Professional Documents
Culture Documents
The second generation Tata Indica Vista. The Indica is the first passenger car indigenously
developed in India.
The Automotive industry in the Republic of India is one of the largest in the world. It is the
world's second largest manufacturer of motorcycles, with annual sales exceeding 8.5 million in
2009.[1] India's passenger car and commercial vehicle manufacturing industry is the seventh
largest in the world, with an annual production of more than 2.6 million units in 2009.[2] In 2009,
India emerged as Asia's fourth largest exporter of passenger cars, behind Japan, South Korea and
Thailand.[3]
As of 2009, India is home to 40 million passenger vehicles and more than 1.5 million cars were
sold in India in 2009 (an increase of 26%), making the country the second fastest growing
automobile market in the world.[4][5] By 2050, the country is expected to top the world in car
volumes with approximately 611 million vehicles on the nation's roads.[6] A major chunk of
India's car manufacturing industry is based in and around the city of Chennai (also known as
"Detroit of India"),[7] with the Indian city accounting for 60 per cent of the country's automotive
exports.[8] Chakan corridor near Pune is an upcoming vehicular production hub with General
Motors, Volkswagen/ Skoda, Mahindra and Mahindra in the process of setting up or already set
up facilities.[9][10]
History
Following economic liberalization in India in 1991, the Indian automotive industry has
demonstrated sustained growth as a result of increased competitiveness and relaxed restrictions.
Several Indian automobile manufacturers such as Tata Motors, Maruti Suzuki and Mahindra and
Mahindra, expanded their domestic and international operations. India's robust economic growth
led to the further expansion of its domestic automobile market which attracted significant India-
specific investment by multinational automobile manufacturers.[11] In February 2009, monthly
sales of passenger cars in India exceeded 100,000 units.[12]
The first car ran on India's roads in 1897. Till the 1930s, cars were imported directly. Embryonic
automotive industry emerged in India in the 1940s. Following the independence, in 1947, the
Government of India and the private sector launched efforts to create an automotive component
manufacturing industry to supply to the automobile industry. However, the growth was relatively
slow in the 1950s and 1960s due to nationalisation and the license raj which hampered the Indian
private sector. After 1970, the automotive industry started to grow, but the growth was mainly
driven by tractors, commercial vehicles and scooters. Cars were still a major luxury. Japanese
manufacturers entered the Indian market ultimately leading to the establishment of Maruti
Udyog. A number of foreign firms initiated joint ventures with Indian companies.[13]
Production Statistics
The production of automobiles has greatly increased in the last decade. It passed the 1 million
mark during 2003-2004 and has more than doubled since.[14]
Emission Norms
See also: Bharat Stage emission standards
In tune with international standards to reduce vehicular pollution, the central government
unveiled the standards titled 'India 2000' in 2000 with later upgraded guidelines as 'Bharat Stage'.
These standards are quite similar to the more stringent European standards and have been
traditionally implemented in a phased manner, with the latest upgrade getting implemented in 13
cities and later, in the rest of the nation. Delhi(NCR), Mumbai), Kolkata, Chennai, Bengaluru,
Hyderabad, Ahmedabad, Pune, Surat, Kanpur, Lucknow, Solapur, and Agra are the 13 cities
where Bharat Stage IV has been imposed while the rest of the nation is still under Bharat Stage
III.
Bharat Stage emissions standards are emissions standards instituted by the Government of the
Republic of India (Bharat) that regulate the output of air pollutants (such as nitrogen oxides
(NOx), carbon monoxide (CO), hydrocarbons (HC), particulate matter (PM), soot, and, where
applicable, sulfur oxides (SOx)) by internal combustion engine powered equipment, including
motor vehicles, or other air polluting facilities or equipment. In many cases they are similar to
European emissions standards.
Motor vehicles
Comparison between European, US, and Bharat Stage (Indian) emission standards for gasoline
passenger cars.
Comparison between European, US, and Bharat Stage (Indian) emission standards for diesel passenger
cars. The sizes of the green circles represent the limits for particulate matter.
[edit] Background
The first Indian emission regulations were idle emission limits which became effective in 1989.
These idle emission regulations were soon replaced by mass emission limits for both petrol
(1991) and diesel (1992) vehicles, which were gradually tightened during the 1990s. Since the
year 2000, India started adopting European emission and fuel regulations for four-wheeled light-
duty and for heavy-dc. Indian own emission regulations still apply to two- and three-wheeled
vehicles.
Current requirement is that all transport vehicles carry a fitness certificate that is renewed each
year after the first two years of new vehicle registration.
On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a
phased program for introducing Euro 2 - 4 emission and fuel regulations by 2010. The
implementation schedule of EU emission standards in India is summarized in Table 1.[1]
2005.04 Nationwide
The above standards apply to all new 4-wheel vehicles sold and registered in the respective
regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for
interstate buses with routes originating or terminating in Delhi or the other 10 cities.
For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, 2005 and Stage
III (Euro 3) standards would come in force from April 1, 2010.[2]
Exhaust gases from vehicles form a significant portion of air pollution which is harmful to human health
and the environment
Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW >
3,500 kg—are listed in Table 2.
Table 2 Emission Standards for Diesel Truck and Bus Engines, g/kWh
† earlier introduction in selected regions, see Table 1 ‡ only in selected regions, see Table 1
More details on Euro I-III regulations can be found in the EU heavy-duty engine standards page.
Emission standards for light-duty diesel vehicles (GVW ≤ 3,500 kg) are summarized in Table 3.
Ranges of emission limits refer to different classes (by reference mass) of light commercial
vehicles; compare the EU light-duty vehicle emission standards page for details on the Euro 1
and later standards. The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg;
up to 6 seats).
The test cycle has been the ECE + EUDC for low power vehicles (with maximum speed limited
to 90 km/h). Before 2000, emissions were measured over an Indian test cycle.
Engines for use in light-duty vehicles can be also emission tested using an engine dynamometer.
The respective emission standards are listed in Table 4.
Emissions standards for gasoline vehicles (GVW ≤ 3,500 kg) are summarized in Table 5. Ranges
of emission limits refer to different classes of light commercial vehicles (compare the EU light-
duty vehicle emission standards page). The lowest limit in each range applies to passenger cars
(GVW ≤ 2,500 kg; up to 6 seats).
† earlier introduction in selected regions, see Table 1 ‡ only in selected regions, see Table 1
Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).
Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.[3]
Year CO HC HC+NOx
Year CO HC HC+NOx
Year CO HC+NOx PM
1991 - Idle CO Limits for Gasoline Vehicles and Free Acceleration Smoke for Diesel Vehicles,
Mass Emission Norms for Gasoline Vehicles.
1992 - Mass Emission Norms for Diesel Vehicles.
1996 - Revision of Mass Emission Norms for Gasoline and Diesel Vehicles, mandatory fitment of
Catalytic Converter for Cars in Metros on Unleaded Gasoline.
1998 - Cold Start Norms Introduced.
2000 - India 2000 (Eq. to Euro I) Norms, Modified IDC (Indian Driving Cycle), Bharat Stage II
Norms for Delhi.
2001 - Bharat Stage II (Eq. to Euro II) Norms for All Metros, Emission Norms for CNG & LPG
Vehicles.
2003 - Bharat Stage II (Eq. to Euro II) Norms for 13 major cities.
2005 - From 1 April Bharat Stage III (Eq. to Euro III) Norms for 13 major cities.
2010 - Bharat Stage III Emission Norms for 4-wheelers for entire country whereas Bharat Stage -
IV (Eq. to Euro IV) for 13 major cities. Bharat Stage IV also has norms on OBD (similar to Euro III
but diluted)
India’s auto sector accounts for about 18 per cent of the total CO2 emissions in the country.
Relative CO2 emissions from transport have risen rapidly in recent years, but like the EU,
currently there are no standards for CO2 emission limits for pollution from vehicles.
There is also no provision to make the CO2 emissions labeling mandatory on cars in the country.
A system exists in the EU to ensure that information relating to the fuel economy and CO2
emissions of new passenger cars offered for sale or lease in the Community is made available to
consumers in order to enable consumers to make an informed choice.
Emission standards for diesel construction machinery were adopted on 21 September 2006. The
standards are structured into two tiers:
Bharat (CEV) Stage II—These standards are based on the EU Stage I requirements, but also cover
smaller engines that were not regulated under the EU Stage I.
Bharat (CEV) Stage III—These standards are based on US Tier 2/3 requirements.
The limit values apply for both type approval (TA) and conformity of production (COP) testing.
Testing is performed on an engine dynamometer over the ISO 8178 C1 (8-mode) and D2 (5-
mode) test cycles. The Bharat Stage III standards must be met over the useful life periods shown
in Table 10. Alternatively, manufacturers may use fixed emission deterioration factors of 1.1 for
CO, 1.05 for HC, 1.05 for NOx, and 1.1 for PM.
Emission standards for diesel agricultural tractors are summarized in Table 11.
2005.04 Nationwide
Emissions are tested over the ISO 8178 C1 (8-mode) cycle. For Bharat (Trem) Stage III A, the
useful life periods and deterioration factors are the same as for Bharat (CEV) Stage III, Table 10.
Emissions from new diesel engines used in generator sets have been regulated by the Ministry of
Environment and Forests, Government of India [G.S.R. 371 (E), 17 May 2002]. The regulations
impose type approval certification, production conformity testing and labeling requirements.
Certification agencies include the Automotive Research Association of India and the Vehicle
Research and Development Establishment. The emission standards are listed below.
Table 12 Emission Standards for Diesel Engines ≤ 800 kW for Generator Sets
CO HC NOx PM Smoke
Engine Power (P) Date
g/kWh 1/m
Engines are tested over the 5-mode ISO 8178 D2 test cycle. Smoke opacity is measured at full
load.
Table 13 Emission Limits for Diesel Engines > 800 kW for Generator Sets
CO NMHC NOx PM
Date
mg/Nm3 mg/Nm3 ppm(v) mg/Nm3
Concentrations are corrected to dry exhaust conditions with 15% residual O2.
The emission standards for thermal power plants in India are being enforced based on
Environment (Protection) Act, 1986 of Government of India and it’s amendments from time to
time.[4] A summary of emission norms for coal and gas based thermal power plants is given in
Tables 14 and 15
Table 14 Environmental standards for coal & gas based power plants
rate of SO 2 in kg/hr,
Less than 200/210 MWe H = Stack height in metres
200/210 MWe
The norms for 500 MW and above coal based power plant being practised is 40 to 50 mg/Nm
and space is provided in the plant layout for super thermal power stations for installation of flue
gas desulphurisation (FGD) system. But FGD is not installed, as it is not required for low sulphur
Indian coals while considering SO X emission from individual chimney.
In addition to the above emission standards, the selection of a site for a new power plant has to
maintain the local ambient air quality as given in Table 16.
Conc. g/m3
Category
SPM SOx CO NOx
Industrial and mixed-use 500 120 5000 120
Residential and rural 200 80 2000 80
Sensitive 100 30 1000 30
Table 17 World bank norms for new projects
g/m3 No project
SOx = 100 ? Polluted area, max. from a project
However the norms for SOx are even stricter for selection of sites for World Bank funded
projects (refe r Table 2.4). For example, if SOx level is higher than 100 ? g/m 3, no project with
further SOx emission can be set up; if SO X level is 100 ? g/m 3, it is called polluted area and
maximum emission from a project should not exceed 100 t/day; and if SOx is less than 50 ? g/m
3, it is called unpolluted area, but the SOx emission from a project should not exceed 500 t/day.
The stipulation for NOX emission is that it’s emission should not exceed 260 gram s of NOX per
giga joule of heat input.
In view of the above, it may be seen that improved environment norms are linked to financing
and are being enforced by international financial institutions and not by the policies/laws of land.
[edit] Fuels
Fuel Quality plays a very important role in meeting the stringent emission regulation.
The fuel specifications of Gasoline and Diesel have been aligned with the Corresponding
European Fuel Specifications for meeting the Euro II, Euro III and Euro IV emission norms.
The use of alternative fuels has been promoted in India both for energy security and emission
reduction Delhi and Mumbai have more than 100,000 commercial vehicles running on CNG
fuel. Delhi has the largest number of CNG commercial vehicles running any where in the World.
India is planning to introduce Biodiesel, Ethanol Gasoline blends in a phased manner and has
drawn up a road map for the same. The Indian auto Industry is working with the authorities to
facilitate for introduction of the alternative fuels. India has also setup a task force for preparing
the Hydrogen road map. The use of LPG has also been introduced as an auto fuel and the oil
industry has drawn up plans for setting up of Auto LPG dispensing station in major cities.
Table 18
Bharat Bharat Bharat
Sl. No Characteristics Unit
Stage II Stage III Stage IV
0 3
1 Density 15 C Kg/m 710-770 720-775 720-775
2 Distillation
Table 19
5 Distillation
Date Particulars
Table 21
ASTM
ISO 3733
ISO 6296
EN 14109 -
Presently, all vehicles need to undergo a periodic emission check (3 months/ 6 months) at PUC
Centres at Fuel Stations and Private Garages which are authorised to check the vehicles. In
addition, transport vehicles need to undergo an annual fitness check carried out by RTOs for
emissions, safety and roadworthiness.[5]
The objective of reducing pollution not achieved to a large extent by the present system. Some
reasons for this are: – Independent centres do not follow rigorous procedures due to inadequate
training – Equipment not subjected to periodic calibration by independent authority – Lack of
professionalism has led to malpractice – Tracking system of vehicles failing to meet norms non-
existent
The Bharat Stage norms have been styled to suit specific needs and demands of Indian
conditions. The differences lie essentially in environmental and geographical needs, even though
the emission standards are exactly the same.
For instance, Euro-III is tested at sub-zero temperatures in European countries. In India, where
the average annual temperature ranges between 24 and 28 degree Celsius, the test is done away
with.
Another major distinction is in the maximum speed at which the vehicle is tested. A speed of 90
kmph is stipulated for BS-III, whereas it is 120 kmph for Euro-III, keeping emission limits the
same in both cases.
In addition to limits, test procedure has certain finer points too. For instance, the mass emission
test measurements done in g/km on a chassis dynamometer requires a loading of 100 kg weight
in addition to unloaded car weight in Europe. In India, BS-III norms require an extra loading of
150 kg weight to achieve the desired inertia weight mainly due to road conditions here.[6]
[edit] Non-existence of CO2 limits
Various groups and agencies have criticized the government and urged the government of India
to draft mandatory fuel efficiency standards for cars in the country, or at least to make the CO2
emissions labelling mandatory on all new cars in the country. The auto companies should inform
the customers about a vehicle’s emissions.[7]
There has been criticism of the fact that the Indian norms lag the Euro norms. At present, this lag
is around 5 years. Also, there was suggestion from some bodies to implement Euro IV norms
after Euro II norms, skipping the Euro III norms totally. This is because the Euro III norms are
only a small improvement over Euro II, whereas Euro IV norms mark a big leap over Euro II.
The justification cited for this lag is that enforcing tight norms too soon would drive up
automobile prices, thereby stifling growth of the automotive industry in the country.
For the emission standards to deliver real emission reductions it is crucial that the test cycles
under which the emissions have to comply as much as possible reflect normal driving situations.
It was discovered that engine manufacturers would engage in what was called 'cycle beating' to
optimise emission performance to the test cycle, while emissions from typical driving conditions
would be much higher than expected, undermining the standards and public health. In one
particular instance, research from two German technology institutes found that for diesel cars no
'real' NOx reductions have been achieved after 13 years of stricter standards.[8]
In India the Rules and Regulations related to driving license, registration of motor vehicles,
control of traffic, construction & maintenance of motor vehicles etc. are governed by the Motor
Vehicles Act 1988 (MVA) and the Central Motor Vehicles rules 1989 (CMVR). The Ministry of
Shipping, Road Transport & Highways (MoSRT&H) acts as a nodal agency for formulation and
implementation of various provisions of the Motor Vehicle Act and CMVR.[9]
In order to involve all stake holders in regulation formulation, MoSRT&H has constituted two
Committees to deliberate and advise Ministry on issues relating to Safety and Emission
Regulations, namely –
This Committee advises MoSRT&H on various technical aspects related to CMVR. This
Committee has representatives from various organisations namely; Ministry of Heavy Industries
& Public Enterprises (MoHI&PE)), MoSRT&H, Bureau Indian Standards (BIS), Testing
Agencies such as Automotive Research Association of India (ARAI), Vehicle Research
Development & Establishment (VRDE), Central Institute of Road Transport (CIRT), industry
representatives from Society of Indian Automobile Manufacturers (SIAM), Automotive
Component Manufacturers Association (ACMA) and Tractor Manufacturers Association (TMA)
and representatives from State Transport Departments. Major functions the Committee are:
To provide technical clarification and interpretation of the Central Motor Vehicles Rules having
technical bearing, to MoRT&H, as and when so desired.
To recommend to the Government the International/ foreign standards which can be used in
lieu of standard notified under the CMVR permit use of components/parts/assemblies
complying with such standards.
To make recommendations on any other technical issues which have direct relevance in
implementation of the Central Motor Vehicles Rules.
To make recommendations on the new safety standards of various components for notification
and implementation under Central Motor Vehicles Rules.
To make recommendations on lead time for implementation of such safety standards.
To recommend amendment of Central Motor Vehicles Rules having technical bearing keeping in
view of Changes in automobile technologies.
The National Standards for Automotive Industry are prepared by Bureau of Indian Standards
(BIS). The standards formulated by AISC are also converted into Indian Standards by BIS. The
standards formulated by both BIS and AISC are considered by CMVR-TSC for implementation.
This Committee deliberates the issues related to implementation of emission regulation. Major
functions of this Committee are –
In addition, the other Ministries like Ministry of Environment & Forest (MoEF), Ministry of
Petroleum & Natural Gas (MoPNG) and Ministry of Non-conventional Energy Sources are also
involved in formulation of regulations relating to Emissions, Noise, Fuels and Alternative Fuel
vehicles.
Exports
India's automobile exports have consistently grown and reached S4.5 billion in 2009, with
United Kingdom being India's largest export market followed by Germany, Netherlands and
South Africa.[15] India's automobile exports are expected to cross $12 billion by 2014.[16]
According to New York Times, India's strong engineering base and expertise in the
manufacturing of low-cost, fuel-efficient cars has resulted in the expansion of manufacturing
facilities of several automobile companies like Hyundai Motors, Nissan, Toyota, Volkswagen
and Suzuki.[17]
In 2008, Hyundai Motors alone exported 240,000 cars made in India. Nissan Motors plans to
export 250,000 vehicles manufactured in its India plant by 2011.[18] Similarly, General Motors
announced its plans to export about 50,000 cars manufactured in India by 2011.[19]
In September 2009, Ford Motors announced its plans to setup a plant in India with an annual
capacity of 250,000 cars for US$500 million. The cars will be manufactured both for the Indian
market and for export.[20] The company said that the plant was a part of its plan to make India the
hub for its global production business.[21] Fiat Motors also announced that it would source more
than US$1 billion worth auto components from India.[22]
A Tata Safari on display in Poznan, Poland.
According to Bloomberg L.P., in 2009 India surpassed China as Asia's fourth largest exporter of
cars.[3]
In recent years, India has emerged as a leading center for the manufacture of small cars.
Hyundai, the biggest exporter from the country, now ships more than 250,000 cars annually from
India. Apart from shipments to its parent Suzuki, Maruti Suzuki also manufactures small cars for
Nissan, which sells them in Europe. Nissan will also export small cars from its new Indian
assembly line. Tata Motors exports its passenger vehicles to Asian and African markets, and is in
preperation to launch electric vehicles in Europe in 2010. The firm is also planning to launch an
electric version of its low-cost car Nano in Europe and the U.S. Mahindra & Mahindra is
preparing to introduce its pickup trucks and small SUV models in the U.S. market. Bajaj Auto is
designing a low-cost car for the Renault Nissan Automotive India, which will market the product
worldwide. Renault Nissan may also join domestic commercial vehicle manufacturer Ashok
Leyland in another small car project.[23] While the possibilities are impressive, there are
challenges that could thwart future growth of the Indian automobile industry. Since the demand
for automobiles in recent years is directly linked to overall economic expansion and rising
personal incomes, industry growth will slow if the economy weakens.[23]
ICML[26]: Rhino Rx
Tata Motors[30]: Nano, Indica, Indica Vista, Indigo, Indigo Manza, Indigo CS, Sumo, Safari, Xenon,
Aria
Manufactured only in Chennai, India, the i10 is one of Hyundai's best selling globally exported cars.
Maruti Swift. Maruti Suzuki, a subsidiary of Japan's Suzuki Motor, is the largest automobile
manufacturer in India.[31]
Chevrolet (CSPIL)[36]: Spark, Beat, Aveo U-VA, Aveo, Optra, Cruze, Tavera.
Hyundai Motor India[38]: Santro, i10, i20, Accent, Verna Transform, Sonata Transform.
Maruti Suzuki[40]: 800, Alto, WagonR, Estilo, A-star, Ritz, Swift, Swift DZire, SX4, Omni, Versa,
Eeco, Gypsy, Grand Vitara
Mitsubishi[41] (in collaboration with Hindustan Motors) [42]: Lancer, Lancer Cedia,Pajero sfx
* Toyota Fortuner is imported from Toyota Motor Thailand Company Limited as CKD
Ashok Leyland[65]
Force[66]
Mahindra Navistar[67]
Premier[28]
Tata[68]
Volvo[69]
Audi[70]
BMW[71]
Mercedes-Benz[72]
Ajanta Group[73]
Mahindra[74]
Hero Electric[75]
REVA
Tara International[76]
Tata[77]
Hindustan Motors
From Wikipedia, the free encyclopedia
Industry Automobile
Founded 1942
Products Ambasador
Revenue ???
Website www.hindmotor.com
Hindustan Motors is an automobile manufacturer from India. It is part of the Birla Technical
Services industrial group. The company was the largest car manufacturer in India before the rise
of Maruti Udyog.
It is the producer of the Ambassador car, widely used as a taxicab and as a government
limousine. This car is based on the Morris Oxford, a British car that dates back to 1954.
One of the original three car manufacturers in India, founded in 1942 by Mr. B.M. Birla[1], it was
a leader in car sales until the 1980s, when the industry was opened up from protection. Manoj
Jha is the Managing Director. It began in Port Okha near Gujarat, and in 1948, moved to West
Bengal. The Place is now Called Hindmotor.
Contents
[hide]
Hindustan and General Motors have had several tie-ups in the post independence era to produce
Bedford Trucks, Vauxhall Motors(1980 to 1990), Allison Transmissions and off-road equipment.
In 1994, GM and Hindustan (C K Birla) formed a 50-50 joint venture, General Motors India to
make Opel Astra cars. GM bought out the Halol, Gujarat plant from Hindustan in 1999.[2]
Hindustan motors used to make earthmovers initially in collaboration with Terex, USA and
Fermac UK and later with Caterpillar Inc. since 1984 at the HMEED plants in Thiruvallur near
Chennai and Pondicherry. It was sold to Caterpillar in 2000 and HM quit the earthmover
business. HML continue to be a joint venture partner with Caterpillar in Hindustan Power Plus
which manufactures diesel engines and generator sets.
Hindustan formed a collaboration with Isuzu to maufacture engines and transmission for the
Contessa in late 1980s at Pithambur near Indore, Madhya Pradesh. Initially the joint venture
made a 4 cylinder G180Z 1.8L petrol engines and 5-speed transmissions. Later, a 2.0L Isuzu
diesel engine was added to the procuction line to power the Contessa and the Ambassador. The
technical collaboration lasted from 1983 to 1993. The Indore plant has since expanded to
manufacture engines for a number of other manufacturers like Opel and Mahindra.
HML also assembled and sold a small number of Isuzu F series - JCS trucks in India in the early
1990s. These trucks came from the factory with a fully built metal cabin which was not common
with Tata and Ashok Leyland trucks at the time. They were well known for their reliability and
fuel consumption, but were discontinued since HML could not sell them for an affordable price.
[3]
[edit] Mitsubishi Joint Venture
Hindustan has a joint venture with Mitsubishi that started 1998. The plant is located in
Thiruvallur, Tamil Nadu.
[edit] Models
Hindustan Ambassador - The Ambassador design is based on the British 1954 Morris Oxford.
Hindustan Winner a small truck with 1.8L petrol/CNG engine or 1.5L Diesel engine
MASCOT T-480 FC - commercial truck.
RTV - trucks made in collaboration with OKA Motor Company, Australia. This truck can be
adapted for school bus, ambulance, etc.
Hindustan Contessa - based on the British Vauxhall Victor FE with Isuzu diesel or petrol engines.
Hindustan Pushpak, Trekker and Porter - Multiutility Vehicles based on Ambassador chassis and
engines.
Bedford TJ
Isuzu F series - JCS
Ambassador Avigo, Nova
[edit] Plants
Mahindra & Mahindra Limited (BSE: 500520) is part of the Indian Industrial Conglomerate
Mahindra Group based in Mumbai. The company was set up in 1945 in Ludhiana as Mahindra &
Mohammed by brothers K.C. Mahindra and J.C. Mahindra along with Malik Ghulam
Mohammed.[2] After India gained independence and Pakistan was formed; Malik Ghulam
Mohammed moved to Pakistan where he became the nation's first finance minister. Now, with
the Mahindra brothers as the whole sole of the company, its name was changed to Mahindra &
Mahindra in 1948.[3]
Initially set up to manufacture general-purpose utility vehicles, Mahindra & Mahindra (M&M)
was first known for assembly under licence of the iconic Willys Jeep in India. M&M introduced
Jeeps to India and in no time they established themselves as the Jeep manufacturers of India. The
company later branched out into the manufacture of light commercial vehicles (LCVs) and
agricultural tractors, rapidly growing from being a manufacturer of army vehicles and tractors to
an automobile major with a growing global market presence. At present, M&M is the leader in
the utility vehicle segment in India with its flagship UV Scorpio.
In recent times the company is engaged in spreading its reach beyond its traditional markets.
They entered into the two-wheeler segment by taking over the Kinetic Motors in India.[4] M&M
also has controlling stake in REVA Electric Car Company.[5] M&M has also been selected as the
preferred bidder for the acquisition of South Korea's SsangYong Motor Company.[6]
Business
Mahindra AXE
Mahindra & Mahindra grew from being a maker of army vehicles to a major automobile and
tractor manufacturer. It has acquired plants in China[7] and the United Kingdom,[8] and has three
assembly plants in the USA. M&M has partnerships with international companies like Renault
SA, France[9] and International Truck and Engine Corporation, USA.
M&M has a global presence[10] and its products are exported to several countries.[11] Its global
subsidiaries include Mahindra Europe Srl. based in Italy,[12] Mahindra USA Inc., Mahindra South
Africa[13] and Mahindra (China) Tractor Co. Ltd.
M&M is one of the leading tractor brands in the world. It is also the largest manufacturer of
tractors in India [14] with sustained market leadership of over 25 years. It designs, develops,
manufactures and markets tractors as well as farm implements. Mahindra Tractors(China) Co.
Ltd. manufactures tractors for the growing Chinese market and is a hub for tractor exports to the
USA and other nations. M&M has a 100% subsidiary, Mahindra USA, which assembles products
for the American market.
M&M made its entry into the passenger car segment with the Logan in April 2007 under the
Mahindra Renault joint venture.[15] M&M will make its maiden entry into the heavy trucks
segment with Mahindra Navistar, the joint venture with International Truck, USA.[16]
M&M's automotive division makes a wide range of vehicles including MUVs, LCVs and three
wheelers. It offers over 20 models including new generation multi-utility vehicles like the
Scorpio and the Bolero. It formerly had a joint venture with Ford called Ford India Private
Limited to build passenger cars.
At the 2008 Delhi Auto Show, Mahindra executives said the company is pursuing an aggressive
product expansion program that would see the launch of several new platforms and vehicles over
the next three years, including an entry-level SUV designed to seat five passengers and powered
by a small turbodiesel engine.[17] True to their word, Mahindra & Mahindra launched the
Mahindra Xylo in January 2009, and as of June 2009, the Xylo has sold over 15000 units.[18]
Also in early 2008, Mahindra commenced its first overseas CKD operations with the launch of
the Mahindra Scorpio in Egypt,[19] in partnership with the Bavarian Auto Group. This was soon
followed by assembly facilities in Brazil. Vehicles assembled at the plant in Bramont, Manaus,
include Scorpio Pik Ups in single and double cab pick-up body styles as well as SUVs.[20]
The US based Reputation Institute recently ranked Mahindra among the top 10 Indian companies
in its 'Global 200: The World's Best Corporate Reputations' list.[21]
Mahindra & Mahindra has controlling stakes in Reva electric and has submitted letter of Intent
for South Korea's Ssangyong [22]
Mahindra is currently preparing to sell the diesel SUVs and pickup trucks starting in Fall 2010 in
North America,[23] through an independent distributor, Global Vehicles USA, based in
Alpharetta, Georgia.[24] Mahindrahas announced it will import pickup trucks from India in
knockdown kit (CKD) form to circumvent the Chicken tax.[25] CKDs are complete vehicles that
will be assembled in the U.S. from kits of parts shipped in crates.[25]
[edit] Awards
[edit] Models
Mahindra Bolero
o Mahindra Bolero Camper
o Mahindra Bolero Inspira
o Mahindra Bolero Stinger Concept
Mahindra Scorpio
o Mahindra Scorpio Getaway
o Mahindra Scorpio First
Mahindra Xylo
Mahindra Legend
Mahindra MM550 XD
Mahindra-Renault Logan (in cooperation with Renault)[29]
Mahindra Axe
Mahindra Major
o Mahindra Souvenir Concept
Mahindra Commander
Mahindra DI
Mahindra Cab Chassis[30]
Automotive
Farm Equipment
Systech
Financial Services
Information Technology
Infrastructure Development
After-Market
Two-wheelers
Mahindra Partners Division
Models
[edit] Assembled
File:DodgeKings1956.jpg
Dodge Kingsway
Fiat 1100-103, 1954
Fiat 1100D
Fiat Uno
Peugeot 309
Premier 118NE
Dodge Kingsway
Plymouth Savoy
Fiat 500
Fiat Uno
Peugeot 309
Premier Sigma
[edit] Record
Ketan Parekh and Chirag Barot travelled 25 states all over India in 21 days driving a Premier
Diesel, spiralling up mountains and through deserts, sometimes touching speeds of 130 km/h (81
mph) at an average mileage of 18.5 km/L (52 mpg-imp; 44 mpg-US).
San Storm
From Wikipedia, the free encyclopedia
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The San Storm is a two-seat sports car from San Motors India LTD. of India that was introduced
in 1998. It was designed by the French Le Mans Group. It is powered by a 1149 cc Renault D7F
engine driving the front wheels giving 60 bhp (45 kW) and a top speed of 152 km/h (94 mph). It
has a double-skinned, fibreglass-reinforced tubular steel body and chassis, and the weight is only
760 kg (1,676 lb) giving it a quite satisfactory power to weight ratio. The time from 0 to
100 km/h (62 mph) is given as 13 seconds.
[edit] Export
In the early 2000s, the Reliant motor company of the United Kingdom began to concentrate on
importing "speciality" vehicles rather than its traditional business designing and manufacturing a
range of small (often three-wheeler) cars. As well as a number of "light vehicles" made by
Piaggio and Ligier, the firm had plans to import the Storm and its cabriolet sister car. However,
even though the company had start dates for the importation of these cars, the plan never came to
fruition.
The convertible version of the Storm is now being imported in to the UK and sold by Dream
Machines, a company based in Heathfield, East Sussex.
This mid-size car is available with different comfort and safety features like power window,
power steering, child safety locks, front fog lights, rear defroster, leather etc. Few optional
features can sometimes be found in this car like power seat, sun roof etc. This car comes with
full comfort and luxury of air-conditioner.
The San Motors Storm is the baby of likeminded car engineers. The car comes to you with the
burning desire and strong determination to get maximum on road satisfaction. It is designed and
engineered by Gerard Godfroy, Phillipe Belou and Christophe Bhir. This scintillating convertible
flaunts elegant French cues and a tough fiberglass body.
Outer impression:
San Motors Storm is designed with French inputs. The vehicle has ding-resistant body lines that
are resistant at low speeds, a retractable soft top, body colored bumpers and very stylish alloy
wheels. The car is a real value deal for family and adventure rides. It is born off a passion for
motoring – something that shows in every little detail.
In ambience and theme the San Motors Storm flaunts a cabin that is full of state of the art
features - styled leather dashboard, premium leather seats, soft touch steering, semi-collapsible
steering column, and crumple zones for optimum safety.
On the road:
On the road the San Motors Storm offers you a 59.5 bhp from a 1.2-litre D7F-MPFI petrol
engine. Its ingrained refined suspension system, independent double wishbone, adjustable anti
roll bar and coil, rack and pinion type steering give you a ride of your life. The car can make it
from 0 to 100 km/h in 16 seconds.
What’s it up against?
The San Motors Storm is competing with the Innova, Safari and Ikon.
San Motors Storm Isa good buy for its French Styling, Fiberglass Body, leather Interiors and
Open-Top Driving Experience.
The car has slightly cramped seats and could do with some more Luxuries.
Pricing (Ex-Showroom)
Public
Type (BSE: 500570)
(NYSE: TTM)
Industry Automotive
Founded 1945
Founder(s) JRD Tata
Headquarters Mumbai, Maharashtra, India
Ratan Tata, Chairman
Ravi Kant, Vice Chairman
Key people Carl Peter Foster, CEO
Prakash Telang, MD (India Operations)
Ravi Pisharody, President (CVBU)
Automobiles
Products Engines
Website TataMotors.com
Tata Motors Ltd (NSE: TATAMOTORS, BSE: 500570, NYSE: TTM) is a multinational
corporation headquartered in Mumbai, India. Part of the Tata Group, it was formerly known as
TELCO (TATA Engineering and Locomotive Company).
Tata Motors is India’s largest automobile company, with consolidated revenues of USD 20
billion in 2009-10. It is the leader in commercial vehicles and among the top three in passenger
vehicles. Tata Motors has winning products in the compact, midsize car and utility vehicle
segments. The company is the world's fourth largest truck manufacturer, and the world's second
largest bus manufacturer with over 24,000 employees. Since first rolled out in 1954, Tata Motors
has produced and sold over 4 million vehicles in India.[1]
Established in 1945, when the company began manufacturing locomotives, the company
manufactured its first commercial vehicle in 1954 in a collaboration with Daimler-Benz AG,
which ended in 1969.[2] Tata Motors is a dual-listed company traded on both the Bombay Stock
Exchange, as well as on the New York Stock Exchange. Tata Motors in 2005, was ranked among
the top 10 corporations in India with an annual revenue exceeding INR 320 billion.
Tata Motors has auto manufacturing and assembly plants in Jamshedpur, Pantnagar, Lucknow,
Ahmedabad, Sanand and Pune in India, as well as in Argentina, South Africa and Thailand.
History
Tata Motors is a part of the Tata Group manages its share-holding through Tata Sons. The
company was established in 1935 as a locomotive manufacturing unit and later expanded its
operations to commercial vehicle sector in 1954 after forming a joint venture with Daimler-Benz
AG of Germany. Despite the success of its commercial vehicles, Tata realized his company had
to diversify and he began to look at other products. Based on consumer demand, he decided that
building a small car would be the most practical new venture. So in 1998 it launched Tata Indica,
India's first fully indigenous passenger car. Designed to be inexpensive and simple to build and
maintain, the Indica became a hit in the Indian market. It was also exported to Europe, especially
the UK and Italy.
[edit] Acquisitions
In 2004 Tata Motors acquired Daewoo's truck manufacturing unit, now known as Tata Daewoo
Commercial Vehicle, in South Korea.[3]
In 2005, Tata Motors acquired 21% of Aragonese Hispano Carrocera giving it controlling rights of
the company.
In 2007, Formed a joint venture with Marcopolo of Brazil and introduced low-floor buses in the
Indian Market.[4]
In 2008, Tata Motors acquired British Jaguar Land Rover (JLR), which includes the Daimler and
Lanchester brand names. [5][6][7][8]
In 2010, Tata Motors acquired 80% stake in Italy-based design and engineering company Trilix
for a consideration of €1.85 million. The acquisition is in line with the company’s objective to
enhance its styling/design capabilities to global standards. [9]
[edit] Expansion
The FIRST generation Tata Indica V2's excellent fuel economy, powerful engine and aggressive marketing
strategy made it one of the best selling cars in the history of the Indian automobile industry.
After years of dominating the commercial vehicle market in India, Tata Motors entered the
passenger vehicle market in 1991 by launching the Tata Sierra, a multi utility vehicle. After the
launch of three more vehicles, Tata Estate (1992, a stationwagon design based on the earlier
'TataMobile' (1989), a light commercial vehicle), Tata Sumo (LCV, 1994) and Tata Safari (1998,
India's first sports utility vehicle). Tata launched the Indica in 1998, the first fully indigenous
passenger car of India. Though the car was initially panned by auto-analysts, the car's excellent
fuel economy, powerful engine and aggressive marketing strategy made it one of the best selling
cars in the history of the Indian automobile industry. A newer version of the car, named Indica
V2, was a major improvement over the previous version and quickly became a mass-favourite.
Tata Motors also successfully exported large quantities of the car to South Africa.The success of
Indica in many ways marked the rise of Tata Motors.[10]
Subsidiary Brands
With the success of Tata Indica, Tata Motors aimed to increase its presence worldwide. In 2004,
it acquired the Daewoo Commercial Vehicle Company of South Korea. The reasons behind the
acquisition were:
Company's global plans to reduce domestic exposure. The domestic commercial vehicle market
is highly cyclical in nature and prone to fluctuations in the domestic economy. Tata Motors has a
high domestic exposure of ~94% in the MHCV segment and ~84% in the light commercial vehicle
(LCV) segment. Since the domestic commercial vehicle sales of the company are at the mercy of
the structural economic factors, it is increasingly looking at the international markets. The
company plans to diversify into various markets across the world in both MHCV as well as LCV
segments.
To expand the product portfolio Tata Motors recently introduced the 25MT GVW Tata Novus
from Daewoo’s (South Korea) (TDCV) platform. Tata plans to leverage on the strong presence of
TDCV in the heavy-tonnage range and introduce products in India at an appropriate time. This
was mainly to cater to the international market and also to cater to the domestic market where
a major improvement in the Road infrastructure was done through the National Highway
Development Project.
Tata remains India's largest heavy commercial vehicle manufacturer and Tata Daewoo is the 2nd
largest heavy commercial vehicle manufacturer in South Korea. Tata Motors has jointly worked
with Tata Daewoo to develop trucks such as Novus and World Truck and buses namely, GloBus
and StarBus.
In 2005, sensing an opportunity in the fully-built bus segment, Tata Motors acquired a 21% stake
in Hispano Carrocera SA,[11] the leading European bus and coach cabin maker. In 2009, the
company picked up the remaining 79% stake in Hispano Carrocera SA for an undisclosed sum,
making it a fully-owned subsidiary.
After the acquisition of the British Jaguar Land Rover (JLR) business, which also includes the
Daimler, Lanchester and Rover brands,[12] Tata Motors became a major player in the international
automobile market. On 27 March 2008, Tata Motors reached an agreement with Ford to purchase
their Jaguar Land Rover operations for US$2 billion. The sale was completed on 2 June 2008.[8]
In addition to the brands, Tata Motors has also gained access to two design centres and two
plants in UK. The key acquisition would be of the intellectual property rights related to the
technologies.
[edit] Joint ventures
Tata MarcoPolo released this low-floor bus in India and now it is widely used as public transport in Delhi,
Mumbai, Bangalore and Lucknow
Tata Motors has formed a 51:49 joint venture in bus body building with Marcopolo of Brazil.
This joint venture is to manufacture and assemble fully-built buses and coaches targeted at
developing mass rapid transportation systems. The joint venture will absorb technology and
expertise in chassis and aggregates from Tata Motors, and Marcopolo will provide know-how in
processes and systems for bodybuilding and bus body design. Tata and Marcopolo have launched
a low-floor city bus which is widely used by Chennai, Delhi, Mumbai, Lucknow and Banglore
transport corporations.
Tata Motors also formed a joint venture with Fiat and gained access to Fiat’s diesel engine
technology.[13] Tata Motors sells Fiat cars in India and is looking to extend its relationship with
Fiat and Iveco to other segments. Tata has also formed several JV's with many small companies
in various countries around the world.
In January 2008, Tata Motors launched Tata Nano, the least expensive production car in the
world at about Rs. 100,000 (US $2,500).[14] The city car was unveiled during the Auto Expo 2008
exhibition in Pragati Maidan, New Delhi.[15]
Tata has faced controversy over developing the Nano as some environmentalists are concerned
that the launch of such a low-priced car could lead to mass motorization in India with adverse
effects on pollution and global warming. Tata has set up a factory in Sanand, Gujarat and the
first Nanos are to roll out summer 2009.
Tata Nano Europa has been developed for sale in developed economies and is to hit markets in
2010 while the normal Nano should hit markets in South Africa, Kenya and countries in Asia
and Africa by late 2009. A battery version is also planned.
Tata Ace, India's first indigenously developed sub-one ton mini-truck, was launched in May
2005. The mini-truck was a huge success in India with auto-analysts claiming that Ace had
changed the dynamics of the light commercial vehicle (LCV) market in the country by creating a
new market segment termed the small commercial vehicle (SCV) segment. Ace rapidly emerged
as the first choice for transporters and single truck owners for city and rural transport. By
October 2005, LCV sales of Tata Motors had grown by 36.6 percent to 28,537 units due to the
rising demand for Ace. The Ace was built with a load body produced by Autoline Industries.[16]
By 2005, Autoline was producing 300 load bodies per day for Tata Motors. Tata Ace - Apka
Pyaara Chota Hathi.
Ace is still a top seller for TML with 5M units sold to date (June 2010).[17]
Ace has also been exported to several European, South American and African countries and all-
electric models are sold through Chrysler's Global Electric Motorcars division.[18]
[edit] Compressed air car
Main article: Tata OneCAT
Tata OneCAT
Motor Development International of France has developed the world's first prototype of a
compressed air car, named OneCAT.[19] In 2007, MDI owner Guy Negre was reported to have
"the backing of Tata".[19]
It has airtanks that can be filled in 4 hours by plugging the car into a standard electrical plug. In
2008 MDI planned to also design a gas station compressor, which would fill the tanks in 3
minutes.[20] There are no gasoline costs and no fossil fuel emissions from the vehicle when run in
town, but "the compressed air driving the pistons can be boosted by a fuel burner".[20]
OneCAT is a five seat vehicle with a 200-litre (7.1 cu ft) trunk. With full tanks it is said to run at
100 km/h (62 mph) for 90 kilometres (56 mi) range in urban cycle. There are severe physical
arguments pleading against those figures. In December 2009 Tata's vice president of engineering
systems confirmed that the limited range and low engine temperatures were causing difficulties.
[21]
Tata Motors unveiled the electric versions of passenger car Tata Indica and commercial vehicle
Tata Ace. Both run on lithium batteries. The company has indicated that the electric Indica
would be launched locally in India in about 2010, without disclosing the price. The vehicle
would be launched in Norway in 2009.[22]
Tata Motors' UK subsidiary, Tata Motors European Technical Centre, has bought a 50.3%
holding in electric vehicle technology firm Miljøbil Grenland/Innovasjon of Norway for
US$1.93 M, which specialises in the development of innovative solutions for electric vehicles,
and plans to launch the electric Indica hatchback in Europe next year.[23][24][25] On 17 Sept 2010
Tata motors presented to the DTC [ Delhi Transport corporation] Four CNG - Electric Hybrid
lowfloored Starbuses to be used for commonwealth games.These will be the first
Environmentally friendly buses to be used for public transportation in India.
[edit] Operations
This article is written like an advertisement. Please help rewrite this article from a neutral point
of view. For blatant advertising that would require a fundamental rewrite to become
encyclopedic, use {{db-spam}} to mark for speedy deletion. (May 2010)
The Tata Safari DiCOR is one of Tata's best selling vehicles in India and also has been fairly successful in
the Mediterranean and Eastern Europe
Tata has tried to revamp all its models in order to satisfy the consumer
The purchase of Jaguar and Land Rover is expected to help give Tata Motors gain a foothold in the
European and American markets.
Tata relies on its subsidiaries for sales outside India. Seen here is the Range Rover Sport.
Tata Motors Limited is India’s largest automobile company, with revenues of 35,651.48 crore
(US$8.02 billion) in 2007-08.[26] It is the leader in commercial vehicles in each segment, and
among the top three in passenger vehicles with winning products in the compact, midsize car and
utility vehicle segments.[26] Tata Motors’ presence indeed cuts across the length and breadth of
India. Over 4 million Tata vehicles ply on Indian roads, since the first rolled out in 1954.[27] The
company’s manufacturing base in India is spread across Jamshedpur (Jharkhand), Pune
(Maharashtra), Lucknow (Uttar Pradesh), Pantnagar (Uttarakhand) and Dharwad (Karnataka).
Following a strategic alliance with Fiat in 2005, it has set up an industrial joint venture with Fiat
Group Automobiles at Ranjangaon (Maharashtra) to produce both Fiat and Tata cars and Fiat
powertrains. The company is establishing a new plant at Sanand (Gujarat). The company’s
dealership, sales, services and spare parts network comprises over 3500 touch points; Tata
Motors also distributes and markets Fiat branded cars in India.[26]
Tata Motors has been in the process of acquiring foreign brands to increase its global presence
and currently has operations in the UK, South Korea, Thailand and Spain. Among them is Jaguar
Land Rover, a business comprising the two iconic British brands that was acquired in 2008. Tata
Motors has also acquired from Ford the rights of Rover. In 2004, it acquired the Daewoo
Commercial Vehicles Company, South Korea’s second largest truck maker. The rechristened
Tata Daewoo Commercial Vehicles Company has launched several new products in the Korean
market, while also exporting these products to several international markets. Today two-thirds of
heavy commercial vehicle exports out of South Korea are from Tata Daewoo.In 2005, Tata
Motors acquired a 21% stake in Hispano Carrocera, a Spanish bus and coach manufacturer,[11]
giving it controlling rights of the company. Tata Motors continued its product line expansion
through the introduction of new products into the market range of buses (Starbus & Globus) as
well as trucks (Novus). These models were jointly developed with its subsidiaries Tata Daewoo
and Hispano Carrocera. In May, 2009 Tata unveiled the Tata World Truck range jointly
developed with Tata Daewoo [28] They will debut in South Korea, South Africa, the SAARC
countries and the Middle-East by the end of 2009 [28] In 2006, it formed a joint venture with the
Brazil-based Marcopolo to manufacture fully-built buses and coaches for India and other
international markets.[29] Tata Motors has expanded its production and assembly operations to
several other countries including South Korea, Thailand, South Africa and Argentina and is
planning to set up plants in Turkey, Indonesia and Eastern Europe.[26] Tata also has
franchisee/joint venture assembly operations in Kenya, Bangladesh, Ukraine, Russia and
Senegal.[30] Tata has dealerships in 26 countries across 4 continents.[31] Though Tata is present in
many countries it has only managed to create a large consumer base in the Indian Subcontinent
namely India, Bangladesh, Bhutan, Sri Lanka and Nepal and has a growing consumer base in
Italy, Spain and South Africa
[edit] Products
[edit] Passenger cars and utility vehicles
Tata Xover
Tata Ace
Tata TL/Telcoline/207 DI Pickup Truck
Tata 407 Ex and Ex2
Tata 709 Ex
Tata 809 Ex and Ex2
Tata 909 Ex and Ex2
Tata 1109 (Intermediate truck)
Tata 1510/1512 (Medium bus chassis)
Tata 1612/1616 (Heavy bus chassis)
Tata 1618 (Semi Low Floor bus chassis)
Tata 1610/1623 (Rear Engined Low Floor bus chassis)
Tata 1613/1615 (Medium truck)
Tata 2515/2516 (Medium truck)
Tata Starbus (Branded Buses for city,inter city,school bus and standard passenger
transportation)
Tata Globus (Range of fully built luxury coaches)
Tata Hispano Globus (Rear Engined Inter city coach)
Tata Marcopolo Bus (Low Floor, Semi Low Floor buses for Mass Rapid Transit and also standard
passenger transportation Buses)
Tata 3015 (Heavy truck)
Tata 3118 (Heavy truck) (8X2)
Tata 3516 (Heavy truck)
Tata 4018 (Heavy truck)
Tata 4923 (Ultra-Heavy truck) (6X4)
Tata Novus (Heavy truck designed by Tata Daewoo)
Tata Prima (The World Truck designed by Tata Motors and Tata Daewoo)