junction-Nehru Planetorium (Worli). ■

PRESENT A UNIQUE BLEND OF AESTHETIC & TECHNICAL FEATURES

RBI eases vehicle repossession by banks

GURU RAM DASS

Mumbai’s BEST to augment bus fleet

Body Builders

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Tata Motors adds hi-tech features to Ace

ALL Engine R&D head selected as SAE Fellow

ata Motors has introduced an advanced technology in its Ace range that promises to save fuel in the light commercial vehicle. The leading automaker added a ‘stop-start’ technology which turns off an idle engine if the vehicle remains stationary for over 10 seconds. Pressing the clutch pedal restarts the engine again, provided the ignition key is in ON mode. The system helps saving fuel by ruling out unnecessary fuel consumption e.g. at traffic signals. According to the company, it could increase fuel efficiency of the Ace by 6-10 percent. In addition to this, it will contribute to lower quantity of emissions. The automaker has developed the technology indigenously in a year. The feature will be introduced in other trucks and vehicles, said the company. Tata Motors informed that Ace variants featuring stop-start technology would cost Rs.10,000 more than their conventional siblings. The company launched the new model in Kolkata at an ex-showroom price of Rs.3.03 lakh. The new variant now features 5-speed transmission to attain higher speeds. Moreover, it comes with bigger 13-inch tyres to offer higher ground clearance. Tata Motors will introduce the model in other cities in a phased manner. ■

shok Leyland’s Head of Engine R&D, Dr. P.A. Lakshminarayanan has been selected for Fellow Grade Status by SAE International. The acclaimed fellowship is the highest grade of membership issued by it. SAE International is a global association of more than 1,21,000 engineers and related technical experts in the automotive, commercial vehicle and aerospace industries. It chooses 20 of its long term members each year on the basis of significant contribution to society’s mobility technology through leadership, research and innovation. Dr. Lakshminarayanan has been chosen for his research related to combustion, flows and tribology in internal-combustion engines as well as for development of various other engines. He has written 39 research papers on related subjects, three of which have received national and international awards. The technocrat has five patents to his credit as well. He has already been awarded with the topmost honour of the Indian Automotive Engineering Society, which now is a part of SAE-India. Dr. Lakshminarayanan, who earlier worked for Kirloskar, has been actively involved in the design and development of 26 different direct-injection diesel engines till date. ■

Centre denies subsidy for imported hybrids

he government recently turned down request for a subsidy, to import hybrid vehicles. Instead, it wants similar technology to be developed indigenously. Dr. Surajeet Mitra, additional secretary, Department of Heavy Industries recently said that the hybrid technology should be indigenised. But government would not reduce custom duty to import it. Mitra also raised concern over increase in imported components. He pointed that while the Rs.24,000 crore investment in the domestic auto industry during 2008-09 was encouraging; the 31 percent increase in autocomp imports was worrisome. The government is considering imposition of anti-dumping duty on imports of cheap auto components. ■ 26 / Commercial Vehicle / june 2009

MMRDA starts monorail project in Mumbai

he Mumbai Metropolitan Region Development Authority (MMRDA) has started working on the first phase of its monorail project in the city. The authority has planned a 100 km network of monorail in the metropolitan area by 2016. Once completed, it is expected to benefit places as far off as Kalyan, Bhiwandi and Panvel. The total project is likely to cost about Rs.12,000 crore. The city development authority went for monorail as the needed infrastructure can be built easily and at a faster pace in comparison with other mass transport systems. Monorail systems are supported on one metre-wide, 6.5 metre-tall pillars that would not disrupt existing road infrastructure and traffic. Besides, monorail with four coaches is claimed to ferry 8,000 to 12,000 people per hour. The system is

not very noisy which makes it suitable for dense residential areas. The authority also counts on the cost of execution of the system which is lesser than laying a conven-

tional rail system. The MMRDA is learnt to have roped in an international consultant for preparing a detailed project report. The first phase looks at developing a 19.54 km stretch connecting Gadge Maharaj Chowk in central Mumbai with Chembur station in the eastern suburbs. The first phase of the project worth Rs.2,460 crore has been awarded to a consortium of L&T and Malaysia-based Scomi Engineering. The developers have started developing this line. ■

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Malaysia’s Weststar acquires LDV

alaysian vehicle importer Weststar Group acquired the distressed UK-based van maker LDV. The UK government extended LDV a ‘one-off’ £5 million bridge loan to keep it afloat till the acquisition is completed. Following the approval of the bridge loan, LDV’s parent company GAZ agreed to sell LDV and its associated supplier company ‘Birmingham Pressings’ to Weststar. In accordance with the loan terms, the latter will have to complete the deal in four weeks. Syed Azman, CEO, Weststar Group said that the deal would help his company to own an international brand with first class products.

It will also facilitate Weststar’s access to European markets and technology at an affordable price, he added. It may be mentioned that back in 2007, the Weststar Group had an alliance with LDV to exclusively market, assemble, distribute and service the full range of LDV Maxus LCVs in 20 countries in Asia and the Middle East. A couple of months ago, when LDV made the distress call, certain section of Indian media had reported that the UK

Pakistani transporters prefer Indian buses to Chinese ones

A government had approached Mahindra & Mahindra. However, M&M had denied any such move. ■

Michelin opens Truck Service Centre near Jaipur

he tyre major opened a state-of-the-art Michelin Truck Service Centre (MTSC) in Kotputli, Rajasthan. It is the company’s first branded service centre in India. The centre has advanced equipment such as computerised truck tyre alignment machine, truck tyre balancing machine, truck tyre repair machine, etc. The 5,000 sq. ft facility will offer end-to-end tyre-related services for trucks at competitive prices. Jean Paul Caylar, CEO, Michelin India said that the centre will offer services mainly for radial tyres. Michelin is promoting radials by claiming that they can ensure up to 10 percent better fuel-efficiency. The facility will also double up as a showroom for Michelin products. ■

ccording to Pakistan’s ‘The News’, local transporters raised concerns over the government’s plan to import 800 CNG buses from China. The Urban Transport Union (UTU) mentioned technical and financial reasons related to Chinese buses. It further added that CNG buses from India could be a better option to meet Pakistani requirements. UTU President Arshad Khan Niazi said that a Chinese CNG bus costs about Rs.40 lakh whereas an Indian bus is available at Rs.15 lakh. The Indian buses are also better suited to Pakistan’s poor infrastructure. Niazi mentioned that a local transport company had imported 52 Chinese buses, which didn’t last beyond three years. The buses could not run on rugged roads and needed frequent maintenance, he alleged. Besides, spare parts for these buses were costly and short in supply. Niazi further added that as the CNG buses would be a completely new concept, the lack of infrastructure would badly affect maintenance of these vehicles. He suggested importing a dozen of these vehicles for performance tests instead of immediately going for a bulk imports. Meanwhile, the Regional Transport Authority (RTA) secretary Chaudhry Iqbal defended the Chinese bus supplier, stating that maintenance and supply of spare parts was assured. He said that though the Indian buses are priced lower than Chinese products, government policy hinders imports from India. Iqbal added that the Pakistani government has announced a 25 percent subsidy on imported buses. However, transporters have responded that the government should offer soft loan options and special packages to promote CNG bus procurement. ■

...globally reports negative Q1

yre major Michelin said that it witnessed dipping sales in all of its markets except China, during the first quarter. The company noted that decline was most apparent in OE business and in truck tyres in general. While its sales fell by 14.2 percent, sales volume dropped by about 24 percent. The tyre maker gained 7.7 percent in China, whereas, demand in the Indian and Malaysian markets remained flat. Meanwhile, other Asian markets such as Japan and Thailand showed decreased demand. It further added that collapse of the Russian market led to over 10 percent drop in de28 / Commercial Vehicle / june 2009

mand in Europe. However, demand in North America seems to have stabilised but at very weak levels, noted Michelin. The company’s sales figure was about $4.5 billion in the first quarter. Michelin’s original equipment business was 62 percent down in Europe whereas it witnessed 45 percent drop in North America. Demand for replacement tyres also decreased in line with lower levels of vehicle movement. Dick Wilkerson, chairman and president of Michelin North America said that it is taking appropriate action to manage invento-

ries and adjust with lower market demand. The company has decided to shutdown a BF Goodrich plant in Opelika, Alabama by October 2009. The plant employs about 1,000 workers. Wilkerson added that demand for Michelin’s earthmover tires and X-One wide single truck tires continues to be strong. The tyre maker doesn’t expect a rebound in the near term. However with various measures, it targets generation of positive free cash flow in 2009. ■

Greaves Cotton gets new chief

rabhakar Dev has taken over as the new managing director and CEO of Greaves Cotton Limited with effect from 4th May 2009. A post graduate from IIM, Ahmedabad, Dev has over 35 years of industry experience that includes holding top management positions. Prior to his new appointment by the board, he held the position of deputy managing director in Greaves Cotton. As the MD and CEO, Dev will entail overseeing the company’s operations and performance. He will also provide impetus to Greaves Cotton’s growth plans. ■

...reaches 2 million light diesel engines milestone

E CORRIGENDUM In the May, 2009 issue on page 13, we had inadvertently carried an image from Volvo Buses India Private Limited’s (VIBPL) Hoskote facility, instead of one representing Volvo India Private Limited. VIBPL maintains that there has been no shutdown at its manufacturing operations. The error is regretted.

ngine manufacturer Greaves Cotton recently announced that it crossed the two million mark for light diesel engines. The company which had started manufacturing these engines in 1977 touched reached the first million only as late as December 2004. This aspect buttresses the tremendous growth that has occurred in recent years for Greaves Cotton. The Rs.1350 crore engine maker currently produces over 2,50,000 single cylinder light diesel engines per year. Prabhakar Dev, who has recently taken over as MD and CEO of the company said that Cotton Greaves has become one of the largest manufacturers in the world to produce such engines. These products’ power output ranges from 4HP to 11HP. Many 3-wheeler manufacturers use these engines in their products. Besides single-cylinder engines, Greaves Cotton manufactures twin-cylinder engines for 4-wheeled LCVs and construction equipment. The company has ten manufacturing facilities in India. ■ june 2009 / Commercial Vehicle / 29

CV monitor / news

news / cv monitor

Rasandik plans 3-wheeler plant in Mysore

utomotive component maker Rasandik Motors has announced its intent to increase its presence in the 3-wheeler market. The Haryana-based company has said that it will set up an autorickshaw assembly plant at the Nanjangud industrial estate near Mysore. Mohan Lal Sukhal, vice-president, Rasandik (commercial) said that the plant, expected to come up on a 20-acre plot of land would be ready by the end of this year-end. The plant will procure spares from Rasandik’s Greater Noida facility and assemble them in Mysore. M S Ramaprasad, director, Rasandik said that cost for transportation and assembly of spares would prove to be almost five times lower than transporting ready made vehicles. As operations get into the second phase, Rasandik plans to manufacture all parts of the three-wheelers except engines. The company had showcased seven variants of three-wheelers at the 2008 Auto Expo. Rasandik plans to showcase more variants in the near future. The future products would include three variants of passenger carriers in 3+1, 6+1 and 7+1

he Mumbai Metropolitan Region Development Authority (MMRDA) recently invited tenders from global players to build a multi-modal transport hub at Wadala. The project worth around Rs.1,400 crore will be built on a 115 hectare area. The transport hub will be used by state transport undertakings as well as private operators. The city development authority looks at a bus terminal built to international specifications which will have space for at least 400 buses and parking slots for 50 buses at any given point of time. Moreover, all required facilities like waiting rooms, cloak rooms, toilets, wash rooms, restaurants, food plaza, plus a budget hotel for lodging and boarding will be available. The bus stand will have a public address information system as well. The MMRDA said that the project will be undertaken on design, build, operate, own and transfer (DBOOT) basis. The transport hub is being planned alongside a proposed 101-floor building that would be the tallest tower in India. The MMRDA invited global tenders for this 526-metre tower which is estimated to be worth Rs.4,000 crore. ■ configurations. Meanwhile, the goods carrying variants will be a delivery van, loader, mobile shop van, garbage collector and a garbage tipper. Rasandik is an Rs.300 crore autocomp

manufacturer catering to automakers such as Tata Motors, Cummins, New Holland Tractors and many car makers. The company already has plants at Sohna, Greater Noida, and Pune. ■

Highway projects to be restructured to attract bidders

he Committee of Infrastructure (CoI) headed by the Prime Minister of India has decided to redesign highway projects in order to attract bidders. The high-powered 30 / Commercial Vehicle / june 2009

MMRDA invites global bids for multi-modal bus terminal

committee suggested to the Planning Commission that the National Highway Authority of India (NHAI) should avoid high-cost structures and postpone constructing new bridges while re-designing projects under various phases of the National Highways Development Project (NHDP). The Centre finally stepped in as a number of sanctioned highway projects did not find any bidders because of profitability issues. The committee blamed over-engineering for the failure. It added that there is a need to

bring down the scale of highway projects to make them acceptable to private players. According to sources, the committee asked the NHAI to reduce the design period from 20 years to 10-15 years. It also suggested that projects should be designed to meet 10-year traffic projections and to provide for augmentation after 10 years. As for the bridges, the committee suggested building six-lane bridges and service lanes where traffic exceeds 60,000 PCUs (passenger car units). It directed the highway authority to postpone construction of new bridges till the capacity of existing bridges gets exhausted. The CoI expects the redesigned projects to attract new bidders. In a parallel development, a Committee of Secretaries too has directed the NHAI to restructure highway projects. ■

ChrysCapital offloads some stake in STFC

rivate equity company ChrysCapital recently sold about 5 percent stake in Shriram Transport Finance Company (STFC) to ICICI Prudential Life Insurance Co Ltd. The former sold the stake for Rs.300 crore which was more than 8.5 times its average investment cost in STFC. The vehicle financing company’s strong performance helped the stake holder to gain at a time when most of the market seemed weak. For the fiscal 2008-09, Shriram Transport reported profit after tax at Rs.612.40 crore, an increase of about 57 percent. Revenues of the company jumped by more than 49 percent to Rs.3,692.43 crore. ChrysCapital had invested about Rs.100-120 crore in STFC and owned 17.26 percent stake in the company. After selling the recent stake, the company still holds more than 10 percent in STFC. ChrysCapital has a total of $2.25 billion under management with portfolios like Mahindra Financial Services, Amtek Auto, ING Vysya Bank and Axis Bank. ■

STFC to mobilise Rs 1,000 cr. from bonds

ccording to industry sources, Shriram Transport Finance Co (STFC) plans to mobilise Rs.1,000 crore from the retail bond market. The premier vehicle financing company will float non-convertible debentures (NCDs) of 3-5 years maturity to mop up Rs.800 crore. It plans to raise the rest of funds by way of subordinated bonds with over five years of maturity. The company would submit a draft prospectus with Securities & Exchange Board of India (SEBI) and submit the final prospectus after two weeks after gathering public opinion on the issue. STFC expects to hit the market by the end of June, sources added. The company would sell both instruments to retail investors. ■ june 2009 / Commercial Vehicle / 31

interview

Somnath Bhattacharjee

Somnath Bhattacharjee / Interview

Somnath Bhattacharjee, Executive Vice President, Sales ,Marketing and aftermarket, VECV and President Volvo Trucks India states that the mining segment will remain key, but a few other interesting segments are also starting to open up. Interview Sridhar Chari

‘70 percent of our sales comes from repeat purchases’ 32 / Commercial Vehicle / june 2009

It has been slightly over 10 years that Volvo entered India. How do you think the company has made a difference? We are proud of the fact that Volvo ushered in fully-built trucks in India. They were a game changer in a market that had until then not seen world-class offerings. Volvo brought in a high performing product that also reflected a concern for the environment. Of course the journey was not easy. It took a while to convince people on the merits of a truck that was priced 4-5 times higher than locally-made products. But those initial efforts have paid off as customers perceived the superior cost per tonne/cost per cubic metre proposition that we were offering. Today, Volvo can boast of a population of over 5,000 trucks. Starting off with a 100 percent market share in completely virgin territory, we still hold on to a share of more than 70 percent. The market for premium European standard trucks is currently at 1,500 units each year and it is growing at 20 percent per annum. What are the key growth avenues for Volvo Trucks within VECV? The iron and coal mining industry has and will remain the growth driver for us. At a GDP growth rate of 8-9 percent, the country had an energy deficit of 14 percent. Even after accounting for reduced GDP growth at 5-6 percent, there will still be an energy shortage of 10 percent. Naturally, the demand

The Volvo FH tractor is used in ODC transport applications.

for coal will be high as also for high performance tippers. This being the case, we expect sales to be at best flat this year, despite the difficult economic conditions. In order to provide proper lifecycle value to customers, we have more than 80 service outlets in the off-highway and mining segment in places like Singareni, Hyderabad, Bangalore, Chandrapur, Kolkata, Mumbai and Nagpur.

Riding on this presence, we can offer a comprehensive on-site and off-site maintenance programme - the Volvo Flexible Modular Container workshop. There are two more tools behind this trip – driver training and Dynafleet Trip Manager – the online computer analysis tool on vehicle trip parameters. In fact, we can ensure 90 percent parts availability for machines that work as many as 20 hours a day in mines at depths of almost 100 metres. This is the reason, for 70 percent of our sales coming from repeat purchasers.

A FM Tipper at a mining site

june 2009 / Commercial Vehicle / 33

interview / Somnath Bhattacharjee

Besides the mining segment, do you see other interesting applications for these powerful trucks? We are looking at applications like fire tenders. India is a country with a huge urban population density, but with very poor hazard and emergency management systems in place. You only have to look as far as the 26/11 attacks in Mumbai to understand this aspect. Mumbaiâ&#x20AC;&#x2122;s Fire Service needed powerful fire tenders equipped with hydraulically operated ladders to quell the fire and rescue people trapped in the Taj. Similarly, sayâ&#x20AC;Ś handling a chemically triggered blaze in a factory would require a high capacity foam tender. Lastly, we must not forget the aviation sector where aircraft need bigger fuel dispensers as also fire tenders. So considering all manner of fire trucks like water bowsers, fire tenders and foam tenders, we are talking of a market of some 800-1,000 units per annum in India. Of this number, the addressable market for premium players like Volvo is about 200 units per annum. We are in touch with various body builders who in turn are also tapping into foreign players to develop the next generation of fire fighters for India. However, I wish to add that besides the high sticker price of such offerings, a key challenge will be to homologate them for Indian conditions.

There is a pressing need for such large fire trucks.

34 / Commercial Vehicle / june 2009

An oil tanker application.

There is also significant scope for our FH tractor when it comes to Over Dimensional Cargo applications. On special permission, the 520 HP truck can lug as much as 200-300 tonne of cargo for industries such as wind, hydel and thermal power. It is also frequently used in transporting ultra-heavy cargo from the port to the worksite. The tractor can also be used for transporting modular pre-stressed concrete panels which are used in the construction of flyovers. Considering that concrete is high density material, it takes a FH tractor to ensure efficient transport. Our trucks are also deployed in small numbers as petroleum tankers. In our view, this market segment is over supplied. And, only a few MNC oil companies are keen to opt for premium petroleum tankers. Volvo Trucks got into the pre-owned trucks business recently. How has that panned out? The pre-owned truck business, which was started about 18 months ago, stems from our efforts to provide lifecycle value to our customers. After using a tipper at the mines for 4-6 years, a customer may want to opt for a new truck. Now, it would

be easier for this operator to acquire the working capital and even a surplus for a fresh purchase, if he can get the right value for the old truck. That is where we come in. VECV can refurbish the used truck and even offer a limited warranty. This product can now be used in another application. We have seen such trucks being used as water bowsers, concrete mixers and boom pumps. In developing these applications, we have tie-ups with reputed equipment makers and body builders. The end result is that the second buyer too gets a truck that offers real bang for the buck. We have been selling about 100 used trucks per annum. â&#x2013;

Powerhouses like these are needed to get the Volvos moving.

Exclusive

Hino

hino / Exclusive

At a time when foreign players are shying away from the Indian market, Hino Motors is getting ready to launch a couple of next generation trucks.

Hino takes strike

companies have been tying up with foreign body builders. Such a high profile in body building will be timely, considering the huge scope for new applications. Hino is mulling 14 to 16 cubic meter tippers, bulkers, garbage compactors and

FM8JL KD-TGD

Specifications Drive System: 6x4 GVMR: 25,000 kg

Hiroshi Nakamura and Amol Sandil believe that Hino’s advanced technology will help them rope in discerning customers.

ino Motors Sales India Pvt Ltd (HMSIPL) has moved a step closer towards rolling out its range of commercial vehicles in the country. At a recently held customer preview in Mumbai, to which, this magazine had exclusive access, HMSIPL showcased its 26-tonne GVW multi axle rigids. Part of the 500 Series, these state-of-the-art vehicles impressed on account of their sharp styling as much as their robust power to weight credentials. While the FL8J is a 6x2 configuration with a maximum power output of 210HP, the FM8J of 6x4 configuration can tip the power quotient at 250 HP. The former was presented as a reefer application, while the latter as a tipper. The vehicles will hit the market in July-August this year. HMSIPL is targeting to sell 1,000 to 1,200 vehicles this year. Hiroshi Nakamura, managing director and CEO, HMSIPL, says that ‘We Hino touts reduced fuel consumption and emissions as the USP of the Jseries engines.

have successfully introduced our 26 tonne FL and FM range of trucks in South East Asian countries like Thailand and Indonesia where operating conditions are similar to that of India and we are confident that we will write another success story with our Indian operations’. Hino, 50 percent owned by the Toyota Group, will source chassis and aggregates from its state-ofthe-art plant in Thailand. Naturally, therefore the specifications are world class. The 6-cylinder J-series engines are Euro III compliant common rail diesels that are turbocharged and intercooled. ZF’s 6-speed and 9-speed transmissions can be seen on the 6x4 and 6x2 trucks respectively. There are also a number of unique features thrown into the mix. These include an aerodynamic cabin design, wider wind screens, ABS, adjustable steering and new air intake system. So far as body building is concerned, it has been entrusted to quality suppliers like Kailash Vahan and CEBBCO. Both

Axle Capacity: front – 6,000 kg, rear- 19,000 kg Overall Length: 7,455mm Overall Height: 2,470mm Overall Width: 2,705mm Wheelbase: 3,590 + 1,300mm Rear Overhang: 1,265mm Cab to rear axle: 3,400 Max Output: 251 PS at 2,500 rpm Max Torque: 739 Nm at 1,500 rpm Transmission: ZF 9S 1110 9-speed, Synchromesh 2nd-9th Service Brake: Full air, Dual Circuit, “S” Can type Parking brake: Spring Brake acting on front and front rear axle Fuel tank capacity: 200 L Tyre Size: 11.00 R20-16PR Max Speed: 105 kmph Max Gradeability: 36.9 percent

This fuse relay block indicates the sophistication of electronics on the trucks.

Story Ahfaaz Khan Photography Sawan Sekhar Hembram 36 / Commercial Vehicle / june 2009

june 2009 / Commercial Vehicle / 37

exclusive / hino

Hino trucks feature a new air intake system characterised by an improved water seperation mechanism.

fire-fighting vehicles on the FM8J 6x4 platform. ‘Currently, over 40,000 tippers are being sold in the 26-tonne segment and this number will increase manifold as infrastructure development plans are put into action. We expect substantial increase in demand from the mining arena especially in coal, limestone and iron ore segments,’ comments Amol Sandil, executive vice president, HMSIPL and advisor to the board of Hino. To bag a further chunk in the high tonnage tipper market, HMSIPL will introduce over 35 tonne GVW tippers on 8x2 offerings by early next year. The FL8J 6x2 on the other hand will be used for offering container trucks, reefers, regular load body trucks and tankers. It may be recalled that earlier Hino had dis-

hino / exclusive

The rounded doughnut design brings extra space to the cabin.

played a 16 tonne 4x2 rigid for the reefer application. But the latter was dispensed in favour of the former taking overall value into consideration. ‘Coming out with the 4x2 would have meant competing with mass market products. In our view, the 6x2 can effectively orient customers in the direction of the superior performance and technology that Hino can offer in the attractive reefer market,’ states Sandil. According to various estimates, the demand for reefers will shoot up rapidly in future with sectors like food and pharmaceuticals being the major drivers. Currently insulated vehicles are primarily used for cold chain transport. However an insulated vehicle has no provision for maintaining temperature if the door is opened. Con-

The 6x2 combination will be used as a base vehicle for developing reefers, tankers, containers and regular load bodies.

38 / Commercial Vehicle / june 2009

sequently it can only be for point to point delivery operations. Efficient cold chain transport logistics would however require multiple delivery points and in turn more reefers. Customer expectations Lifecycle cost of a product and after sales service are critical considerations for customers. Hino is making sure that it delivers on both these counts. HMSIPL believes that its products will have a life of 10-12 years. The company has tested its vehicles for more than 1 million km in some demanding operating conditions in India. Some of the aggregates that have gone into the trucks have been tested for operational efficiency in temperature in excess of 50 degree Celsius. Owing to the dusty conditions on the Indian roads, the trucks have been provided with a strong filtering system. Pramod Kataria, partner of the Delhi based Kataria Transport Services says that customers need to be assured of the value proposition while buying a relatively higher priced product. ‘Even if a customer pay Rs 6 lakh extra to buy this truck, then the interest over a four year period would amount to around Rs 3 lakh. One may therefore expect the product’s value to match the acquisition cost,’ he says. Hino’s products are well-placed to respond to such concerns. For one, chassis from the company’s stables are 10 to 15 percent lighter than those of its competitors. This naturally translates into a corresponding increase in legal payloads. Secondly, the CRD engines offer 20 percent more fuel efficiency. ‘ARAI figures for our 6x2 shows a fuel economy 5-5.5 km/l as

against 4 km/l of our competitors’ claims Sandil. Hino also claims a life of 1 million km for its engines which is more than double that offered by Indian competitors. The longer life is on account of fewer moving parts, resulting is reduced wear and tear. ‘With these trucks, we have shattered several myths. We have shown that using lighter material does not necessarily reduce the strength of a chassis. We have also demonstrated that imparting higher horsepower and superior emission standards does not result in a fall in fuel efficiency. Moreover, the Euro III compliance will ensure that our products stay relevant for a longer period of time. The residual values will also be that much higher,’ explains Sandil. The other factor that Hino is according special attention to is after sales service. Availability of spare parts is always an issue as operators seek to maximise uptime for their vehicles. HMSIPL has set up an all India parts warehouse in Bhivandi. The warehouse fol-

FL8JKGD-P

Specifications Drive System: 6x2

Max Torque: 661 Nm at 1,500 rpm

GVMR: 25,000 kg

Transmission: ZF 6S with PTO 6-speed, Synchromesh 2nd-6th

Axle Capacity: front – 6,000 kg, rear- 19,000 kg Overall Length: 9,680mm Overall Height: 2,465mm Overall Width: 2,695mm Wheelbase: 4,980 + 1,300mm Rear Overhang: 2,100mm Cab to rear axle: 4,765

Service Brake: Full air, Dual Circuit, “S” Can type Parking brake: Spring Brake acting on front and front rear axle Fuel tank capacity: 200 L Tyre Size: 10.00 R20-16PR Max Speed: 114 kmph Max Gradeability: 18.2 percent

Max Output: 212 PS at 2,500 rpm

lows the Toyota and Hino parts management system. ‘We have fairly good understanding of the Asian Market and therefore we know what the fast moving parts are. So, oil filters, gaskets and some suspension materials will be adequately stocked’ comments Nakamura.

HMSIPL will use the services of CEBBO for manufacturing reefer bodies.

Moreover proximity to Thailand will also help HMSIPL for procurement of parts within the lead time of a week. Hino Motors has appointed four dealers, one each in Delhi, Andhra Pradesh, Karnataka and Kerala. The company has made it mandatory for all of its dealers to have a breakdown service van. The plan is to attend to any breakdown complaint within seven hours. HMSIPL will also introduce a dealer management system, online warranty system, online repair and sales service system. ‘We are investing a lot of money on IT systems. Complete vehicle histories will be maintained, allowing customers to seek timely service,’ said Sandil. Hino is also taking to banks and NBFCs to providing financing solutions to customers. Talks are also on with two major insurance companies and an agreement is expected to be finalised soon. Banking on Marubeni Corporation’s expertise, HMSIPL will provide fleet consultancy services to its customers free of cost. Such a behind-the-scenes setup will be more than useful, as Hino will gradually unleash its full range – 300 Series LCVs, 700 Series HCVs and buses. HMSIPL could launch its RM series of 280-300HP inter-city luxury coaches by SeptemberOctober 2009. While the 6x2 tractors and 8x2 tippers could follow in a little while. At that juncture, India’s cargo and passenger scene could experience a true renaissance – the Japanese way. ■ june 2009 / Commercial Vehicle / 39

size matters

Namakkal Transport Carriers

Namakkal Transport Carriers bullish on ODC

Namakkal Transport Carriers / size matters

amakkal Transport Carriers Pvt. Ltd (NTC) is expanding its footprint in western and northern India. A dominant player in South India, the Chennai-based Over Dimensional Cargo (ODC) logistics specialist is roping in major customers such as L&T, Atlas Copco, Sandvik, Reliance, Thermax, JP Assoc, BHEL and Hindalco. As a result, business is expected to scale up rapidly. ‘In order to build upon our 60 percent market

Adding professional expertise to its roots in the trucking hub of Namakkal, NTC wants to continue making a mark in the buoyant ODC segment. Story Ram Kumar Ramaswamy

40 / Commercial Vehicle / june 2009

NTC has an own fleet of 300 heavy trucks for ODC transport.

share in the ODC arena, we are growing our presence in northern and western India by tapping these major customers. Our turnover should consequently grow to levels of Rs 175-200 crore this year, as against Rs 104 crore last year,’ explains K Chandramohan, CMD, NTC. India’s infrastructure push has manifested itself in the form of strong growth in the power (thermal, hydel and wind) as well as oil and gas sectors. These industries entail transport of expensive equipment in the form of ODC cargo. Naturally, the logistics industry has benefited, registering a growth of 30-40 percent per annum over the last 2-3 years. The future holds good prospects too. That is the spur for NTC targeting delivery of end-end logistics services. ‘We think that the market will continue growing for another 5-10 years. In order to serve it well, we will provide end to end service, by setting up warehouses in key geographies, and offering GPS tracking of cargo as also C&F services,’ adds Ranganathan S. VP Business Development, NTC. Besides trailers, NTC Logistics operates cranes ranging from 12-250 tonnes as well as hydras and forklifts. At the moment, the company has a fleet of close to 300 Tata, ALL, Volvo, AMW

and MAN trucks in low bed, semi-low bed, high bed and universal oscillating axle configurations. Another 100 trucks can be mustered from associates. While NTC’s own trucks are predominantly used for ODC logistics, the smaller trucks belonging to associates are used in general cargo transport. Often the same customer may need both kinds of trucks to transport different kinds of cargo – and a logistics

K Chandramohan targets reaching a turnover of Rs 175-200 crore this year.

june 2009 / Commercial Vehicle / 41

VolVo 9400 6x2 Multi-axle For the long haul The New Volvo 9400 6x2 is an exclusive multi-axle coach, taking inter-city bus travel to a new standard. From offering higher occupancy levels to Electronic Braking System, it offers higher level of comfort, safety, performance and total economy. With a modern exterior, which is matched by an elegant interior and a good visibility for all passengers, the Volvo 9400 6x2 creates a pleasant atmosphere and travel experience. Volvo 9400 6x2 is produced by Volvo Buses in India at a world-class bus manufacturing plant, incorporating the best practises from Volvo Bus factories across the world.

Welcome aboard the Volvo 9400 Multi-Axle Inter-city Coach

Winner of the â&#x20AC;&#x153;Automotive Technology of the yearâ&#x20AC;? NDTV Profit Car & Bike Award 2009.

Volvo Buses India Private Limited Yalachahally, Tavarekere Post, Hosakote Taluk, Bangalore 562 122 Telephone: +91 80 6712 1200, Fax: +91 80 6712 1222 www.volvobuses.com Accessories shown in the picture are not part of the standard equipment. Product specifications may differ for respective markets.

VolVo buses. when productiVity counts

size matters / Namakkal Transport Carriers

service provider would need to be able to handle such demands. On its part, NTC, with its strong design capabilities can fabricate 20-150-feet mechanical trailer bodies. Hydraulic trailers for super-ODC transport are procured from companies like Tratec, Cometto, Schuerle and Nicholas. Requisitioning trailers may be easy, but NTC has no plans to get into a major truck acquisition spree to fuel its expansion effort. ‘We already employ 1,000 drivers and cleaners. Secondly, it becomes expensive to maintain new trucks. So, we plan to enter into outsourcing agreements with local transporters to cater to new markets,’ adds Ranganathan. The wheel has come full circle. When a bunch of 20-something entrepreneurs led by Chandramohan set up NTC in 1997, they did not have tractor trailers that could be used for ODC logistics. Only in 2000-01 did the young company kick off a foray into the ODC segment, by transporting wind mill blades for Vestas Wind Tech Pvt Ltd. The advent of the powerful Volvo tractors in 1998 has since allowed NTC to transport loads of up to a whopping 325 tonnes. Simultaneously, as the fleet of Volvos has climbed to 70, orders keep coming from PSUs like BHEL and BEML. These companies have recognised NTC for its superior service. This is for good reason. ‘We have braved heavy odds such as utterly poor roads, broken or unstable bridges and rains while carrying consignments. Add to that, archaic laws, which still restrict free ODC movement as well as the open and rampant corrup-

aaa / aaa

Ranganathan S. is directing efforts at making NTC a complete logistics player.

tion and you know how challenging our job is.’ asserts Chandramohan. Normally, ODC bearing trucks can do 100 km in a day, but if the operating environment is in poor shape, the unwieldy cargo can be indefinitely held up. And then again, despite special permissions from the government, many state authorities do not allow free movement without a bribe. That said, it is not a lost case. ‘We have surprised naysayers by delivering delicate and supersized components as windmill blades, by some proactive problem solving. We have hired JCB backhoes to level roads, uprooted trees on the way, created by-pass roads around weak bridges, and, augmented two to three vehicles, one behind the other to generate enough traction on difficult terrain. We have even laid makeshift bridges within a day to keep moving. Such measures can

NTC has a fleet of 70 Volvo heavy haulers.

44 / Commercial Vehicle / june 2009

make a huge difference to the customer’s bottomline – by helping avoid delays in shipments,’ elaborates Chandramohan. Recent examples of the company’s efforts include, delivering ODCs from Orissa’s Paradip port to Jindal Steel’s plant in the state. NTC also carried components for windmills, transformers and electrical goods for GB Engineering Company from the Tuticorin port to the company’s site in Tamil Nadu. Recognising that future business will require trained drivers, NTC plans to start a driver training institute in Namakkal by 2011. ‘Since we will start the school from the perspective of being a logistics player, the courses would be more relevant for students. It would have case studies that demonstrate what is needed of drivers in difficult conditions. This initiative is being implemented as a service to the industry, considering the acute shortage of skilled drivers. It will not be compulsory for trainees to join our company on completion of the course,’ sets out Chandramohan. Amidst these developments, NTC still prefers to keep its feet on the ground. ‘We are poised to grow strongly in the face of geographic expansion. But the economic slowdown is leading to a delay in payments and reduction in margins. Also, the fact is that several new players have entered the market now. That said, there is room for everybody to grow. India still has a long way to go in terms of infrastructure spends,’ states Ranganathan. The dimensions of NTC’s business are surely well-constructed. ■

The ODC mover has a staff of 1,000.

june 2009 / Commercial Vehicle / 45

Cover story

tata World truck

Tata Motors unveils the game changers

Tata World Truck / cover story

40 and 49 tonne tractor trailers in 4x2 and 6x4 configurations. It will also have multi-axle rigids straddling the 25-36 tonne GVW band, configured in 6x2, 6x4, 8x2, 8x4, 10x4 forms. Finally, the 10-16 tonner rigids will roll out as 4x2s. The entire range is Euro III and IV compliant, while being package protected for Euro V compliance. Besides Cummins and Fiat Powertrain, Tata Motors has the option of using Doosan engines in Korea, where the World Truck range will be soon launched. Its been an eventful year for Tata Motors’ Chairman Ratan Tata - from the ‘small wonder’ Nano to the ‘huge’ World Truck range.

Configurations Tractor-trailers - 40 and 49 tonners: 4x2 and 6x4

In the World Truck range, Tata Motors has upped the ante. Here are cargo carriers that will not just redefine the Indian CV scene, but also win a decent market share in more evolved countries. It may be thinking time for competition. Story Sridhar Chari Photography Sawan Sekhar Hembram

Until May 28, 2009, you would have never looked at an Indian truck with awe. On that day, you had no choice to but to do so. The Tata Motors World Truck range has lived up to all the pre-launch hype. It encompasses cargo carriers ranging from 10-75 tonne GCW, as also engines in the 150-560HP bracket. Six models displayed at the time of launch gave us the shape of things to come. They included four tractors, a tipper and a rigid. Two common rail engines from the stables of Cummins (266 HP ISBE engine) and Fiat Powertrain (380 HP Cursor 9 engine) power them. There were two 40 tonne GVW 4x2 tractors - the 4028 S and the 4038 S (left hand drive model) as well as two 49 tonne GVW 6x4 trac-

46 / Commercial Vehicle / june 2009

tors, the 4928 S and the 4938 S. The 31 tonne GVW 8x4 configuration 3138 K tipper was not to be missed either or for that matter the 3128 rigid in a 8x2 alignment. In time, the World Truck range will cover

Multi-axle rigids - 25-36 tonners: 6x2, 6x4, 8x2, 8x4 and 10x4 Two-axle rigids - 10 and16 tonners: 4x2

Tata Motors has gone decidedly modular in its conceptualisation of the truck. It has at its disposal world class aggregates, including axles from Meritor and (manual, automated manual and fully automatic) transmissions from ZF and Eaton. There is also a choice of offerings from homegrown companies HVAL and HVTL, as also from Korean subsidiary Tata Daewoo Commercial Vehicles Limited (TDCV). Depending on the application, a truck may be customised for a customer. ‘Apart from special configurations, which may require

From (L-R) S.B. Borwankar, Plant Head, Jamshedpur, R. Ramakrishnan, Head- Sales and Marketing, MHCV Trucks, P.M. Telang, MD - India Operations, Ravi Pisharody, Vice President, Commercial CVBU and Dr. Ajit Jindal, Head Engineering, Commercial Vehicles - Engineering Research Centre.

june 2009 / Commercial Vehicle / 47

cover story / Tata World Truck

Specifications Aggregate

4928 S

4038 S

4938 S

3138 K

3128 T

6x4 Tractor

4x2 Tractor

6x4 Tractor

8x4 Tipper

8x2 Rigid

Cummins ISBE

Cursor 9/ Cummins ISLE

Cursor 9

Cummins ISBE

Power (HP)

266

380/370

380

266

Torque

970

1500/1548

1500

970

Clutch Dia

430

ZF9S1110 TO

Eaton FSO 10309 OD

Eaton ES 15409 DD

ZF9S1110 TO

7.5

7.5 twin

HR 210

HR 210 T

HR 210

HR 210 T

HR 210 + Dummy

F2 (286x90x7)

F3 (320x90x8)

Semi-Elliptic Multi Leaf 15 Tonne

Inverted Multi Leaf with V Stay 26 tonne

Semi-Elliptic Multi Leaf 15 Tonne

Inverted Multi Leaf with V Stay 26 tonne

Inverted Multi Leaf with V Stay 40 tonne

Inverted Multi Leaf with V Stay 19 tonne

Adjustable Power

Adjustable Power (Twin steer)

Adjustable Power (Twin Steer)

11 R 20 16 PR

12 x 24 18 PR

11 R 20 16 PR

365 + 260

260

400

C Sleeper Low Dome

C Day Flat

C Sleeper Low Dome

Cardinal Red Arctic Silver

Base White

Arctic Silver

Cardinal Red Arctic Silver

Skool Yellow

Base White

Mechanical Pneumatic

Mechanical

Mechanical Pneumatic

Mechanical

Manual/Power

Manual

Manual/Power

Manual

Aerokit

Engine

Gearbox Front Axle Rear Axle Frame Suspension (Rear) Steering

Tyres Fuel Tank (Ltr) Cabin Type Colour Seat Win Mechanism Aerokit Application Air Conditioning

Side Wall Trailer Tip Trailer

Bulker

Flat Bed Trailer

Flat Bed Trailer Curtain Sider

Scoop Body

Special Profile Load Body

FATC/ HVAC

HVAC

FATC/HVAC

HVAC

Yes

Body

Fog Lamp

Yes

Key Less Entry

Yes

Body Colour Bumper Fender

Body/Black

GPS

Functional

Yes Black

Body

Body Functional

Yes

23.6% ( C )

19.8% ( C )

38% ( C )

30.3% ( C )

38.1% ( C )

29.6% ( C )

16% (1st)

13.4% (1st)

26% (1st)

24.2% (1st)

25.4% (1st)

19.9% (1st)

101

103

65.6

108

269 F/ 261 R

442 F/ 358 R

269 F/ 261 R

7280

9720

7360

9920

11220

9700

12.9

14.3

12.9

14.3

22.3

23.6

40000 Km

500 Hours

40000 Km

2 years

5000 Hours

2 Years

Wheel Base (mm)

3460

3890

3460

3890

5250

6900

Overall Length (mm)

6133

6968

6133

6968

8317

11285

Width (mm)

2585

2581

2570

2062/1900

2056/1900

2062/1900

2038/1900

2062/1900

1482

Approach Angle

13 Deg

30 Deg

13 Deg

Departure Angle

26 Deg

31.5 Deg

26 Deg

31.5 Deg

59 Deg

26 Deg

Music System 30 percent OL for tractor 100 percent OL for tipper Max Speed (Kmph) Ground Clearance Kerb Weight (Kg) Turning Circle (M) Service Interval Warranty

Track (mm) F/R FOH (mm)

48 / Commercial Vehicle / june 2009

This 49-tonne GVW tractor has a choice of Cummins and Fiat Powertrain engines. It is in the same league as premium European origin trucks that rule niche segments in India.

Tata’s World Trucks

4x2 Tractor

Configuration

4028 S

Tata World Truck / cover story

ARAI testing and certification, those involving choice of aggregates and trims can be easily accomplished,’ states PM Telang, the newly appointed MD – India Operations, Tata Motors. Trims are an especially noteworthy area in the World Truck range. The cabins have been design by renowned Italian styling studio – Stile Bertoni. The full suspended cabins are characterised by aerodynamic contours, wide windscreens, striking headlamps, body coloured bumper and a GPSbased vehicle tracking system. Fitted with a HVAC system as standard option, the cabs come in three different lengths (day, rest and sleeper), three different heights (flat, low-dome and high-dome roof) and in two different widths. While there are two trim levels, features include pneumatic

Exports ready ‘W

hen global competition is already present in India, we only thought it fit to target their markets. Considering that we can offer upto 560HP Euro- IV compliant fully-built applications, we have already received a lot of interest from overseas partners’, says Pisharody. The intention was always clear. ‘As we have demonstrated with the Xenon pickup, we do not have only India in mind when we launch a product or a range. The World Truck will head out of Indian shores by the end of this financial year,’ states Telang. Key destinations could include the SAARC countries, ASEAN region, the Middle East, South Africa, South Korea, Turkey and Russia. Tata Motors already has a manufacturing footprint in Thailand, South Korea and South Africa. Completely Knocked Down (CKD) kits could be sent out to those locations for assembly. The World Truck’s full range of aggregates and powertrain can be deployed in such evolved markets. For instance, in South Africa, it is not inconceivable to see the 4938 being used to its full 75- tonne GCW capabilities, since the 49 tonne GVW limit does not continued on pg. no. 51 june 2009 / Commercial Vehicle / 49

cover story / Tata World Truck

Tata World Truck / cover story

reasons. The pilot phase will be completed by August. The trucks will then be launched almost simultaneously in South Korea and India. Road to transition Tata Motors is under no illusions about the immediate conversion of the Indian market to the World Trucks. ‘The Indian market has price sensitivity ingrained in it. As such, the old and new generation trucks may co-exist for a while. But we believe that though the transition may be slow to start, once it does, it will happen fairly fast,’ explains Ravi Pisharody, VP, Commercial CVBU, Tata Motors. But, Tata Motors has no intention of hastening the process by phasing out its current range. The approach is to offer choices to customers and let them decide. In late 2007, it had introduced products like the 4930 tractor and the 3118 rigid with a

The Iveco Trakker uses the same Cursor 9 engine as the Tata 4938.

continues from pg. no. 49

apply there as it does in India. Further, Tata Motors is planning new manufacturing operations in Myanmar and Russia. The latter is more interesting, because of its proximity to Europe. It has been speculated for sometime that Fiat’s CV-arm Iveco has been keen to set up a plant in that country too. Even otherwise, there is ample scope for synergy between Tata Motors and Iveco. For one, both may use the same Cursor engines from Fiat Powertrain. Secondly, they have complementary distribution channels. While Tata Motors is strong in Asia, Middle East and Africa, Iveco has strengths in Europe and South America. ‘We will take a firm decision on which markets to enter with which partners at a latter date. However, all we can say at this point is that at mature volumes, we expect 35 percent of sales to come from overseas market,’ sets out Telang. He however adds a rider, in that the most evolved CV markets such as Western Europe will as yet be out of Tata Motors’ radar. ‘In those parts, the demands on trucking in terms of over 600 HP engines, safety, ergonomics and tachographs can be very challenging to meet. Secondly, we do not want to spread ourselves too thin, when the Indian market still demands 180 HP engines. Finally, distribution can be tough, when the market is small and there are many established players,’ he analyses. ■ There may only be a few things that this 5-axle truck cannot move

The 4028 two-axle tractor. Tata Motors also showcased a left-hand drive model, indicating readiness to get into foreign markets.

Long journey To

most companies, one crisis may be bad enough. But for Tata Motors, there have been two in recent memory - the Rs 500 crore posted in 2001 and the current one engulfing the entire CV industry. Then, as now, the company has relied on out-of-thebox thinking to emerge stronger. Thanks to some smart cost saving that initial loss gave way to a 300 crore profit in just three years. In 2004, Tata Motors made its best overseas buy as yet – the then ailing Daewoo Commercial Vehicles, now known as TDCV. All along, the World Truck had been growing from mere thought to a concrete gameplan. ‘After the 2001 crisis, we wanted to make a fresh beginning. Hence, we were toying with the idea of coming with a completely new range of trucks – rather than adopt a piecemeal continued on pg. no. 52 50 / Commercial Vehicle / june 2009

reclining seats, infotainment systems, adjustable steering wheel, seat belts and arm rests for both the driver and co-driver. To ably complement this wide body of chassis and cabin trim options, Tata Motors has been working with partners on the applications front too. ‘In collaboration with our partners, we have come up with 200 fully built product designs to choose from. This number can potentially go up to 1,000,’ claims R Ramakrishnan, Head – Medium and Heavy Trucks, Tata Motors Limited. Key fully built applications being planned include trailers, bulkers, mixers, tippers and reefers. ‘The idea is to offer customers a ready to use product that can be financed as a whole. The warranty and maintenance can also come from one end, rather than from multiple parties,’ he

This magazine had broken news about the 370 HP Cummins ISLE engine being used in the World Truck as far back as June 2007.

june 2009 / Commercial Vehicle / 51

cover story / Tata World Truck

continues from pg. no. 50

approach to evolution as we had been doing in the past,’ recounts Ramakrishnan. This new thinking would result in an effort – where the making of the truck would be as global as its potential markets.

Armed with advanced trucking platforms from TDCV, Tata Motors’ first step was to launch the Novus in India. Landing on Indian shores in 2005, the 300 HP tippers did not quite succeed in navigating steep mining gradients, but, it did offer Tata Motors valuable learnings for what would eventually become the World Truck range. All the same, Tata Motors’ teams started visiting potential customers in Korea, South Africa, Turkey, Russia, Middle East, Far East and SAARC countries. Interesting insights emerged. ‘We found that truck drivers in Korea, drove in a personal car to work and returned home in the same. Naturally, they would want the same trims, ergonomics and safety features in their trucks too,’ states Telang. The Koreans also insisted on larger windscreens and more powerful engines. But Tata Motors knew that the Indian market may not necessarily convert to ultra powerful engines at one go. Hence, the World Truck also embodies milder powertrain options as well as aggregates too. ‘We had many cross learnings from the Ace experience too. Customers may not articulate their needs properly. But if you give them what you think they need, they will welcome it. That being the case, we went with developing one range that could cater to the needs of both evolved and evolving markets,’ offers Telang. In 2005, Tata Motors’ European Technical Centre (TMTEC) also came into being in Warwick. The company helped provide design engineering, program management, testing and validation, R&D, and launch support for continued on pg. no. 54 52 / Commercial Vehicle / june 2009

The 3128 is configured to be an 8x2 rigid.

lift axle as intermediate offerings over its time-tested products. The World Truck range obviously comes at the top rung. ‘We have always let the customers make a choice. A while ago, when we introduced the new Cummins engines, some customers still preferred our old 697 engines. We let them have their way, until the transition happened in favour of the Cummins engines,’ Telang recalls. Tata Motors has been smart in offering a mix of 280 HP and 380 HP offerings. While the former may not be priced earthshatteringly higher than the current range of Tata trucks, the latter may be different.

At specifications that we have detailed, the high-end products may be available at only a 10-20 percent discount to the Volvos and Mercedes-Benzes ruling the roost in India. But, Tata Motors is banking on what it considers a better total lifecycle value proposition to differentiate its products. ‘We can assure a 10-15 percent better power to weight ratio. The advantage to this is that barring the 3138 tipper, all the other trucks can hit speeds of 100 kmph and hold it. This means that trucks can now cover double the distance per day – from 300-350 km to 700-800 km. Moreover, even under such heavy duty cycles, we see

Clockwise from top to bottom: Tipper bodies, bulkers and curtain sider trailers. Tata Motors claims to have 200 ready designs for fully built vehicles, with a potential to go up to 1,000.

cover story / Tata World Truck

Tata World Truck / cover story

The whole hog

The 4928 tractor will cater to customers who may not yet be ready for the impressive 4938.

continues from pg. no. 52

manufacturing to facilitate introduction of vehicles for production. In all, more than 1,000 people from Tata Motors project team worked across Pune, Jamshedpur, Lucknow, Korea and the UK. The World Truck has seen significant inputs from Tata Group companies under the umbrella of Tata AutoComp Systems Limited. Interiors and exteriors were done by the Interiors and Plastics Division, the seating system by ISRI – Tata Johnson Controls, Braking systems by Knorr Bremse Systems, electricals by Tata Yazaki Autocomp, Lights by Tata Visteon Automotive Limited, tandem bogie suspension system by Tata Hendrickson, bumpers and fenders by Automotive Composite Systems, outer rear view mirrors by Tata Ficosa Automotive Limited and the radiators and inter coolers coming from Tata Toyo Radiator Limited. There were a number of external global interfaces too. For example, the design activity was accomplished in sync with Stile Bertoni of Italy. Simultaneously, sourcing of gearboxes, HVAC, instrument clusters, suspensions, engines as also activities such as chassis frame construction and product validation has been achieved through partners in countries like Germany, Sweden, Japan, US, Australia and Mexico. A case in point is US-based Eaton Corporation, makes truck transmissions. It has been working with Tata Motors on the World Truck project since 2006. It intends to supply HD synchronised transmissions in 9, 10 and 13 speed models. The initial production of transmissions will take place at Eaton’s plants in Tczew, Poland and Wuxi, China, with production moving to its new facility in Pune, India in the early part of next year. “The launch of the World Truck Platform marks an important milestone in the Indian CV industry as global technology is offered as a domestic solution,’ says Pavan Pattada, Executive Director - India, Truck Group, Eaton. ■

54 / Commercial Vehicle / june 2009

This cabin an put a car to shame. The long distance haulers are equipped with sleepers too.

ata Motors’ has invested in the ballpark of Rs 1,000 crore in the World Truck project. A bulk of this investment has gone into setting up a separate line and development of toolings at the Jamshedpur plant. Over two shifts the line can crank out 55,000 trucks per annum and with the addition of a third and some more fixtures, it can get upto 1,50,000 trucks per annum. The line currently has a robotised BIW weld shop, a 500 metre split chassis assembly line for smooth process flow, a dynamometer for checks on the line, glass glazing process for windscreen glass, EMS loop for trim under body and cab drop on chassis line, integrated frame assembly line and primer surface application for better paint and gloss, besides a paint shop. A similar line has kicked off operations in TDCV’s Gunsan plant. Incidentally, Tata Motors’ Lucknow plant can also be used as a satellite plant for operations at Jamshedpur, should the need arise. This could be a stop gap arrangement, until the Jamshedpur plant finds another 300 acres of land in close proximity in order to set up a vendor park. At the moment, there is no progress on land allotment on account of political instability in the state. ■

equip them with spare parts and tools to service the new generation of trucks. This is essential since the trucks with a high level of electronics and precision-crafted aggregates cannot be serviced either by poorly equipped authorised service staAll trucks come with radials as standard options.

a 5 percent fuel -efficiency benefit too,’ claims Ramakrishnan. In the same breath, a sleeper truck can now have two drivers working in shifts. ‘The up time of the truck is naturally higher, more so since drivers would want to stay within the air-conditioned cabin, as opposed to the heat and dust outside,’ adds Ramakrishnan. There are other benefits too. The gearboxes come with wider gears and larger bearings, allowing for more torque. The chassis frame has a constant depth and is wider at the front, thereby allowing for more load carrying abilities and ease in body building. And then, the larger front axle, allows for more tyre life, lesser maintenance and a tighter turning radius. Safety has been duly addressed too.

The cabins have passed the Swedish Impact Test, Hot Chamber Test, Shower test and NVH tests. They meet present and upcoming safety norms under AIS 029. To address durability and reliability, the trucks have been tested for 10 lakh kilometres on the highway, 4,000 cycles (equivalent to 16 lakh kilometres) on the four poster test, 380 cycles on the 19 poster test (equivalent to 10 lakh kilometres) and 6,000 hours on the torture track. Tata Motors is offering a warranty of 2 years, with a service interval of 40,000 kms for these trucks. For the 3138 tipper, the same is 5,000 hours/500 hours. Efforts are underway to train personnel at 500 outlets fronted by dealers, branches and Tata Authorised Service Stations (TASS) and

In the Xenon, Tata Motors has established that they are not thinking only about India when they launch a product. The same is true of the World Truck.

Tata Motors intends to invest huge amounts of time and effort to get its service efforts right. The World Trucks simply cannot be attended to by a roadside mechanic.

tions, much less by the roadside. ‘Maintaining the World Truck cannot be a job for unorganised service outlets. But in so far as organised stations are concerned, we believe that the concern about their servicing abilities is overstated. After all, passenger cars have gone the CRDi way, quite a while ago and they are being looked after well,’ expresses Ramakrishnan. In many ways, the launch of the world

truck is timely. The slowdown in the market and its attendant reduction in demand for old generation trucks may just provide manufacturers an incentive to roll out a new range of trucks. They would have done that in any case, since BS III norms will be universally implemented by April 2010, while a few cities will even get up to BS IV norms. Secondly, road development is being accorded increasing priority by the new UPA government. About 96 percent of the Golden Quadrilateral is complete, while more than 50 percent of the NSEW corridor is through. This activity should be complete by 2012-13. Not only will the new trucks help in the construction activity, but they will also be well placed to benefit from it. ‘As the road projects reach completion in 3-5 years, we see significant volumes coming through for our World Trucks,’ opines Telang. The World Truck may just be the start. Tata Motors is also working on the World LCV range, which will take shape over the next couple of years. Around the same time, the Ace may find its rightful place across India and abroad. This new-gen troika of SCV, LCV and MHCV products may just make Tata Motors India’s first truly global CV maker. ■ june 2009 / Commercial Vehicle / 55

In-Depth

IRT Survey

irt survey / In-depth

Understanding STU services in Tamil Nadu This comprehensive survey sponsored by the Institute of Road Transport (IRT) sheds light on what STUs in Tamil Nadu are doing right and where they are need to improve. ger vehicles grew at more than double durBackgrounder Tamil Nadu, among the most urbanised ing this period. But, despite the marked states in India has an area of 1,30,058 sq. improvement in 2007-08, the number of km. and a population of 6,63,96,000 kms STU buses went up only marginally from as of July 2008. It had a vehicle population 17,008 buses in 1999 to the current tally of of 100.52 lakh as of April 2008, of which 19,552 buses. more than 25 percent was concentrated in While the Metropolitan Transport CorChennai itself. There are 24 national high- poration Chennai Limited (MTC) operates ways running through the state, aggregat- only in the Chennai Metropolitan area, ing to 2,002 kms. The total road network the State Express Transport Corporation in the state lies at 1,67,000 kms of which (SETC) operates express services on long 60,628 kms are maintained by the high- distance intra and inter-state routes. Five ways department. Trains and buses do the other corporations - TNSTC-Villupuram, bulk of the surface transport. The state has a total railway track length of 5,952 kms. So far as buses are concerned, besides assorted kinds of private buses, 19,552 STU buses transport a total of 1.86 crore passengers per day. The government has been making efforts to improve buses in terms of physical characteristics, level of service and comfort since 2006. Frequently > 14.2 A tally of 6,510 buses, including 1,811 buses for augmentation and 4,699 buses for replacement were added over the last two years. Actually, the bus fleet grew at 9.6 percent in 200708. This has contributed to an increase of 8 lakh passengers per day for the STUs. As of March 31, 1999, there were only 3,68,922 transport vehiOccasionally > 43.4 cles and 37,01,812 non transport vehicles adding up to 40,70,734 vehicles. But, as of March 31, 2008, 7,06,869 transport vehicles were on the road, even as 93,62,141 non-transport vehicles brought up the total vehicle population to 1,00,69,010 vehicles. That means that though both CVs and passen-

TNSTC-Kumbakonam, TNSTC-Madurai, TNSTC-Salem, TNSTC-Coimbatore - operate mofussil and town services in their respective districts. In this context, the TN govt. has commissioned Pallavan Transport Consultancy Services Limited to understand the shift to and from STUs in the state. The survey accounted for 3,000 respondents each in the MTC and SETC areas and 2,000 each in each of the mofussil corporations. It covered 31 districts, 21 regions through the 7 State Transport Undertaking divisions. Sample sizes for the survey spanning the period from 2005-06 to 2007-08 ranged from 45-407 per location. Profile of respondents Age and sex: About 50 percent of the respondents were in the age group of 25-40

Frequency of travelling: All STUs

56 / Commercial Vehicle / june 2009

Frequency of travelling: MTC

Frequently > 14.2

Daily > 69.1 Occasionally > 17.3

years, while about 25 percent of were under 25. Males and females were interviewed in a 3:1 ratio. Location: About 24.6 percent of respondents came from the Chennai metropolitan area, 21.3 and 31.7 percent came from large and small urban areas, while 22.4 percent came from small towns and rural places. Education: While the number of those of graduate level education and above was almost 40 percent, the same percentage was witnessed for those who had college level education. In all 95 percent of respondents were literate.

Daily > 42.4

bus connectivity, while the figure was higher at 98 percent in Salem and Kumbakonam, but certain overpopulated and less than adequately connected pockets in Chennai and Madurai pulled the average down a bit.

Employment: Almost 45 percent were employees with public and private sectors, while 22 percent respondents were selfemployed and 20 percent, farmers. Income: About a third of respondents had incomes ranging from Rs 5,000-10,000, while a quarter had incomes below Rs 5,000 and 15 percent, between Rs 10,000 and 15,000. Evaluation parameters Frequency of travel: On an overall basis,

4 2 . 4 percent respondents said that they traveled regularly, while 43.4 percent did so only occasionally. Since the proportion of working class population is higher in Chennai, the quantum of regular travelers is correspondingly higher at 69.1 percent. In mofussil areas, the extent of regular and occasional travel is at par at 43.3 and 43.2 percent each. As against this, since the SETC involves long distance travel, the proportion of occasional travelers is overwhelmingly high at 70.2 percent. Naturally, the proportion of people traveling with family or other company was higher in the case of SETC passengers at 75.9 percent, vis-Ă -vis 33.4 percent for the MTC and 60.6 percent for mofussil corporations.

Waiting time: Only 35.8 percent passengers boarded a bus after waiting for less than 15 minutes, 43.5 percent passengers waited for between 15-30 minutes, while 13.3 and 7.7 percent passengers waited between 15-30 minutes and over an hour respectively. The waiting period was higher in Madurai, on account of the age of buses. That ranged between 5.66 and 7.98 years, as against 5.05 years in the whole of the state as on July 2008. Seat comfort: In terms of seat comfort, MTC respondents voted 82 percent as average and above, contrasting with this was Madurai at 71 percent and SETC, with its new deluxe buses and luxury seats at 93 percent. Speed: It was felt to be satisfactory in 90 percent of cases, despite some old buses running slowly. It is also to be noted that old buses run at moderate speeds to optimise fuel efficiency. Maintenance: The aspect of maintenance did not receive such a big thumbs up. On an overall basis, only 83.8 percent respondents voted average or above for this parameter. Surprisingly, MTC at 17.9 percent below average levels gave Madurai company at 32.1 percent.

Reason for travel: In terms of the reasons of the trips, 31.9 percent trips were for work, 14.3 percent for education, 18.9 Staff behaviour: Contrary to popular percent for family Frequency of bus services and social trips, 8.4 Mofussil and 6.1 percent for MTC SETC Total Travel Group Corporations shopping and worUpto 15 minutes 55 12.4 37.6 35.8 ship purposes. Connectivity: Overall, 95 percent of respondents felt that they had proper

15-30 minutes

50.1

43.3

43.5

30 min - 1 hour

6.2

18.2

13.3

13.7

More than 1 hour

1.8

19.3

5.8

7.7

Total

100

june 2009 / Commercial Vehicle / 57

In-depth / IRT Survey

irt survey / In-depth

belief, almost 84 percent of respondents rated driver/conductor behaviour as average and above. Overall assessment: On an overall basis, 87.5 percent respondents reported average and above satisfaction with bus operations and unsurprisingly Madurai brought up the rear at 74.5 percent. Trends in short and long distance travel Long distances: 72.8 percent of passengers, chose buses (59.1 percent SETC, 9.9 percent other STUs and 3.8 percent for private buses) while 26.6 percent preferred trains for long distance travel. Across all the divisions, SETC’s appeal ranged from 39.6 percent to 77.4 percent. Seat comfort on the newly acquired deluxe buses at 38.8 percent, cleanliness (27.1 percent), quick journey (26.3 percent), punctuality (22.4 percent) and audio video facility at 14.4 percent accounted for SETC’s performance. Trains were preferred for their seat comfort, cleanliness and punctuality. Short distances: As far as short distances was concerned, 79.3 percent of passengers

Shift of commuters from other mode to STU Bus Mode Shifting from mode 1 Train

MTC

Mofussil Corporations

Percentage

274

1.7

333

420

2.6

0.3

0.2

4 Car 5 Share Auto

0.2

6 Two Wheelers

123

239

1.5

0.2

220

217

634

1071

6.6

7.1

6.3

7 Cycle Total Shifting Percentage

focused on buses, while 9.4 percent opted for private buses and just 1 percent for trains. Mini buses do well between small towns and villages. As with long distance buses, seat comfort at 32.2 percent, direct connectivity 28.6 percent, cleanliness 26.1 percent, availability of the bus (24 percent), punctuality (22.1 percent) are key influencers in the choice of buses. Other important factors are AC, air suspension and advance reservation facility. Importantly, despite private buses offering better flexibility in boarding alighting, lower fares have still helped STUs. Obviously

Opinion of crew behaviour Excellent > 14.4 Very bad > 4.9

Bad > 11.1 Very

Average > 22.9 Good > 24.1

58 / Commercial Vehicle / june 2009

Total

2 Private Bus 3 Autorickshaw

SETC

6.6

a greater number of buses added recently also helped. About 80 percent respondents preferred STU buses for short distance travel, while private buses received a 9.5 percent rating. Interestingly, trains received only a 1 percent vote. While MTC bagged 89.4 percent of the mandate, so far as mofussil areas were concerned, the figure varied from 74.8 percent (Salem) to 91.6 percent (Villupuram). The only exception to this trend was Madurai, where only 50 percent preferred STU buses, 20 percent opted for private buses and 10 percent for mini buses. Migration of passengers As a rule, STUs are preferred in short distance travel thanks to their seating, direct connectivity, low fares and cleanliness. But private buses can still be preferred for the convenience factor. While, 2.1 percent passengers shifted from other modes, (train, car, cycle, twowheelers, private buses good > 22.5 and auto rickshaws), the figure was higher at 6.6 percent between 2006-07 and 2007-08. A total increase of 4.8 percent in the level of STU passengers was witnessed. While MTC and SETC saw 7.1 to 7 percent shifts in their favour, mofussil corporations saw 6.3 percent changes. The maximum shifts occurred from private bus (2.6 percent), trains (1.7 percent) and (1.5 percent) two-wheelers. Augmentation of fleet strength (2.8 percent), low fares (2.1 percent) and more facilities (0.7 percent) were chiefly responsible for this shift. As

against this, 2.9 percent passengers were pushed out of STUs. Obtaining personal vehicles had become easy until recently, and was also preferable considering the overcrowding in buses. While in urban areas, a combination of private buses and trains took away traffic from STUs, private buses accounted for a majority of the shift on account of faster journey times and flexibility The SETC saw the maximum churn. While 7 percent of passengers opted for its services, 5.1 percent moved away, registering a net increase of just 1.9 percent. Yet all in all the net quantum of shifts was positive (6.6 percent-2.9 percent = 3.7 percent). On a net basis, 1.2 percent passengers were pulled from private buses, 0.9 percent from trains and 1 percent from two-wheelers. This indicates that the proportion of long distance travelers is low as a proportion of total traffic in Tamil Nadu. STUs plying on shorter routes have largely triumphed over private sector competition. The case in point is the MTC that plies short distances in Chennai, pulling 7.1 percent of passengers and pushing only 2.2 percent.

31.9

Purpose of travel (in percentage)

C B

18.9

D Recreation

8.4

E Worship

6.1

F Shopping G Others

2.3

numbers of Volvo buses to pull out passengers from the private sector. Secondly, advance reservation counters need to be set up in district and Taluk headquarters. In order to address the issue of faster journey times that leads to a migration of passengers from STU buses to the private sector, it is recommended that the STU buses make better use of four-laned highways and ply their buses faster. Also periodic replacements and augmentations are in order. Further it is recommended that the STUs take the following steps to improve their appeal:

Remedial measures to retain customers It is recommended that in city services, more mini-buses be operated by STUs to replace maxi cabs and share rickshaws. There needs to be more reliability in bus services and better maintenance of buses. As far as long distance buses are concerned, there is a need to acquire more

Shift of commuters from STU Bus Mode to other modes Shifting to mode 1 Train

MTC

SETC

Mofussil Corporations

Total

Percentage

130

0.8

2 Private Bus

152

218

1.3

3 Autorickshaw

0.1

4 Car

0.1

5 Share Auto

0.2

6 Two Wheelers

0.4

7 Cycle

A Work C Social Reasons

18.1

Reason B Education

14.3 E

Total

160

249

478

2.9

Shifting Percentage

2.2

5.1

2.5

2.9

(a) GPS-based system for vehicle tracking systems and passenger information system. (b) GPS-based, electronic bus ticketing system (c) Common software for all functions of STUs in Tamil Nadu (d) Wide Area Network to connect all depots, regions, headquarters and departments. Survey data v/s actual figures Comparing with physical performance (06-07 vis-à-vis 07-08), the survey has been reasonably accurate, indicating a shift towards buses to the tune of 4.8 percent as against 4.6 percent (actual). The only problem has been the survey for SETC, which went from 2.4 percent growth (as per survey) to 9.1 percent degrowth as per actual figures. The surveyors say that this discrepancy is on account of the fact that though SETC passengers like the service, they may just end up opting for another service because of operational issues like departure times and reliability. The same conclusion may be drawn for two other mofussil area services, whose actual performance was below that expressed by the survey. ■ june 2009 / Commercial Vehicle / 59

to the fore

doosan india

doosan india / to the fore

C Doosan

maps India A new line of excavators and moves towards localisation define Doosan’s plans for India. Story Ram Kumar Ramaswamy

Doosan claims that its excavators are 20 percent more fuel efficient than those of competition.

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hennai-based Doosan Infracore India Private Limited (DIIPL) is getting ready to liven up proceedings. The Korean Construction Equipment major’s Indian arm was set up only in February 2008 after more than a decade of indirect presence in India. While the formal entry into India was marked by bullishness, sales for that year were only at 60 units. Admittedly, the chief reason for this was an inadequate distribution network – Doosan had sold only 300 machines via a local distributor, before the formal foray into India. But having now roped in 17 dealers, the target for 2009 is relatively higher at 150 units. This onthe-ground presence

has enabled the company to raise parts availability to 95 percent. Moreover a well-spread out network has also meant that DIIPL is able to attend to majority of its customers within two hours of a complaint. Part of the effort to boost volumes will come with the launch of a 70-tonne excavator that will operate in the deep mining segment. At the other end of the market, 7 and 14 tonne excavators are coming to India by July. Doosan already offers a range of 22, 30, 34 and 50 tonne excavators in India. Speaking to CV during the IMME in Kolkata in November 2008, H E Ahn, managing director, DIIPL had acknowledged the tough operating conditions in India. He was referring to Doosan excavators being pushed to the limit during marble mining. ‘We had never thought that our machine would be used for such a challenging activity. It was a very important learning for us in that our products would need to match the work culture in India.’ Ahn had remarked. Tough the market maybe, but Doosan is banking upon its fuel-efficient machines to crack it. Doosan makes its own Euro II and Euro III compliant engines. ‘Our 22-tonne excavator consumes 14.5 litres of diesel per hour whereas that of our competitors consumes around 18 litres per hour,’ claims Ahn. Some of DIIPL’s prominent customers include the engineering and construction services major Punj Lloyd and mining company G. S. Atwal. Besides mining, the material handling and municipal solutions segments

Before assuming charge in India, HE Ahn has been associated with Doosan’s operations in North America.

seem attractive for Doosan. These areas can be addressed by Doosan’s skid steer loaders. These agile machines are offered in both Doosan and Bobcat brands. It may be recalled that Bobcat skid steer loaders have been sold for a long time in India as a part of Ingersoll Rand. Consequently, Doosan had acquired the Bobcat brand from Ingersoll Rand at USD 4.9 billion. Apart from increasing DIIPL’s product basket, the skid steer loaders ideally complement the company’s excavators. ‘The Bobcat skid steer loaders in particular fall in the below ten tonne range. As a result, they are a perfect fit with

our excavators,’ remarks Ahn. Last year, Doosan sold around 150 skid steers in India. About 200-250 units made up by six models are expected to be sold by the company this year. Doosan has also been offering six and nine tonne wheel loaders in India. Being big and imported as CBUs into India, the machines are expensive by Indian market standards. As a result, their uptake has been slightly slower. The 2,300 units’ Indian wheel loader market is populated by players like L&T-Case, JCB, Telcon and of late, Chinese companies like Liugong and Sany. But, DIIPL has other products in its arsenal that may yet come to India. These include forklifts and machine tools. ‘With the increase in palletisation as well as more organised logistics industry practices, we expect the forklift market to catch up fast. Globally, the forklifts market follows the construction equipment market at a lag of five years. And as the latter begin to reach some kind of volumes, the sales of the former should pick up too,’ asserts AV Ramana, GM Sales, DIIPL. Doosan has around 80 variants of forklifts,

Doosan expects to sell 200-250 skid steer loaders in India this year.

june 2009 / Commercial Vehicle / 61

to the fore / doosan india

Doosan offers 6 and 9 tonne wheel loaders in India. On account of their size and huge cost on account of CBU imports, their uptake has been a bit slow in India.

running on LPG, CNG and electricity in its global portfolio. So far as the machine tools go, Doosan has recently localised and customised a few of its high specification products for China. Similar products may be introduced in India. Chennai Plant Doosan plans to garner an 18 percent share in the 9,000 units, Indian excavator market. The company enjoys the numero uno position in the Chinese excavator market, with a 22 percent share in the 65,000-70,000 units market. In South Korea too, the company enjoys a 45-50 percent share in the 5,000-6,000 units market. The hindrance to DIIPL replicating this performance in India is price. ‘Products from domestic players are available at virtually half the

The company expects forklifts sales in India thanks to palletisation of cargo.

62 / Commercial Vehicle / june 2009

price of those from our stables. Costs need to be bought down by local manufacture,’ analyses Ahn. This is where DIIPL’s proposed plant in Chennai comes into play. A 60-acre plot of land has already been acquired. And, final assessments are underway, before a decision is made to invest upto USD 30 million to set up a plant, with an annual capacity of 6,000 units. If things go well, the factory could be operational by the end of next year. In the initial years, the plant is envisaged to utilise a third of its capacity. The initial focus will be on manufacturing mid-sized excavators starting with the 20Doosan participating at the recently held IMME in Kolkata.

tonners. The company has already started scouting for a vendor base as it seeks to localise 50 percent of the machines. Localisation will be focused in the area of fabrication of aggregates like buckets and booms. ‘Localisation is the main challenge in setting up a new plant. Only when we are assured that locally made structurals like booms and buckets will stand up to destructive testing can we get into local sourcing. We are analysing local suppliers and hope to finalise them in the next six months’ says Ahn. DIIPL is also planning to talks with hydraulics manufacturers like Wipro for the supply of under body cylinders. These suppliers catering to the Indian operations could also be offer products for Doosan’s global operations. To complement localisation efforts, Doosan is beefing up its R&D infrastructure. An R&D centre, has been set up in Bangalore with an investment of USD one million. Engineers at the centre interact with Doosan’s operations in Korea, Europe and the US. This centre may develop India-centric product and solutions, while also developing and validating local component makers for national and international sourcing activities. The Chennai plant will eventually also export products to SAARC countries, South Africa and the Middle East. Doosan seems to be determined to add an Indian chapter to its 113 year-old lineage. ■

Smart mover

Delite technologies

delite technologies / smart mover

The Eagle ‘Delite’s

The company also suppliers pneumatic cylinders for automatic bus door closers.

Interior and exterior components used in buses as well as pneumatic cylinders for operating doors are heralding a promising outlook for Delite Technologies. Story and Photography Munish Shekhavat

elhi-based Delite Technologies offers close to 200 interior and exterior bus accessory parts. These include moulded plastic components such as dashboards, bumpers, mudguards, interior lights, wheel covers and side mirrors. Also offered are pneumatic parts such as air cylinders for automatic door closing systems as also seats. Incidentally, the company has supplied injection moulded seats and seat components for Delhi’s Tata Marcopolo buses. In the pipeline is an order to supply air cylinders to 200 Swaraj Mazda buses. All extremely frenetic stuff, but, it did not exactly start that way. In 1982, Balwant Singh Sachdeva started a bus body building company - Delite Coach Builder in Delhi. The company did well, but business was not always stable. That is why; Sachdeva’s son Rajinder Singh who joined his father realised that the company must hedge its bets on bus components too. In

Rajinder Singh says that a tie-up with a Chinese company is on the horizon.

64 / Commercial Vehicle / june 2009

Roof panels made by Delite are integral for buses.

Wheel covers are a Delite speciality.

1992, Delite had set up a trading outlet for bus and coach body parts such as checkered plywood, power coated sheets, silicone sealants, fiber bumpers, dash boards, wheel caps and side bus mirrors. Rajinder Singh was keen to go to the next level - to manufacture both ABS interior products as well as pneumatic ones. Thus came into being, Delite Technologies in 2004, to make pneumatics cylinders, valves, hand levers for automatic door closing systems. The brand chosen to market them under was EAGLE. Initially, the focus was on moulded plastic parts. Recalling those early days, Rajinder Singh says, ‘We wanted to prove ourselves on the basis of superior designs and products. As a challenge, we took upon ourselves to come up with one design

every 15 days.’ The multiplicity of product variants and the one-stop shop profile of Delite helped these products succeed in the market. These interior parts now find use in over 300 new buses a month. The pneumatic products came out in 2006 and were across India by 2007. Currently, some 200-250 units are sold each month to STUs like Haryana Roadways and UP Roadways, as also some private operators. The automatic door closers are a hit in the school bus and luxury coach segment for a variety of reasons. Passenger safety increases because the door can be operated only by the driver and that too when the bus is halted. Secondly in the case of an air conditioned bus the loss of cooling is minimised. Thirdly, the pneumatic mechanism eliminates noise associ-

ated with conventional doors. In order to literally consolidate its hold on these two product groups, Delite acquired imported machines from Japan to make siliconbased sealants in 2006. The Arch Seal GP, used for bonding metal, glass and rubber with one another is touted to be the first 100 percent Silicon sealant in India. ‘Until then, we had silicon sealants in various blends of silicon and fillers. The fillers came with a finite life span. This reduced the life of the sealant too. On the other hand, our sealants can go strong through the life of the bus at temperatures ranging from -50 to 200 degrees Celsius,’ claims Singh. The popularity of the Arch Seal is expected to be on the rise, considering that even the Tata Nano, uses adhesives on plastic instead of welding. Delite has therefore been selling them too under the Eagle brand. The year 2006 was also just

ACGL is a key customer for Delite Technologies.

the time for Delite to mould itself into a fully corporate avatar. Three manufacturing facilities had been set up and now dealers would be needed to sell the products. As Delite decided to exit retail operations, it began to rope in dealers - and very fast. Cut to the present and the company has mustered as many as 32 dealers across the span of the country. Efforts are now underway to set up franchisee showrooms. ‘We are coming with 4 franchisee dealerships across northern and western India. Taken up by our current crop of dealers, these showrooms will have a common ambience and brand identity,’ insists Singh. There are strong plans, going forward. For one, Delite has already started getting into interesting areas

such as wiper motors and even wireless speakers – both for luxury coaches. Simultaneously, the capacity for pneumatic cylinders is being doubled from the current levels of 250 units a month. So far as the plastic components’ business goes, the aftermarket amounts to some 20 tonnes per month. Delite which already has 70 percent share in this pie aims to go higher – but the focus still remains on the aftermarket. ‘We aim to reach an 85 percent market share in the plastic components aftermarket. Similarly, there is easily enough headroom to double sales of our pneumatic cylinders. But all through this effort, we will keep our focus on the aftermarket. Though we have made some forays in the OE sector in the last 3-4 months that will not be our focus. We do not want to be bound to any particular company,’ asserts Singh. Exports though are no such issue. Already, some plastic components are going to South Africa and Nepal. And now the reverse could also be happening. ‘We are in talks with a Chinese company for a JV in India. If we reach an agreement with them, Delite could get into components like parts for bus AC systems,’ reveals Singh. But, even before that happens, Delite is getting its parts approved by the ARAI. It is this holistic and proactive thinking that leads one to believe that Delite will continue to outperform the market. ■ june 2009 / Commercial Vehicle / 65

setting shop

victor reinz

victor reinz / setting shop

Victor Reinz

will start supplies to the six-cylinder version of the Neptune shortly,’ said Aakash Dave, managing director, VRIPL. Ashok Leyland will replace it current range of engines with the new Neptune range over the medium to long term. VRIPL also caters to M&M’s FES division as well as enginemaker Lombardini.

seals plans for India

ork is going on in full swing on a 5-acre plot of land in Talegaon, the site for Victor Reinz India Private Limited’s (VRIPL) upcoming greenfield manufacturing plant. VRIPL is a 51:49 JV between Reinz Dichtungs GmbH of Germany and Punebased Jayant Group specialises in sealing so-

Aakash Dave feels that the upcoming plant will cater to a number of international players who are planning to localise their products in India.

The sealing solutions’ specialist is all set to localize its products in order fine tune costs and lead times. Story Ahfaaz Khan Photography Sawan Sekhar Hembram lutions. The first phase of manufacturing operations is set to start rolling within a month. Being set up with an investment of close to Rs 22 crore, it will create the capability to manufacture cylinder head gaskets as also secondary gaskets. The latter will be used for exhaust and intake manifolds as well as other applications. The cylinder head gaskets will be manufactured for engines as large as six cylinders in dimension. This localisation effort is intended to replace the current crop of imported products. ‘Imports had pushed up the cost of the gaskets. Hence, we decided to set up a manufacturing plant in India. An already established market gave us the necessary cushion to go ahead with our decision,’ remarked Aakash Dave, MD VRIPL. Along with gaskets, the JV also envisages the manufacture of heat and noise shields as well as plastic components like cam covers. These components will however be taken up 66 / Commercial Vehicle / june 2009

Victor Reinz develops gaskets for engines right upto six cylinders.

Victor Reinz will also manufacture gaskets for Ashok Leyland’s six-litre Neptune range of engines.

for production in phase II, which is likely to be implemented over the next two years. Overall, close to Rs 40 crore will be pumped in to complete both the phases. The Talegaon plant will start operation with a workforce of 35 people, which will be scaled up to 100 over the next two years. The gaskets will be made up of multilayered steel involving single to four layers depending upon the application. VRIPL has short listed a couple of vendors for sourcing raw material like steel and various coating material for manufacturing the gaskets. The plant will also have a warehouse for stocking raw materials and manufactured products as well as a laboratory for carrying out quality assessment. All critical equipments involved in the manufacturing line have been imported from Europe. The entire manufacturing line is automated. Moreover a climate-controlled and dust free atmosphere lends further sophistication to the plant. ‘This plant will almost be a replica of Reinz’ Germany plant,’ remarked Vivek Dave, manager, marketing, VRIPL. All products manufactured in the plant will be marketed under the Victor Reinz brand. Two decades in the making The JV was only signed in 2006, but the association between the two companies dates back to 1987 when Jayant International, a trading arm of Jayant Group was

Vivek Dave expects to bag substantial orders from engine manufacturers once the plant start operations.

appointed as a business co-ordinator for Indian operations by Victor Reinz. For almost 20 years, Jayant International acted as a co-ordination office for Victor Reinz and Indian OEMs like Tata Motors, Mahindra and Mahindra and Ashok Leyland. VRIPL’s turnover stood at around Rs 35 crore last fiscal. The company sold around 7, 00,000 gaskets in India with CVs accounting for almost 2,00,000 units. Currently VRIPL supplies cylinder head gaskets for Tata Motors’ 407 and 697 range of truck engines as well as some for engines powering passenger vehicles like the Indica and Sumo. The company has also developed cylinder gaskets for the 5 and 7.5 litre engines which will be featured in the Tata Motors’ World Truck series. The other major project which VRIPL is involved is Ashok Leyland’s upcoming Neptune series of engines. ‘We have already been nominated for this project and

Fresh possibilities Besides saving on costs, the reason for starting local manufacture was to increase the customer base in India and shorten lead times. ‘VRIPL is targeting major engine manufacturers with the local base in India. As it pans out, a customer may need more gaskets than initially requisitioned and that too at short notice. Airlifting them from Germany would almost double transportation costs. Shorter lead times at an affordable cost are a strong draw for local customers. ‘The lead time of importing products from Germany stands between 45 to 60 days, whereas with the new plant, we will be able to deliver a product within a week,’ claims Aakash Dave. VRIPL will also be targeting exports to Europe, The Middle East and Africa through the Indian plant. Victor Reinz’s impressive customer base inclusive of Mercedes Benz, Volkswagen, MAN, DAF, Mitsubishi, Renault and General Motors will be tapped in these markets. Localisation will also help VRIPL target the aftermarket. ‘The after market is an attractive proposition for any spare parts manufacturer. But we would need to address any barriers to entry before venturing into the aftermarket,’ remarks Aakash Dave. VRIPL is in talks with a number of distribution companies for setting up an aftermarket network. ‘Once this line is fully established, we will gradually get into the aftermarket,’ adds Vivek Dave. ■

The Talegaon plant will start operations in July.

june 2009 / Commercial Vehicle / 67

purpose built

Mercedes Benz vans

Mercedes Benz vans / purpose built

Mercedes Benz targets construction sector The Vito, Sprinter and Vario are being effectively modularised to take on challenging assignments in the construction space.

ooking at increasing demand from the construction sector in Europe, Mercedes Benz is rolling out its ‘MercedesBenz VanSolution’ and ‘VanPartner by Mercedes-Benz’ programmes. These programmes aim to offer customised offerings for almost the entire plethora of construction sector applications. Under the Mercedes-Benz VanSolution programme, vans are sold as fully built solutions through Mercedes Benz’s retail network.

Issues pertaining to financing, service and warranty are also handled by the same distribution setup. The other programme involves bodybuilders working in tandem with Mercedes Benz. Sales, service and warranty for the bodies and conversions is borne by the bodybuilder. The purchase of the van is made on a dual-invoice basis. Vans covered in the two programmes include Vito, Sprinter and Vario. Let us take a look at what these individuals van have on offer.

Mercedes-Benz Vito The Mercedes-Benz Vito is easy to manoeuvre, robust and extremely versatile. In the standard version, a customer can choose from a variety of options involving two wheelbases, three payloads and lengths and two roofs. The Vito Mixto is a handy proposition while transporting crew and instruments to the construction site. It comes with an additional row of seats behind the front seats and can thereby seat six persons. In addition to this, the Mixto The resurgent construction equipment segment in Europe has compelled Mercedes Benz to roll out dedicated offerings for this segment.

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Because of its easy manoeuvrability, Vito is extensively used to transport crew and instruments to remote locations.

also offers a space of 2.6-4 cubic meters for accommodating tools and materials with a volume ranging between 2.6 and 4.0 m³. Partitions or load protection grilles separate the load compartment from the cab. Anchoring lugs, optional luggage retention nets and anchoring rails provide optimum load securing for tools and materials. The 3.2 GVW version, which is one of the three payload options, is a new addition to the Vito line-up. It is ideally suited to transporting heavy materials, for workshop conversions or for a crew bus transporting crew as well as tools and instruments. The Vito can tow a trailer up to 2.5 tonne GVW to transport goods weighing more than its rated payload. Mercedes-Benz Vito’s rear-wheel drive imparts easy manoeuvrability as well as outstanding traction, climbing ability and pulling power, even when the vehicle is loaded. These factors are of extreme importance in the construction sector where driving conditions are often difficult. The standard-fit Electronic Stability Program (ESP) incorporating the anti-lock braking system (ABS), acceleration skid control (ASR), electronic brake force distribution (EBD) and Brake Assist (BAS) takes care of the vehicle’s safety. Factory-fitted allweather tyres or M+S tyres improve traction even further. Customers who need more tractor and pulling power can opt for the all-wheel

drive option. The power in the Vito 4x4 is distributed between the front and rear axles in the ratio of 35:65 under normal driving conditions. The all-wheel drive works in conjunction with the electronic traction system 4ETS. If one or more wheels lose traction on a slippery surface, 4ETS automatically brakes the spinning wheels with short pulses and thereby increases the drive torque at the wheels with good trac-

tion to the same degree. Vito is also available in different power output options. Powered by the 2.2-litre CDI four-cylinder diesel engines, the power output varies from 95 to 150 hp. The Vito 120 CDI with its V6 engine offers a power output of 204 hp; whereas the petrol-operated Vito 126 offers 258 hp. Power transfer comes courtesy of a sixspeed manual transmission or the optional fully automatic transmission with a torque converter. The top load package includes basic carrier bars for the roof, a ladder rack with roller and a set of cargo lashing straps. Auxiliary heaters also improve comfort, especially during harsh European winters. Mercedes-Benz Sprinter One of the Europe’s best-selling vans, Sprinter is a popular option in the 3.5 tonne GVW segment. Available in three wheelbases, four lengths, three roof heights and 3-5 tonne GVW options, the Sprinter matches the versatility of any other van in its class. For the construction segment, Mercedes-Benz has extended its Sprinter line-up with a range of new variants as part of the ‘Mercedes-Benz VanSolution’ programme. Three-way tippers from Meiller are one of the many such offerings. The

The Vito is a very handy proposition for towing a trailer up to 2.5 tonne GVW.

june 2009 / Commercial Vehicle / 69

Purpose built / mercedes benz vans

mercedes Benz vans / purpose built

The Sprinter is also available in allwheel drive options. The all-wheel drive mode can be selected at the push of a button. Power is transferred to the front axle by means of a transfer case which sits behind the main transmission. As with Vito, the all-wheel drive system is equipped with 4ETS. ESP incorporating the ABS, ASR, EBD and BAS is also the same as in Vito. Features like the optional axle ratios and suspension packages with tuned springs, shock absorbers and stabilisers for heavy loads or an increased front axle helps to improve the performance of the vehicle further. Another feature that comes in handy for construction applications includes power take-offs for special-purpose bodies , stowage boxes and ladder racks for pickups, a ball-head or jaw-type trailer coupling, mud flaps and a range of auxiliary heaters. Mercedes-Benz Vario Thanks to its 6 and 7.5 tonne GVW, the

Vario fills the gap between a van and a light duty truck. Some of its striking features includes extremely robust ladder-type frame, rigid axles with parabolic springs and powerful BlueTec engines. Vario can also pull a trailer up to a capacity of 7.5 tonne GVW. It is thus a popular option for transporting construction machinery on low-loaders. Depending on the application, the Vario comes ex-factory with necessary features such as the choice of a ball-head or jaw-type trailer coupling. Vario’s powerful four-litre turbo diesel engine featuring BlueTec technology is available in three output categories ranging from 129 hp to 177 hp. The van also comes with various axle ratios which enable adjustment of pulling power and engine speeds to reduce fuel consumption. The Vario is available in 60 variants built on four different wheel bases ranging from 3150 to 4800mm. Vario’s 7.5 tonne GVW pick-up has a payload capacity of

4,200 kg. The Vario pickup comes in all four wheelbase options; whereas the rear tipper is available with two wheelbases options. Vario’s load-bearing capacity of up to 4,575 kg makes it perfect for building special application bodies. Customer can opt for a chassis in single cab and crew cab variants with all four wheelbase versions for this purpose. The three-way tippers from Meiller, as a part of the ‘Mercedes-Benz VanSolution,’ are also available with the Vario range. The tippers are available in two wheelbases, single cab, crew cab and two GVW options. Additional accessories such as a front panel with tubular frame, raised side boards and tailboard, ladder rack on the front panel or stowage boxes under the load compartment floor are also available. On an average, bodybuilders modify one out of every two Mercedes-Benz vans in Europe. Out of this, the Vito, Sprinter and Vario account for 10, 30 and 60 percent of total conversions. ■ Vario fills the gap between a van and a light truck. It is primarily used for transporting heavier machineries.

This mobile workshop is amongst the many solutions that Mercedes Benz is offering on the Sprinter.

Accessories like power take-offs for special-purpose bodies, stowage boxes and ladder racks for pickups and a ball-head or jaw-type coupling for trailers enable seamless operations.

tipper body is available in four sizes for chassis with 3.5 and 5 tonne GVW. Accessories such as a support rack or front 70 / Commercial Vehicle / june 2009

bulkhead extension are also available for the bodies. While the bodies from Meiller are made

out of steel, Dautel, which is another bodybuilder involved in Mercedes-Benz VanSolution, uses aluminium for making its three-way tippers. Customers can choose from three sizes for the single cab, or even four for a crew cab. Other offerings that are available on the Sprinter include low tippers, pickups and bodies with loading crane and a mobile-workshop. As with the Vito, the rear-wheel drive in Sprinter ensures excellent traction while encountering uneven terrain. The same engine which powers the Vito is used in the Sprinter with power output raging from 88 -150 hp. The other engine options include 184 hpV6 CDI and four and six cylinder petrol versions offering 156 hp and 258 hp respectively. In addition, the Sprinter 316/516 NGT, a four-cylinder engine with natural-gas drive is also another alternative for the customers. Power is transferred by a six-speed manual transmission or an automatic transmission with torque converter. june 2009 / Commercial Vehicle / 71

better digging

skid steers

skid steers / better digging The operating conditions need to be carefully examined to preclude the possibility of the skid steer tipping over.

Steering without too many skids The skid steer is an extremely agile and versatile animal. If due safety precautions are not followed, the same strong points can make it a challenge to operate.

Most construction equipment manufacturers offer training to skid steer operators.

A skid steer can have many attachments. It is important to see that they are properly anchored.

72 / Commercial Vehicle / june 2009

perating any piece of construction equipment is no joke. The skid steer is no different in this regard, yet its very versatility and its manoeuvrability can present certain challenges to novice operators. It may pay to keep in mind certain tips. Most major manufacturers like JCB, L&T and Case offer driver safety courses for the same reason. Experts advise that prior to engaging the machine, the operating manual needs to be carefully studied in order to understand the compatibility of the machine with the application in question. Certain basic safety measures are in order too. Prior to kicking the machine into action, the seat belt and the lap bar need to be engaged. Even something as esoteric as rear egress windows need to be factored in. Certain machines have a safety cord that, when pulled allows the operator to escape through a back hatch. Another practical consideration is the coupling of attachments – a skid steer can have many – hence it is important to check if they are properly anchored. Whether the coupling mechanism is mechanical or hydraulic, the operator must check if the coupling is in place on the back end too. If the

coupling is defective, the attachment may fall off if exposed to a load. The right way to test the coupling may be by raising the arms. But then again, the arms should not be raised, if there are overhead power lines or trees. The machine should be used only with the right speed. Abrupt start and stops should be avoided to prevent the skid steer from becoming unstable.

Another aspect that may currently not be applicable to India but will soon be is the aspect of a pressure-sensitive seat. Skid steers in developed markets have seats that disengage the hydraulics if the operator gets up. This feature can be overridden for certain applications, such as using a backhoe attachment. Before leaving the operator’s seat, the

Abrupt start stop operations should be avoided to prevent the skid steer from becoming unstable.

lift arms need to be lowered and the attachments must be placed flat on the ground. Like in a car, once the machine is off use, the engine must be stopped and the parking brake must be engaged. On another note, the skid steer tipping over is a real concern. It is therefore important to take note of the soil conditions in and around the site, in relation to the capabilities of the machine. If the soil provides not positive traction, a compact machine may be more in order. Secondly, obeying the laws of gravity, the heavier boom needs to be facing uphill. Thirdly, while navigating slopes, it would be appropriate to do so – straight up or down – rather than try to criss-cross it. The load needs to be optimal and raised through the right bucket size. The loaded bucket needs to be only slightly above the ground to ensure that the centre of gravity does not change for the machine. If this happens, the machine could tip over. The lockout system for the boom must be engaged any time it is lifted and the operator leaves the seat. Otherwise, it may be june 2009 / Commercial Vehicle / 73

better digging / skid steers IF the skid steer has a centralised locking system, the same should be used to ensure that the arms stay up and it is safe for anyone walking under them.

dangerous to walk under the raised boom arms. As an added safety feature, certain skid steers include a lockout system that can be engaged from inside the cab. Once the internal lock is engaged, the arms will be safe for anyone walking under it. Also, the locking plate for the cab needs to be properly maintained. Often a mechanic will lift the cab to service components underneath. If there is a danger of rocks flying around, it may be a better to opt for polycarbonate instead of glass for the doors.

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While working on the electrical system, the machine must be allowed to cool down. This is a more pressing instruction if work is happening on the radiator. Finally, the key components should be depressurized. A compartment that is opened without being depressurized could result in hot liquid flowing out. An explosion is not ruled out either on account of the pressure building up. The same logic is applicable in the case

of tyre filling too. Stand to the side of the tyre and using an automatic shutoff system may be the safe option. Traffic jam There can be back hoes, wheel loaders, dozers and excavators at the jobsite and if the skid steer is not careful, it can run into them. Being maneouvreable, it can suddenly land in their path. And of course, even as that happens, the soil conditions may have changed due to the digging, or some more soil may have been dumped at the site, or some rain could have made things very slushy. Some applications can be more hazardous than others, such as using a skid steer and a mulcher for land clearing or a hydraulic breaker for demolition. Make sure that the skid steer is equipped to handle these severe situations. Many manufacturers offer specialised doors made of polycarbonate rather than glass, which can shatter when hit by flying rocks or debris. It may make sense to opt for the former in such challenging cases. When a machine is being used in an application such as land clearing, it requires extra protection above standard features. Many of these features are also available as retrofit packages. â&#x2013;

volvo

Green N’ Clean

World premiere for

Volvo’s hybrid bus oxides and other particular matters is also claimed to decline by 40-50 percent as compared to that of a conventional diesel bus. ‘With such major environmental gains and such large savings in fuel costs, we are convinced that hybrid buses will become extremely attractive and feasible proposition for personal transportation within a few years’ remarked Edward Jobson, Environmental Director at Volvo Buses Hybrid solutions for heavy vehicles have existed for many years, but because of their high cost, they have failed to achieve any substantial market penetration. Volvo has therefore developed a technology that is common for buses, trucks and construction equipment. In this manner, the group expects to strike large volumes and subsequently lower costs. Volvo Buses will also start field tests of six hybrid double-decker buses in London. ■

wedish city Göteborg is the site of the world premiere of Volvo’s hybrid bus. The company is currently conducting field tests in collaboration with Göteborgs Spårvägar, a city-based transport firm. The results from these tests will be used to make final changes before the bus hits commercial production beginning next year. Volvo has already received orders for the bus from customers in cities like Luxemburg and Switzerland. The hybrid bus features a diesel engine and an electric motor working in tandem. Initial acceleration comes exclusively from the electric motor and when the bus reaches a speed of 15-20 km/h, the diesel

engine gets into action. The bus can be driven with both engines operating together or individually, which is one of the major benefits of the parallel hybrid technology. During braking manoeuvres, braking energy is recycled and stored in a battery mounted on the roof of the bus. This energy is then used to drive the electric motor. When the doors open at the bus stop, the diesel engine gets shut off completely. Volvo expects its hybrid technology to offer a quieter and cleaner from of transport. The company claims that fuel consumption and emission of the greenhouse gases like carbon dioxide will reduce by up to 30 percent depending on operating conditions. Moreover, emission of nitrous june 2009 / Commercial Vehicle / 75

looking ahead

dtna

dtna / looking ahead

the typical ‘fish eye’ effect. Another interesting feature in the Innovation Truck is a Dual Ride Height system. At high speeds, the systems lowers the tractor height and reduces the under chassis drag. This system utilises a proprietary front air suspension in conjunction with Freightliner’s popular rear air suspension. Tyre pressure monitoring, one of the most important parameters in ensuring fuel efficiency, also finds special attention in the new truck. The road warrior features a wireless SmarTire tire pressure monitoring system integrated with a Lectronix T7000 navigation/infotainment unit. This system measures tyre pressure more precisely and an integrated display helps in keeping a constant eye on the pressure. ‘Aerodynamic drag reduction is at the foundation of DTNA’s engineering efforts, but decreasing friction can also result in fuel economy savings,’ said Boeckenhoff. The fuel efficiency is further improved with the use of mechatronics like the RunSmart Predictive Cruise™ system. Making its premiere in the heavy duty segment, the system uses a combination of GPS technology with digital mapping to provide a 3D profile of the road ahead. It evaluates the upcoming road profile more than a mile in advance and determines the

The Innovation Truck has been built on the Cascadia platfrom. The truck showcases futuristic technologies that would be offered by DTNA.

most fuel efficient vehicle speed. ‘The RunSmart Predictive Cruise system showcases our commitment to shape the future of transportation,’ Boeckenhoff added. The Innovation Truck is configured with a single drive axle complemented with a load management system. This configuration helps to transfer weight to the

DTNA shows off

Innovation Truck Aerodynamics, smart diagnostics and a keen eye for safety mark this truck concept as one to watch out for.

aimler Trucks North America (DTNA) showcased a new Innovation Truck at the Mid-America Trucking Show held recently. ‘We have developed the new Innovation Truck to highlight our existing technologies and also show customers as to what they can expect from us in the future,’ said Elmar 76 / Commercial Vehicle / june 2009

Boeckenhoff, senior vice president, Engineering and Technology, DTNA. The new truck has been developed on the Cascadia platform, hailed as one of the most aerodynamic offerings from the DTNA’s stable. The aerodynamics in the new innovation truck have been further refined with features like rear wheel fairings and under body panels to smoothen the airflow around the rear

wheels and under the chassis respectively, a roof deflector to direct air over the trailer and a front air splitter incorporated into the front bumper to pass air around the truck. The new truck also uses side view cameras instead of mirrors to reduce the drag coefficient further. The camera system on the other hand improves the field of view, eliminates blind spots and reduces

Features like the rear wheel fairings and under body panels smoothen the airflow around the rear wheel and chassis respectively and thereby reduces the drag coefficient by a significant amount.

drive axle in low traction situations and thereby reduces weight and cost. The Innovation Truck is EPA 2010 emissions compliant using Daimler’s proven BlueTec® emissions technology. The exhaust after-treatment system is packaged under the right-hand step and a diesel exhaust fluid reservoir is mounted on the left hand forward frame rail. Upgrading the range Some of the technologies that have been featured in the Innovation truck will be gradually extended to the existing range of vehicles from DTNA’s stable. ‘While the concept of the Innovation Truck is forward-thinking, many of these technologies are available right now or will be within this year,’ remarked Boeckenhoff. One such technology is the ParkSmart™ HVAC System, which will now be available for the Cascadia range. The system provides an integrated solution for emission-free cooling and highly efficient heating without engine idling. Operating from a second bank of batteries, the ParkSmart system provides 8-10 hours of cooling and up to 34 hours of heating with the help of a diesel operated coolant heater. The advantage of an electrically-driven HVAC system is that shore power extends operating time while reducing emissions. ■ june 2009 / Commercial Vehicle / 77

the numbers game

siam data

siam data / the numbers game

M&M continues strong showing in 3.5 tonners Production

Manufacturers

Domestic Sales

LCVs on revival path

Exports

Production

For the month of

Cumulative

For the month of

Cumulative

For the month of

Cumulative

April

April-April

April

April-April

April

April-April

2008

2009

08-09

09-10

2008

2009

08-09

09-10

2008

2009

M1 Category : Upto 8+1 seats (Passenger Carrier) B: Max.Mass upto 3.5 tonnes B1: No. of seats including driver not exceeding 7 BMW India Pvt Ltd 0 0 0 0 26 42 26 42 0 0 Force Motors Ltd 7 0 7 0 8 0 8 0 0 0 Ford India Pvt Ltd 329 188 329 188 297 201 297 201 0 0 General Motors India Pvt Ltd 606 462 606 462 1,044 559 1,044 559 0 1 Hindustan Motors Ltd 165 129 165 129 194 71 194 71 0 0 Honda Siel Cars India Ltd 0 0 0 0 272 0 272 0 0 0 Hyundai Motor India Ltd 0 0 0 0 9 6 9 6 0 0 Mahindra & Mahindra Ltd 5,793 7,783 5,793 7,783 6,058 7,602 6,058 7,602 255 61 Maruti Suzuki India Ltd 0 0 0 0 37 0 37 0 0 0 Mercedes-Benz India Pvt Ltd 0 0 0 0 1 0 1 0 0 0 Tata Motors Ltd 2,446 1,361 2,446 1,361 1,703 1,237 1,703 1,237 1 7 Toyota Kirloskar Motor Pvt Ltd 1,994 1,310 1,994 1,310 1,902 1,285 1,902 1,285 0 0 Total 11,340 11,233 11,340 11,233 11,551 11,003 11,551 11,003 256 69 B2: No. of seats including driver exceeding 7 but not exceeding 9 (7+1 & 8+1) Force Motors Ltd 0 10 0 10 0 0 0 0 0 0 General Motors India Pvt Ltd 153 77 153 77 223 100 223 100 0 0 International Cars & Motors Ltd 389 117 389 117 379 153 379 153 0 0 Mahindra & Mahindra Ltd 2,588 5,101 2,588 5,101 2,872 5,094 2,872 5,094 28 14 Maruti Suzuki India Ltd 546 275 546 275 31 905 31 905 0 10 Tata Motors Ltd 1,425 372 1,425 372 965 299 965 299 2 0 Toyota Kirloskar Motor Pvt Ltd 2,678 1,552 2,678 1,552 2,629 1,550 2,629 1,550 0 0 Total 7,779 7,504 7,779 7,504 7,099 8,101 7,099 8,101 30 24 Total B (B1+B2) 19,119 18,737 19,119 18,737 18,650 19,104 18,650 19,104 286 93 C: Multi Purpose Vehicles (MPVs) - Van type vehicles & Max. Mass not exceeding 3.5 tonnes Van Type (M1) Maruti Suzuki India Ltd 7,690 7,787 7,690 7,787 7,705 7,724 7,705 7,724 28 56 Tata Motors Ltd 1,126 2,921 1,126 2,921 1,365 2,754 1,365 2,754 0 0 Total C 8,816 10,708 8,816 10,708 9,070 10,478 9,070 10,478 28 56 Total of all M1 Category (B+C) 27,935 29,445 27,935 29,445 27,720 29,582 27,720 29,582 314 149 N1 Category : Max. Mass upto 3.5 tonnes (Goods Carrier) Max Mass not exceeding 3.5 tonnes Force Motors Ltd 142 89 142 89 242 122 242 122 0 0 Hindustan Motors Ltd 0 10 0 10 0 9 0 9 0 0 Mahindra & Mahindra Ltd 3,973 4,938 3,973 4,938 3,752 4,536 3,752 4,536 267 92 Piaggio Vehicles Pvt Ltd 826 602 826 602 801 684 801 684 6 6 Tata Motors Ltd 7,399 9,425 7,399 9,425 6,014 8,328 6,014 8,328 370 308 Total of all N1 Category 12,340 15,064 12,340 15,064 10,809 13,679 10,809 13,679 643 406 M2 Category: More than 8+1 seats & Max. Mass upto 5 tonnes (Passenger Carrier) A: Max. Mass upto 5 tonnes A1: No. of seats including driver not exceeding 13 Force Motors Ltd 607 517 607 517 637 470 637 470 0 0 General Motors India Pvt Ltd 918 577 918 577 885 639 885 639 0 0

08-09

Manufacturers

09-10

0 0 0 0 0 0 0 255 0 0 1 0 256

0 0 0 1 0 0 0 61 0 0 7 0 69

0 0 0 28 0 2 0 30 286

0 0 0 14 10 0 0 24 93

28 0 28 314

56 0 56 149

0 0 267 6 370 643

0 0 92 6 308 406

0 0

For the month of

Cumulative

For the month of

Cumulative

April

April-April

April

April-April

April

April-April

2009

08-09

09-10

2008

2009

08-09

09-10

2008

895 1,342 3,762

2009

1,294 895 1,294 878 1,215 878 1,215 12 961 1,342 961 1,151 892 1,151 892 20 3,349 3,762 3,349 3,551 3,216 3,551 3,216 32 A2: No. of seats including driver exceeding 13 Force Motors Ltd 152 388 152 388 165 291 165 291 0 Mahindra & Mahindra Ltd 335 217 335 217 313 228 313 228 0 Tata Motors Ltd 369 460 369 460 256 509 256 509 10 Total A2 856 1,065 856 1,065 734 1,028 734 1,028 10 Total of all M2 Category (A1+A2) 4,618 4,414 4,618 4,414 4,285 4,244 4,285 4,244 42 N2 Category : Max. Mass exceeding 3.5 tonnes but not exceeding 12 tonnes (Goods Carrier) A: Max. Mass exceeding 3.5 tonnes but not exceeding 12 tonnes A1: Max Mass exceeding 3.5 tonnes but not exceeding 5 tonnes Force Motors Ltd 49 63 49 63 59 64 59 64 0 Mahindra & Mahindra Ltd 46 31 46 31 69 42 69 42 0 Tata Motors Ltd 5 46 5 46 0 0 0 0 10 Total A1 100 140 100 140 128 106 128 106 10 A2: Max Mass exceeding 5 tonnes but not exceeding 7.5 tonnes Eicher Motors Ltd 364 304 364 304 208 201 208 201 64 Force Motors Ltd 4 2 4 2 1 1 1 1 0 Mahindra & Mahindra Ltd 171 295 171 295 95 115 95 115 36 Swaraj Mazda Ltd 157 143 157 143 87 154 87 154 0 Tata Motors Ltd 1,750 1,724 1,750 1,724 1,192 1,648 1,192 1,648 387 Total A2 2,446 2,468 2,446 2,468 1,583 2,119 1,583 2,119 487 A3: Max Mass exceeding 7.5 tonnes but not exceeding 12 tonnes Ashok Leyland Ltd 73 65 73 65 112 51 112 51 1 Eicher Motors Ltd 1,268 919 1,268 919 1,211 823 1,211 823 20 Swaraj Mazda Ltd 214 135 214 135 107 96 107 96 0 Tata Motors Ltd 1,401 1,291 1,401 1,291 1,187 1,197 1,187 1,197 59 Total A3 2,956 2,410 2,956 2,410 2,617 2,167 2,617 2,167 80 Total of all N2 Category (A1+A2+A3) 5,502 5,018 5,502 5,018 4,328 4,392 4,328 4,392 577 M3 Category: More than 8+1 seats & Max. Mass exceeding 5 tonnes (Passenger Carrier) A: Max. Mass exceeding 5 tonnes but not exceeding 7.5 tonnes No. of seats including driver exceeding 13 Ashok Leyland Ltd 66 90 66 90 58 24 58 24 7 Eicher Motors Ltd 248 255 248 255 147 191 147 191 8 Force Motors Ltd 27 18 27 18 21 15 21 15 0 Mahindra & Mahindra Ltd 358 282 358 282 299 263 299 263 40 Swaraj Mazda Ltd 212 123 212 123 140 59 140 59 0 Tata Motors Ltd 1,645 1,493 1,645 1,493 757 1,335 757 1,335 343 Total A 2,556 2,261 2,556 2,261 1,422 1,887 1,422 1,887 398 B: Max. Mass exceeding 7.5 tonnes but not exceeding 12 tonnes No. of seats including driver exceeding 13 Ashok Leyland Ltd 60 100 60 100 35 50 35 50 9 Eicher Motors Ltd 190 171 190 171 95 85 95 85 9 Swaraj Mazda Ltd 109 104 109 104 69 66 69 66 0

afpmi^v

Vlro ebob ql do^_ qeb jlpq bvb_^iip 78 / Commercial Vehicle / june 2009

Exports

Cumulative

2008 Mahindra & Mahindra Ltd Tata Motors Ltd Total A1

Domestic Sales

For the month of

08-09

09-10

3 0 3

12 20 32

3 0 3

0 0 5 5 8

0 0 10 10 42

0 0 5 5 8

0 0 0 0

0 0 10 10

0 0 0 0

42 0 174 15 151 382

64 0 36 0 387 487

42 0 174 15 151 382

10 23 22 50 105 487

1 20 0 59 80 577

10 23 22 50 105 487

0 61 0 33 5 60 159

7 8 0 40 0 343 398

0 61 0 33 5 60 159

0 0 0

9 9 0

0 0 0

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June 2009 / Commercial Vehicle / 79

the numbers game / siam data

siam data / the numbers game

Tata Motors registers good numbers in midi-bus sales Production

Manufacturers

Exports

Production

For the month of

Cumulative

For the month of

Cumulative

For the month of

Cumulative

April

April-April

April

April-April

April

April-April

2008 Tata Motors Ltd Total B

Domestic Sales

Bajaj Auto reclaims 3-wheelers leadership

2009

08-09

09-10

2008

2009

08-09

09-10

2008

238 323 238 323 184 365 184 365 0 597 698 597 698 383 566 383 566 18 C: Max. Mass exceeding 12 tonnes but not exceeding 16.2 tonnes C2: No. of seats including driver exceeding 13 Ashok Leyland Ltd 1,240 1,397 1,240 1,397 780 546 780 546 112 Eicher Motors Ltd 2 4 2 4 10 24 10 24 24 Tata Motors Ltd 1,033 974 1,033 974 957 1,063 957 1,063 398 Volvo Buses India Pvt. Ltd. 0 39 0 39 0 47 0 47 0 Volvo India Pvt Ltd 34 0 34 0 33 0 33 0 0 Total C (C1+C2) 2,309 2,414 2,309 2,414 1,780 1,680 1,780 1,680 534 D: Max. Mass exceeding 16.2 tonnes No. of seats including driver exceeding 13 (Passenger Carrier) Volvo Buses India Pvt. Ltd. 0 7 0 7 0 7 0 7 0 Total D 0 7 0 7 0 7 0 7 0 Total of all M3 Category (A+B+C+D) 5,462 5,380 5,462 5,380 3,585 4,140 3,585 4,140 950 N3 Category: Max. Mass exceeding 12 tonnes (Goods Carrier) A: Max. Mass not exceeding 16.2 tonnes Max. Mass exceeding 12 tonnes but not exceeding 16.2 tonnes Ashok Leyland Ltd 1,559 851 1,559 851 984 486 984 486 27 Eicher Motors Ltd 144 33 144 33 99 41 99 41 10 Tata Motors Ltd 3,929 2,105 3,929 2,105 3,301 1,814 3,301 1,814 281 Total A 5,632 2,989 5,632 2,989 4,384 2,341 4,384 2,341 318 B1: Max Mass exceeding 16.2 tonnes - Rigid Vehicles (a) Max. Mass exceeding 16.2 but not exceeding 25 tonnes Ashok Leyland Ltd 2,835 444 2,835 444 2,923 397 2,923 397 0 Asia Motor Works Ltd 433 54 433 54 236 104 236 104 0 Eicher Motors Ltd 90 15 90 15 73 17 73 17 6 Tata Motors Ltd 5,951 3,584 5,951 3,584 4,455 3,107 4,455 3,107 51 Volvo India Pvt Ltd 29 0 29 0 0 0 0 0 23 Total (A) 9,338 4,097 9,338 4,097 7,687 3,625 7,687 3,625 80 (b) Max. Mass exceeding 25 tonnes Ashok Leyland Ltd 0 0 0 0 49 10 49 10 0 Eicher Motors Ltd 0 0 0 0 9 19 9 19 0 Mercedes-Benz India Pvt Ltd 46 8 46 8 50 26 50 26 0 Tata Motors Ltd 480 340 480 340 336 268 336 268 2 Tatra Vectra Motors Ltd 3 0 3 0 3 0 3 0 0 Volvo India Pvt Ltd 82 21 82 21 82 6 82 6 0 Total (B) 611 369 611 369 529 329 529 329 2 Total B1 ((A)+(B)) 9,949 4,466 9,949 4,466 8,216 3,954 8,216 3,954 82 B2: Max. Mass exceeding 16.2 tonnes- Haulage Tractor (Tractor-Semi Trailer/Trailer) (B) Max. Mass exceeding 26.4 tonnes but not exceeding 35.2 tonnes Ashok Leyland Ltd 470 0 470 0 255 17 255 17 0

2009

08-09

Manufacturers

09-10

0 18

2 2

36 0 147 0 0 183

112 24 398 0 0 534

36 0 147 0 0 183

0 0 344

0 0 950

0 0 344

67 20 214 301

27 10 281 318

67 20 214 301

22 0 0 101 0 123

0 0 6 51 23 80

22 0 0 101 0 123

0 0 0 5 0 0 5 128

0 0 0 2 0 0 2 82

0 0 0 5 0 0 5 128

Tata Motors Ltd Total (B)

For the month of

Cumulative

For the month of

Cumulative

April

April-April

April

April-April

April

April-April

2009

08-09

09-10

2008

2009

08-09

09-10

2008

2009

08-09

531 1,001

0 531 0 468 124 468 124 0 0 0 1,001 0 723 141 723 141 0 0 (C) Max. Mass exceeding 35.2 tonnes Ashok Leyland Ltd 357 9 357 9 353 34 353 34 0 0 Asia Motor Works Ltd 67 6 67 6 118 17 118 17 0 0 Eicher Motors Ltd 9 0 9 0 9 0 9 0 0 0 Tata Motors Ltd 597 0 597 0 360 115 360 115 0 0 Volvo India Pvt Ltd 28 0 28 0 7 1 7 1 27 0 Total (C) 1,058 15 1,058 15 847 167 847 167 27 0 Total B2 ((A)+(B)+(C)) 2,059 15 2,059 15 1,570 308 1,570 308 27 0 Total of all N3 Category (A+B1+B2) 17,640 7,470 17,640 7,470 14,170 6,603 14,170 6,603 427 429 TH Category: Three Wheelers A: Passenger Carrier A1:No. of seats Including driver not exceeding 4 & Max.Mass not exceeding 1 tonne Atul Auto Limited 235 97 235 97 215 89 215 89 0 0 Bajaj Auto Ltd 18,854 17,976 18,854 17,976 8,206 9,515 8,206 9,515 8,504 8,670 Force Motors Ltd 15 11 15 11 19 11 19 11 0 0 Mahindra & Mahindra Ltd 1,758 2,069 1,758 2,069 1,660 1,755 1,660 1,755 0 10 Piaggio Vehicles Pvt Ltd 8,688 9,150 8,688 9,150 8,750 9,103 8,750 9,103 242 250 Scooters India Ltd 160 139 160 139 164 135 164 135 0 0 TVS Motor Company Ltd 143 661 143 661 150 670 150 670 0 36 Total A1 29,853 30,103 29,853 30,103 19,164 21,278 19,164 21,278 8,746 8,966 A2:No. of seats Including driver exceeding 4 but not exceeding 7 & Max.Mass not exceeding 1.5 tonnes Force Motors Ltd 85 76 85 76 47 30 47 30 42 42 Mahindra & Mahindra Ltd 70 20 70 20 88 65 88 65 0 0 Scooters India Ltd 139 193 139 193 173 167 173 167 0 0 Total A2 294 289 294 289 308 262 308 262 42 42 Total A (A1+A2) 30,147 30,392 30,147 30,392 19,472 21,540 19,472 21,540 8,788 9,008 B: Goods Carrier B1: Max. Mass not exceeding 1 tonne Atul Auto Limited 448 446 448 446 417 473 417 473 0 0 Bajaj Auto Ltd 1,123 749 1,123 749 1,203 682 1,203 682 0 0 Piaggio Vehicles Pvt Ltd 3,851 3,156 3,851 3,156 3,925 3,300 3,925 3,300 82 19 Scooters India Ltd 187 191 187 191 174 164 174 164 0 0 Total B1 5,609 4,542 5,609 4,542 5,719 4,619 5,719 4,619 82 19 B2: Others Force Motors Ltd 109 114 109 114 146 95 146 95 3 0 Mahindra & Mahindra Ltd 1,543 1,341 1,543 1,341 1,595 1,152 1,595 1,152 0 0 Scooters India Ltd 81 134 81 134 134 118 134 118 0 0 Total B2 1,733 1,589 1,733 1,589 1,875 1,365 1,875 1,365 3 0 Total B (B1+B2) 7,342 6,131 7,342 6,131 7,594 5,984 7,594 5,984 85 19 Total of all TH Category (A+B) 37,489 36,523 37,489 36,523 27,066 27,524 27,066 27,524 8,873 9,027

afpmi^v

Vlro ebob ql do^_ qeb jlpq bvb_^iip 80 / Commercial Vehicle / june 2009

Exports

Cumulative

2008

2 2

Domestic Sales

For the month of

09-10 0 0

0 0

0 0 0 0 27 27 27 427

0 0 0 0 0 0 0 429

0 8,504 0 0 242 0 0 8,746

0 8,670 0 10 250 0 36 8,966

42 0 0 42 8,788

42 0 0 42 9,008

0 0 82 0 82

0 0 19 0 19

3 0 0 3 85 8,873

0 0 0 0 19 9,027

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June 2009 / Commercial Vehicle / 81

RNI NO. MAHENG / 2006 / 20842