You are on page 1of 60

Automotive industry in India

From Wikipedia, the free encyclopedia


Jump to: navigation, search

The second generation Tata Indica Vista. The Indica is the first passenger car indigenously
developed in India.

Mahindra Scorpio, one of India's best selling indigenously developed SUV.

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]

In the 1980s, a number of Japanese manufacturers launched joint-ventures for building


motorcycles and light commercial-vehicles. It was at this time that the Indian government chose
Suzuki for its joint-venture to manufacture small cars. Following the economic liberalisation in
1991 and the gradual weakening of the license raj, a number of Indian and multi-national car
companies launched operations. Since then, automotive component and automobile
manufacturing growth has accelerated to meet domestic and export demands.[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]

Year Car Production  % Change Commercial Vehicles  % Change

2009 2,166,238 17.34 466,456 -4.08

2008 1,846,051 7.74 486,277 -9.99

2007 1,713,479 16.33 540,250 -1.20

2006 1,473,000 16.53 546,808 50.74

2005 1,264,000 7.27 362, 755 9.00

2004 1,178,354 29.78 332,803 31.25

2003 907,968 28.98 253,555 32.86


2002 703,948 7.55 190,848 19.24

2001 654,557 26.37 160,054 -43.52

2000 517,957 -2.85 283,403 -0.58

1999 533,149 285,044

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 emission standards


From Wikipedia, the free encyclopedia
Jump to: navigation, search

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]

Table 1: Indian Emission Standards (4-Wheel Vehicles)

Standard Reference Date Region

India 2000 Euro 1 2000 Nationwide

2001 NCR*, Mumbai, Kolkata, Chennai

Bharat Stage II Euro 2 2003.04 NCR*, 12 Cities†

2005.04 Nationwide

2005.04 NCR*, 12 Cities†


Bharat Stage III Euro 3
2010.04 Nationwide
Bharat Stage IV Euro 4 2010.04 NCR*, 12 Cities†

* National Capital Region (Delhi)

† Mumbai, Kolkata, Chennai, Bengaluru, Hyderabad, Ahmedabad, Pune, Surat, Kanpur,


Lucknow, Sholapur, and Agra

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]

Trucks and buses

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

Year Reference Test CO HC NOx PM

1992 - ECE R49 17.3-32.6 2.7-3.7 - -

1996 - ECE R49 11.20 2.40 14.4 -

2000 Euro I ECE R49 4.5 1.1 8.0 0.36*

2005† Euro II ECE R49 4.0 1.1 7.0 0.15

2010† Euro III ESC 2.1 0.66 5.0 0.10


ETC 5.45 0.78 5.0 0.16

ESC 1.5 0.46 3.5 0.02


2010‡ Euro IV
ETC 4.0 0.55 3.5 0.03

* 0.612 for engines below 85 kW

† 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.

[edit] Light duty diesel vehicles

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).

Table 3 Emission Standards for Light-Duty Diesel Vehicles, g/km

Year Reference CO HC HC+NOx NOx PM

1992 - 17.3-32.6 2.7-3.7 - - -

1996 - 5.0-9.0 - 2.0-4.0 - -

2000 Euro 1 2.72-6.90 - 0.97-1.70 0.14-0.25 -

2005† Euro 2 1.0-1.5 - 0.7-1.2 0.08-0.17 -

0.64 0.56 0.50 0.05


2010† Euro 3 0.80 - 0.72 0.65 0.07
0.95 0.86 0.78 0.10

0.50 0.30 0.25 0.025


2010‡ Euro 4 0.63 - 0.39 0.33 0.04
0.74 0.46 0.39 0.06

† earlier introduction in selected regions, see Table 1

‡ only in selected regions, see Table 1

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.

Table 4 Emission Standards for Light-Duty Diesel Engines, g/kWh

Year Reference CO HC NOx PM

1992 - 14.0 3.5 18.0 -

1996 - 11.20 2.40 14.4 -

2000 Euro I 4.5 1.1 8.0 0.36*

2005† Euro II 4.0 1.1 7.0 0.15

* 0.612 for engines below 85 kW

† earlier introduction in selected regions, see Table 1

[edit] Light duty gasoline vehicles

[edit] 4-wheel vehicles

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).

Table 5 Emission Standards for Gasoline Vehicles (GVW ≤ 3,500 kg), g/km

Year Reference CO HC HC+NOx NOx

1991 - 14.3-27.1 2.0-2.9 -

1996 - 8.68-12.4 - 3.00-4.36

1998* - 4.34-6.20 - 1.50-2.18

2000 Euro 1 2.72-6.90 - 0.97-1.70

2005† Euro 2 2.2-5.0 - 0.5-0.7

2.3 0.20 0.15


2010† Euro 3 4.17 0.25 - 0.18
5.22 0.29 0.21

2010‡ Euro 4 1.0 0.1 - 0.08


1.81 0.13 0.10
2.27 0.16 0.11

* for catalytic converter fitted vehicles

† 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).

[edit] 3- and 2-wheel vehicles

Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.[3]

Table 6 Emission Standards for 3-Wheel Gasoline Vehicles, g/km

Year CO HC HC+NOx

1991 12-30 8-12 -

1996 6.75 - 5.40

2000 4.00 - 2.00

2005 (BS II) 2.25 - 2.00

2010.04 (BS III) 1.25 - 1.25

Table 7 Emission Standards for 2-Wheel Gasoline Vehicles, g/km

Year CO HC HC+NOx

1991 12-30 8-12 -

1996 5.50 - 3.60

2000 2.00 - 2.00

2005 (BS II) 1.5 - 1.5

2010.04 (BS III) 1.0 - 1.0

Table 8 Emission Standards for 2- And 3-Wheel Diesel Vehicles, g/km

Year CO HC+NOx PM

2005.04 1.00 0.85 0.10


2010.04 0.50 0.50 0.05

[edit] Overview of the emission norms in India

 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)

[edit] CO2 emission

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.

[edit] Obligatory labeling

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.

[edit] Non road diesel engines


[edit] Construction machinery

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 standards are summarized in the following table:


Table 9 Bharat (CEV) Emission Standards for Diesel Construction Machinery

Engine Power CO HC HC+NOx NOx PM


Date
kW g/kWh

Bharat (CEV) Stage II

P<8 2008.10 8.0 1.3 - 9.2 1.00

8 ≤ P < 19 2008.10 6.6 1.3 - 9.2 0.85

19 ≤ P < 37 2007.10 6.5 1.3 - 9.2 0.85

37 ≤ P < 75 2007.10 6.5 1.3 - 9.2 0.85

75 ≤ P < 130 2007.10 5.0 1.3 - 9.2 0.70

130 ≤ P < 560 2007.10 5.0 1.3 - 9.2 0.54

Bharat (CEV) Stage III

P<8 2011.04 8.0 - 7.5 - 0.80

8 ≤ P < 19 2011.04 6.6 - 7.5 - 0.80

19 ≤ P < 37 2011.04 5.5 - 7.5 - 0.60

37 ≤ P < 75 2011.04 5.0 - 4.7 - 0.40

75 ≤ P < 130 2011.04 5.0 - 4.0 - 0.30

130 ≤ P < 560 2011.04 3.5 - 4.0 - 0.20

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.

Table 10 Bharat (CEV) Stage III Useful Life Periods

Useful Life Period


Power Rating
hours

< 19 kW 3000


constant speed 3000
19-37 kW
variable speed 5000

> 37 kW 8000

[edit] Agricultural tractors

Emission standards for diesel agricultural tractors are summarized in Table 11.

Table 11 Indian Emission Standards (4-Wheel Vehicles)

Standard Reference Date Region

India 2000 Euro 1 2000 Nationwide

2001 NCR*, Mumbai, Kolkata, Chennai

Bharat Stage II Euro 2 2003.04 NCR*, 11 Cities†

2005.04 Nationwide

2005.04 NCR*, 11 Cities†


Bharat Stage III Euro 3
2010.04 Nationwide

Bharat Stage IV Euro 4 2010.04 NCR*, 11 Cities†

* National Capital Region (Delhi)

† Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Secunderabad, Ahmedabad, Pune, Surat,


Kanpur and Agra

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.

[edit] Electricity generation


[edit] Generator sets

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

2004.01 5.0 1.3 9.2 0.6 0.7


P ≤ 19 kW
2005.07 3.5 1.3 9.2 0.3 0.7

2004.01 5.0 1.3 9.2 0.5 0.7


19 kW < P ≤ 50 kW
2004.07 3.5 1.3 9.2 0.3 0.7

50 kW < P ≤ 176 kW 2004.01 3.5 1.3 9.2 0.3 0.7

176 kW < P ≤ 800 kW 2004.11 3.5 1.3 9.2 0.3 0.7

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

Until 2003.06 150 150 1100 75

2003.07 - 2005.06 150 100 970 75

2005.07 150 100 710 75

Concentrations are corrected to dry exhaust conditions with 15% residual O2.

[edit] Power plants

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

Capacity Pollutant Emission limit


Coal based thermal plants
Particulate matter
Below 210 MW (PM) 350 mg/Nm3
210 MW & above   150 mg/Nm3
500 MW & above   50 mg/Nm3
Gas based thermal plants
50 PPM for natural gas; 100
NOX(V/V at 15% PPM for
400 MW & above
excess oxygen)
naphtha
75 PPM for natural gas; 100
Below 400 MW & up to 100 PPM for
 
MW
naphtha
100 PPM for naphtha/natural
Below 100 MW   gas
For conventional boilers   100 PPM
Table 15 Stack height requirement for SO 2 control

Power Generation Capacity Stock Height (Metre)


H = 14 (Q)0.3 where Q is emission

rate of SO 2 in kg/hr,
Less than 200/210 MWe H = Stack height in metres
200/210 MWe

or less than 500 MWe 200 200


500 MWe and 275 (+ Space provision for FGD

above systems in future)

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.

Table 16 Ambient air quality standard

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

Existing Air Quality Recommendation


SOx > 100 ?

g/m3 No project
SOx = 100 ? Polluted area, max. from a project

g/m3 100 t/day


SOx < 50 ? Unpolluted area, max. from a project

g/m3 500 t/day

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.

Indian Gasoline specifications:

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        

a) Recovery up to 70 0 C(E70) %Volume 10-45 10-45 10-45

b) Recovery up to 100 0 C (E100) %Volume 40-70 40-70 40-70

c) Recovery up to 180 0 C (E180) %Volume 90 - -


3
d) Recovery up to 150 0 C (E150) %Volume - 75min 75min
0
e) Final Boiling Point (FBP), Max C 210 210 210

f) Residue Max % Volume 2 2 2


4 Research Octane Number (RON), Min   88 91 91

5 Anti Knock Index (AKI)/ MON, Min   84 (AKI) 81 (MON) 81 (MON)


6 Sulphur, Total , Max % mass 0.05 150 mg/Kg 50mg/Kg
7 Lead Content(as Pb), Max g/l 0.013 0.005 0.005
8 Reid Vapour Pressure (RVP), Max Kpa 35-60 60 60
Benzene, Content, Max -

9 a)     For Metros % Volume 3 1 1

b)     For the rest 5


10 Olefin content, Max % Volume - 21 21
11 Aromatic Content, Max % Volume - 42 35

Indian diesel specifications:

Table 19

S. No Characteristic BSII BSIII BSIV

1 Density Kg/m3 15 0 C 820-800 820-845 820-845

2 Sulphur Content mg/kg max 500 350 50

3(a) Cetane Number minimum and / or 48 51 51


3(b) Cetane Index or 46 and 46 and 46
4 Polycyclic Aromatic Hydrocarbon - 11 11

5 Distillation

(a) Reco. Min. At 350 0 C 85 - -

(b) Reco. Min. At 370 0C 95 - -

(c) 95%Vol Reco at 0o C max - 360 360


Table 20 Diesel Fuel Quality in India

Date Particulars

1995 Cetane number: 45; Sulfur: 1%

1996 Sulfur: 0.5% (Delhi + selected cities)

1998 Sulfur: 0.25% (Delhi)

1999 Sulfur: 0.05% (Delhi, limited supply)

2000 Cetane number: 48; Sulfur: 0.25% (Nationwide)

2001 Sulfur: 0.05% (Delhi + selected cities)

2005 Sulfur: 350 ppm (Euro 3; selected areas)

2010 Sulfur: 350 ppm (Euro 3; nationwide)

2010 Sulfur: 50 ppm (Euro 4; selected areas)

Indian bio-diesel specifications:

Table 21

S.No. Characteristics Requirement Method of Test , ref to

    Other Methods [P:] of IS 1448

(1) (2) (3) (4) (5)

i. Density at 15°C, kg/m3 860-900 ISO 3675 P:16/


    ISO 12185 P:32

    ASTM

ii. Kinematic Viscosity at 40°C, cSt 2.5-6.0 ISO 3104 P:25

iii. Flash point (PMCC) °C, min 120 P:21

iv. Sulphur, mg/kg max. 50.0 ASTM D 5453 P:83

Carbon residue (Ramsbottom) *,% by mass, ASTM D 4530ISO


v 0.05 -
max 10370

vi. Sulfated ash, % by mass, max 0.02 ISO 6245 P:4

vii. Water content, mg/kg, max 500 ASTM D 2709 P:40

    ISO 3733

    ISO 6296

viii Total contamination, mg/kg, max 24 EN 12662 -

ix Cu corrosion, 3 hrs at 50°C, max 1 ISO 2160 P:15

x Cetane No., min 51 ISO 5156 P:9

xi Acid value, mg KOH/g, max 0.50 - P:1 / Sec 1

xii Methanol @, % by mass, max 0.20 EN 14110 -

xiii Ethanol, @@ % by mass, max 0.20 -

xiv Ester content, % by mass, min 96.5 EN 14103 -

xv Free Glycerol, % by mass, max 0.02 ASTM D 6584 -

xvi Total Glycerol, % by mass, max 0.25 ASTM D 6584 -

xvii Phosphorus, mg/kg, max 10.0 ASTMD 4951 -

xviii Sodium & Potassium, mg/kg, max To report EN 14108 & -

      EN 14109 -

xix Calcium and Magnesium, mg/kg, max To report ÷ -


xx Iodine value To report EN 14104 -

xxi Oxidation stability, at 110°C hrs, min 6 EN 14112 -

* Carbon residue shall be run on 100% sample

** European method is under development

@ Applicable for Fatty Acid Methyl Ester

@@ Applicable for Fatty Acid Ethyl Ester

[edit] Criticism and commentary


[edit] Ineffectiveness of present pollution control system

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

[edit] Comparison between Bharat Stage and Euro norms

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]

[edit] Lag behind Euro standards

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.

[edit] Cycle beating

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]

[edit] Regulatory framework

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 –

 CMVR- Technical Standing Committee (CMVR-TSC)


 Standing Committee on Implementation of Emission Legislation (SCOE)

[edit] CMVR- Technical Standing Committee (CMVR-TSC)

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.

CMVR-TSC is assisted by another Committee called the Automobile Industry Standards


Committee (AISC) having members from various stakeholders in drafting the technical standards
related to Safety. The major functions of the committee are as follows:

 Preparation of new standards for automotive items related to safety.


 To review and recommend amendments to the existing standards.
 Recommend adoption of such standards to CMVR Technical Standing Committee
 Recommend commissioning of testing facilities at appropriate stages.
 Recommend the necessary funding of such facilities to the CMVR Technical Standing Committee,
and
 Advise CMVR Technical Standing Committee on any other issues referred to it

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.

[edit] Standing Committee on Implementation of Emission Legislation (SCOE)

This Committee deliberates the issues related to implementation of emission regulation. Major
functions of this Committee are –

 To discuss the future emission norms


 To recommend norms for in-use vehicles to MoSRT&H
 To finalise the test procedures and the implementation strategy for emission norms
 Advise MoSRT&H on any issue relating to implementation of emission regulations.
Based on the recommendations from CMVR-TSC and SCOE, MoSRT&H issues notification for
necessary amendments / modifications in the in Central Motor Vehicle Rules.

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

Mahindra Scorpio Jeep in service with the Italy's CNSAS.

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]

[edit] Passenger vehicles in India


See also: List of cars available in India

[edit] Domestic Indian automotive companies

Tata Indigo Manza.


 Chinkara Motors[24]: Beachster, Hammer, Roadster 1.8S, Rockster, Jeepster, Sailster

 Hindustan Motors[25]: Ambassador

 ICML[26]: Rhino Rx

 Mahindra[27]: Major, Xylo, Scorpio, Bolero

 Premier Automobiles Limited[28]: Sigma, RiO

 San Motors[29]: Storm

 Tata Motors[30]: Nano, Indica, Indica Vista, Indigo, Indigo Manza, Indigo CS, Sumo, Safari, Xenon,
Aria

[edit] Foreign automotive companies in India

[edit] Vehicles manufactured or assembled in India

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]

 BMW India[32]: 3 Series, 5 Series, 1 Series.


 Fiat India[33] (in collaboration with Tata Motors): Grande Punto, Linea, Palio Stile.

 Ford India[34]: Ford Figo, Ikon, Fiesta, Endeavour.

 General Motors India[35]

 Chevrolet (CSPIL)[36]: Spark, Beat, Aveo U-VA, Aveo, Optra, Cruze, Tavera.

 Honda Siel[37]: Jazz, City, Civic, Accord.

 Hyundai Motor India[38]: Santro, i10, i20, Accent, Verna Transform, Sonata Transform.

 Mahindra Renault[39]: Logan

 Maruti Suzuki[40]: 800, Alto, WagonR, Estilo, A-star, Ritz, Swift, Swift DZire, SX4, Omni, Versa,
Eeco, Gypsy, Grand Vitara

 Mercedes-Benz India: C-Class, E-Class.

 Mitsubishi[41] (in collaboration with Hindustan Motors) [42]: Lancer, Lancer Cedia,Pajero sfx

 Nissan Motor India[43]: Micra.

 Toyota Kirloskar[44]: Corolla, Innova, Camry.

 Volkswagen India[45][46]: Polo, Jetta, Passat.

 Audi India: A4, A6, Q5.

 Škoda Auto India[47][48]: Fabia, Octavia, Laura,Superb.

[edit] Vehicles imported to India

 Audi[49]: A8, TT, R8, Q5, Q7.


 Bentley[50]: Arnage, Azure, Brooklands, Continental GT, Continental Flying Spur, Mulsanne.
 BMW[51]: 6 Series, 7 Series, X3, X5, X6, M3, M5, M6 and Z4.
 Chevrolet: Captiva.
 Fiat[33]: Nuova 500, Bravo.
 Honda[52][53]: Civic Hybrid, CR-V.
 Jaguar[54]: XF, XJ, XK.
 Lamborghini[55]: Gallardo, Murciélago.
 Land Rover[56]: Range Rover, Range Rover Sport, Discovery 4, Freelander 2.
 Maybach[57]: 57 and 62.
 Mercedes-Benz[58]: CL-Class, CLS-Class, S-Class, SL-Class, SLK-Class, M-Class, Viano.
 Mitsubishi: Montero, Outlander.
 Nissan[59]: Teana, X-Trail, 370Z,
 Porsche[60][61]: 911, Boxter, Panamera, Cayman, Cayenne.
 Rolls Royce[62]: Ghost, Phantom, Phantom Coupé, Phantom Drophead Coupé.
 Škoda[47]: Superb.
 Suzuki: Grand Vitara.
 Toyota[44]: Land Cruiser, Land Cruiser Prado, Fortuner*, Prius.
 Volkswagen[63]: Beetle, Touareg, Phaeton.
 Volvo[64]: S60, S80, XC90.

* Toyota Fortuner is imported from Toyota Motor Thailand Company Limited as CKD

[edit] Commercial Vehicle manufacturers in India


[edit] Local Brands

 Ashok Leyland[65]
 Force[66]
 Mahindra Navistar[67]
 Premier[28]
 Tata[68]

[edit] Foreign Brands

 Volvo[69]
 Audi[70]
 BMW[71]
 Mercedes-Benz[72]

[edit] Electric car manufacturers in India

 Ajanta Group[73]
 Mahindra[74]
 Hero Electric[75]
 REVA
 Tara International[76]
 Tata[77]

Hindustan Motors
From Wikipedia, the free encyclopedia

Jump to: navigation, search

Hindustan Motors Limited


Type Public

Industry Automobile

Founded 1942

Headquarters Hindmotor, Kolkata, West Bengal

Key people C. K. Birla (Chairman)

Products Ambasador

Revenue ???

approx. 4000[employees' web:


Employees
www.autoworkers-ssku.org

Parent C.K. Birla Group

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]

 1 General Motors Joint Venture


 2 Earthmoving Equipment Division (HMEED)
 3 Isuzu Joint Venture
 4 Mitsubishi Joint Venture
 5 Models
 6 Plants
 7 References
 8 External links

[edit] General Motors Joint Venture

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]

[edit] Earthmoving Equipment Division (HMEED)

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.

[edit] Isuzu Joint Venture

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.

Models produced include:

 Mitsubishi Lancer (Seventh generation Lancer)


 Mistubishi Cedia (Eighth generation Lancer)
 Mitsubishi Pajero (Second generation Pajero)
 Mistubishi Montero (Fourth generation Pajero)
 Mitsubishi Outlander (Second generation Outlander)

[edit] Models

Models currently manufactured by Hindustan Motors are :

 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.

Models discontinued by Hindustan Motors are :

 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

 Hindmotor, West Bengal (near Kolkata)


 Pithampur, Madhya Pradesh (near Indore)
 Thiruvallur, Tamil Nadu (near Chennai)
 Hosur, Tamil Nadu (near Bangalore)
Mahindra & Mahindra Limited
From Wikipedia, the free encyclopedia
Jump to: navigation, search
This article is about the company. For the entire conglomerate, see Mahindra Group. For other
uses, see Mahindra (disambiguation).
Mahindra & Mahindra Limited

Type Public (BSE: 500520)


Automotive
Industry
Farm Equipment
Founded 1945
Headquarters Mumbai, Maharashtra, India
Keshub Mahindra (Chairman), Anand
Key people Mahindra (Vice-Chairman & Managing
Director)
▲  31,568.54 crore (US$7.1 billion)
Revenue
(2010).[1]
▲  2,871.49 crore (US$646.09 million)
Net income
(2010).[1]
Employees 16,000+[1]
Parent Mahindra Group
Website Mahindra.com

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 Scorpio Second Generation

Mahindra Scorpio First Generation

Mahindra Scorpio Pick Up


Mahindra Jeep CJ 340

Mahindra AXE

Mahindra Pick Up (old version)

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

1. Bombay Chamber Good Corporate Citizen Award for 2006-07 [26]


2. Businessworld FICCI-SEDF Corporate Social Responsibility Award – 2007
3. Deming Prize [27]
4. Japan Quality Medal in 2007[28]

[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]

[edit] Mahindra Group


[edit] Core Business Activities

 Automotive
 Farm Equipment
 Systech
 Financial Services
 Information Technology
 Infrastructure Development
 After-Market
 Two-wheelers
 Mahindra Partners Division

 Premier Automobiles Limited


 From Wikipedia, the free encyclopedia
 Jump to: navigation, search
Premier Ltd.
Type Public Company
Industry Automotive Machine Tools Engineering
Founded 1944
Headquarters Mumbai, India[1]
Maitreya Doshi (Chairman & Managing
Key people
Director)
Employees 800 plus[2]
Website Premier.co.in/

 Premier Ltd. (formerly The Premier Automobiles Limited)[3] is a manufacturer of


vehicles based in Mumbai, India.[1]
 Founded in 1944, the car first launched production by building vehicles under license
from Dodge and Plymouth. In 1951, they began producing versions of the Fiat 500 for
the Indian market. This was followed by the Fiat 1100 in 1954. In 1973, the Premier
name was used on their vehicles for the first time, the Premier President, based on the
Fiat 1100 as Premier Padmini. In 1978, they launched the Fiat 124-based Premier 118
and 138D models. In 2000, they launched production, under license from Taiwan's China
Motor Corporation, of the Premier Sigma and Roadster vans and pick-ups.
 Premier Automobiles is an Indian automaker which flourished in the so called
'sudhakar'- bribe - licence- monopoly period from the 1950s till the early 1990s when
India was closed to the world and imports. The company was established in 1944 as a
result of successful negotiations with Chrysler Corporation in 1939, resulting in licenses
to build a Plymouth car and a Dodge truck, sold under the Dodge, Plymouth, DeSoto, and
Fargo names starting around 1949. In the early years, quality was considered good by
both Chrysler and the Indian Department of Defense. In 1949, parts were being made in
India, starting with simpler components and gradually building up to more complex
pieces. Two companies made parts: Premier and Hindustan Motors of Calcutta. The early
years of Premier and Hindustan were marked by very low sales, due to the size of the
market; only about 20,000 vehicles per year were made in India, in 65 different models.
To prevent foreign companies from dominating by mass-producing parts to be assembled
into cars in India, the government set up steep import duties on imported parts in 1954,
allowing Indian parts-makers to survive.[4]
 Premier also made a licensed version of the Fiat 1100 which later continued almost
unchanged into the late 1990s as the Premier Padmini with a 40 hp (30 kW) 1100 cc
engine. Later models included the Premier 118NE (named after its 1180 cc Nissan A
engine and transmission from the Nissan Cherry), a version of the 1960s Fiat 124,
considered a luxury car in India till the influx of modern cars in the 1990s. These Cars
were built at their now Defunct Kurla factory in sub-urban Mumbai.
 With market liberalisation Premier tied up with Peugeot to build the Peugeot 309 in
India. Initial demand was high but labour problems and poor dealer service led to
problems which were compounded when Premier also tied up with old partners Fiat to
manufacture the Fiat Uno. Peugeot pulled out of the venture around 2001 with only a few
thousand cars sold. Labour and service issues also plagued the Fiat venture and a massive
strike finally caused the plant to shut around 2001 with Fiat left to fend for itself with its
reputation marred. Not only Fiat, but also the Premier Automobiles Ltd., faced severe
criticism in media. There were various criminal cases against its promoters. The
Consumer Courts of India were flooded with complaints for non-refund of the car
booking. The Promoters of Premier Automobiles have also been confronted with
Criminal cases in various consumer courts of India under section 27 of Consumer
Protection Act. A customer Association based at Gujarat - Rajkot called Pal Car
Customer Association has made various representations against the Premier Automobiles
Ltd. CNBC channel also aired an interview under the crime story program called
"UNCOVERED".
 In November 2004 Premier restarted operations by building a small diesel powered van
called the Sigma[5]. It is based on an old 1980s Mitsubishi Varica design licenced from
China Motor in Taiwan, with the Peugeot engine from the 309.
 In October 2009 Premier re-entered the Indian passenger vehicle market with a compact
SUV named RiO[6]. Rio is assembled from CKD kits of Zotye Nomad I made by Zotye
Auto of China.

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] Previous models

 Premier Padmini - derived from Fiat 1100


 Premier 118NE - derived from Fiat 124

[edit] Current models

 Premier RiO (India's first Compact Diesel SUV)


 Premier Roadstar (a compact diesel pickup)
 Premier Roadstar Tipper (open and closed body tipper)
 Premier Sigma (a compact diesel MPV)
 Premier Sigma Lifeline (an ambulance based on Sigma Platform)
 Premier Sigma Express (an cargo carrier based on Sigma Platform)
 Premier Sigma School Van (an Diesel or CNG school van based on Sigma Platform)
 Premier Sigma Tourist Van (an Diesel or CNG tourist van based on Sigma Platform)

[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
Jump to: navigation, search

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.

TECHNICAL SPECIFICATIONS OF SAN STORM


Dimensions
Overall Length 3,543 mm (139.5 in)
Overall Width 1,504 mm (59.2 in)
Overall Height 1,325 mm (52.2 in)
Wheel Base 2,250 mm (88.6 in)
Ground Clearance 135 mm (5.3 in)
Kerb Weight 820 kg (1,808 lb).
Gross Vehicle Weight 1,510 kg (3,329 lb).
No of Doors 2 door
Capacity
Seating Capacity 2 person
Fuel Tank Capacity 36 L (10 US gal; 8 imp gal)
Engine
Engine Type/Model Renault D7 F
Displacement 1149 cc
Power 60 PS (44 kW; 59 hp) @ 5250 rpm
Torque 94 N·m (69 lb·ft) @ 2500 rpm
Bore 69 mm (2.7 in)
Stroke 77 mm (3.0 in)
No of Cylinders 4 cylinder
Fuel Type Petrol
Transmission
Transmission Type Manual
Gears/Speeds 5 Gears
Suspensions
Front Suspension Independent double wishbone, coil over shocks, anti roll bar
Rear Suspension Trailing link, coil over shocks. antiroll ba
Steering
Power Assisted Standard
Minimum Turning Radius 4.6 meter
Brakes
Front Brakes Ventilated disc with piston sliding calipers
Rear Brakes Drum Brake
Wheels & Tyres
Wheel Type Aluminium Alloy
Wheel Size 5J X R13
Tyres 155/70 R 13 [1]
What is it?

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.

Ambience and theme:

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.

Why would you buy it?

San Motors Storm Isa  good buy for its French Styling, Fiberglass Body, leather Interiors and
Open-Top Driving Experience.

Why you wouldn’t buy it?

The car has slightly cramped seats and could do with some more Luxuries.

Pricing (Ex-Showroom)

San Motors Storm Base     Rs. 5,78,000


Tata Motors
From Wikipedia, the free encyclopedia
Jump to: navigation, search
Tata Motors Limited
टाटा मोटर्स

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

Services Outsourced Engineering and Design


Revenue $20 billion (2009)
Operating income $10.40 billion (2009)
Net income $1.198 billion (2009)
Total assets $15.430 billion (2009)
Total equity $763 million (2009)
Parent Tata Group
 Jaguar
 Land Rover
Subsidiaries  TDCV
 Hispano Carrocera

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

Jaguar XJ Tata Novus is one of the


Hispano Divo at the 2008 Range Rover
best selling commercial
FIAA in Madrid
trucks in South Korea.
[edit] Tata Daewoo Commercial Vehicle
Main article: Tata Daewoo Commercial Vehicle

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.

[edit] Hispano Carrocera


Main article: Hispano Carrocera

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.

[edit] Jaguar Cars and Land Rover


Main articles: Jaguar Cars and Land Rover

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.

[edit] Important developments


[edit] Tata Nano
Main article: Tata Nano
Tata Nano

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.

[edit] Tata Ace


Main article: Tata Ace

Tata Ace was India's first mini truck

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]

[edit] Electric vehicles

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 Xenon is Tata's best selling vehicle in Europe.

[edit] Tata in India

A loaded Tata truck on a Rajasthan highway

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]

[edit] Tata's global operations

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 Nano Europa

Tata Starbus Low Floor 1610

Tata Marcopolo buses in the Delhi BRT.

 Tata Sierra (Discontinued)


 Tata Estate (Discontinued)
 Tata Sumo/Spacio
 Tata Safari
 Tata Indica
 Tata Vista
 Tata Indigo
 Tata Manza
 Tata Indigo Marina
 Tata Winger
 Tata Magic
 Tata Nano
 Tata Xenon XT
 Tata Aria
 tata pratul

[edit] Concept vehicles

 2000 Aria Roadster


 2001 Aria Coupe
 2002 Tata Indiva
 2004 Tata Indigo Advent
 2005 Tata Xover
 2006 Tata Cliffrider
 2007 Tata Elegante
 2009 Tata Pr1ma
 2010 Tata Versa
 2010 Tata Essota

[edit] Commercial vehicles

 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)

[edit] Military vehicles

 Tata LSV (Light Specialist Vehicle)


 Tata Mine Protected Vehicle (4x4)
 Tata 2 Stretcher Ambulance
 Tata 407 Troop Carrier, available in hard top, soft top, 4x4, and 4x2 versions
 Tata LPTA 713 TC (4x4)
 Tata LPT 709 E
 Tata SD 1015 TC (4x4)
 Tata LPTA 1615 TC (4x4)
 Tata LPTA 1621 TC (6x6)
 Tata LPTA 1615 TC (4x2)
 Tata Winger Passenger Mini Bus

You might also like