Dheeraj Hinduja takes over as Chairman of Ashok Leyland

Mr. Dheeraj G. Hinduja has been appointed Chairman of the Hinduja Group flagship, Ashok Leyland. He takes over the reins from Mr. R.J. Shahaney who was Chairman of the company since August 1997.

Mr. Hinduja, who has been Co-Chairman of the company for the past three years, is a third-generation member of the Hinduja Family. He has over a dozen years’ experience at strategic and leadership levels covering a wide variety of businesses across diverse sectors such as automotives, energy, infrastructure, finance & banking, IT & ITes, media and healthcare. He has been leading the human resources function for the entire Group, driving an agenda of transformation.

As Director of the Group, Mr. Hinduja has been setting and driving an aggressive growth agenda across entities and leading a corporate team to develop strategies for enhancing the group’s portfolio, explore new opportunities and oversee investments. After completing B.Sc. (Hons.) from the University College, London, Mr. Hinduja obtained an MBA in 1994 from the Imperial College, London.

“I have very ambitious expansion plans for Ashok Leyland and right at the top of my priority list is to fast-track the company’s global thrust through both organic and inorganic modes,” said Mr. Hinduja. “Ashok Leyland is crucial for the realization of the Group’s goal for becoming a major force in the global automotive space and I am delighted to be taking over when the company is poised at a very exciting point in its development,” he added.

Mr. Hinduja succeeds Mr. Shahaney who was earlier Ashok Leyland’s first Indian Managing Director. Mr. Shahaney, who joined Ashok Leyland in 1978, was primarily responsible in spreading the company’s manufacturing footprint in India with the establishment of facilities at Hosur, Bhandara and Alwar.

Mr. Shahaney injected a passion for engineering into the company that saw Ashok Leyland successfully introduce products and services that have become industry norms. His tireless efforts bore fruit in taking the company’s business beyond the borders to Sri Lanka and in forging an enduring relationship with the Indian Army on the strength of which the company is today its largest supplier of logistics vehicles.

“It has been a long but a very satisfying innings with fortunately more ups than downs,” is how Mr. Shahaney summed up his tenure. “Today’s challenges are very different in nature but they are just as exacting and formidable as they were before. I have participated in Ashok Leyland’s growth to the stature and size it now has acquired; all the engines of growth are in place and it is now for Dheeraj and his team to lead the company to even greater heights in the coming years. I shall always follow its fortunes with passion because Ashok Leyland is very much a part of me,” he concluded.

In recognition of his meritorious service to Ashok Leyland, the Board has conferred on him, the position of Chairman Emeritus. He will continue to be involved with the different businesses of the Hinduja Group, as advisor to the Group.

Tata Daewoo eyes European market for Prima range

Tata Daewoo Commercial Vehicle Co., the South Korean unit of India’s largest automaker Tata Motors Ltd., said it will soon begin selling its commercial trucks in the European market. Mr. Kim Jong-shik, President and CEO of Tata Daewoo, said the company was considering shipping to Europe CKD kits, that can be assembled into vehicles.

“There are limits to shipping fully assembled vehicles (to Europe),” Mr. Kim said at a ceremony marking the launch of his company’s new Prima Euro 5 truck.

“We believe we must first advance to key markets through partnerships with local companies that can either come in the form of a joint venture or shipping CKD kits.”

Tata Daewoo was set up in 2004 after the Indian company acquired what began as the commercial vehicle unit of the now-defunct Daewoo Motor Co.

Mr. Kim also announced his company’s bold plan to become the largest commercial vehicle manufacturer in South Korea next year by increasing its market share to more than 50 per cent. The company is currently placed second with about a 30-per cent market share after the country’s largest automaker Hyundai Motor Co.

The Prima Euro 5 are the latest versions of Tata Daewoo’s Prima trucks designed to meet the strict Euro 5 emissions standards of the European Union. The local price of the 25-ton ultra cargo truck has been set at US$143,770.

Hino makes in-roads into the Indian commercial vehicle segment

Hino Motors India has conducted exhaustive study of various applications in commercial vehicle segment and has understood the customer expectations and the shortfall therein.

The study and findings have lead Hino India to primarily focus upon highly demanding customers, appreciating value for money. Hino has identified specific segments, having maximum dissatisfaction points resulting in consequential loss of productivity. One such segment is the 25 ton segment. Hino has the right product to address these pain areas and hence are catering to the needs and requirements of selective applications and customer profile.

The high performance Hino tippers have been inducted to the iron ore mines of, one of the largest steel company in private segment in Torangal, Karnataka. The performance of Hino tippers have surpassed all parameters of the existing models and have been perceived as undisputed product leader for iron ore mining application. Customers have posed their confidence by standardizing Hino tippers for their future requirements in the vicinity.

Impressed by the consistent superior performance of Hino tippers in iron ore belts in the country, leading iron ore mining companies in Goa, have zeroed down on Hino tippers for operation in iron ore mines. Hino is flooded with active enquiries from this segment for fastest possible induction of Hino tippers for their operations.

Lignite mining and transportation is yet another application, where Hino tippers have been perceived to be highly economical, besides improved productivity, low cost of maintenance and high life time value.

Even road construction which is highly price sensitive have confirmed that Hino tippers, despite higher initial investments, are best suited for their application as their productivity has substantially improved besides economy of the operation.

In 6x2 haulage segment, the identified applications are cold chain, beverages, petroleum product transportation, which are highly demanding in terms of safety, timely delivery, turn around time and reliability.

Induction of the high performing Hino 8x2 model in near future, is expected to transform the 31 ton haulage segment and scale new heights in the Indian market.

Hino India has already set up dealership facility in most of the major States like Maharashtra, Goa, Delhi, Rajasthan, Gujarat, Andhra Pradesh, Karnataka, Tamil Nadu and Kerala.

The 2nd National Dealer’s Conference chaired by Mr. Ichikawa, Executive Vice President of Hino Motors, Japan, was held on October 19 in Mumbai. Mr. Ichikawa has reiterated Hino Motors commitment for Indian market and has acknowledged the indispensable status of growing Indian commercial market in the global scenario.

Hino Motors India has organized customer meet in Tokyo in the second week of November 2010 to facilitate face to face interaction with Hino Motors, Japan management team.

Hino has ambitious plan for ever growing Indian commercial vehicle market and under the umbrella of Toyota they are confident of taking the lead over other models within a very short span.

Volvo launches Euro 4 city bus with new front facia

Having sustained its leadership position in the market, for over 8 years, in the low-floor city buses segment, Volvo Buses, launched the latest avatar of the city bus – the New Volvo 8400. This is a part of Volvo’s strategy to continuously re-invent and improve its products and its features. The new version of the bus sports a modern look and has intrinsic benefits of functionality, serviceability, high quality and performance levels. The New Volvo 8400 is Euro 4 ready and is showcased at the India Manufacturing Show in Bangalore.

The first batch of this new face-lift city bus has been delivered to BMTC in Bangalore and the KSRTC in Kerala.

The new Euro 4 norms for exhaust reduction impose tough demands on all vehicle manufacturers. The difference in exhaust emission requirements between a Euro 3 and Euro 4 engine is considerable. Emissions of nitrogen oxides (NOx) are typically cut from 5 to 3.5 g/kWh, a reduction of 30 per cent. The product is equipped with advanced diesel engine technology allied to exhaust gas after-treatment with Selective Catalytic Reduction (SCR), which converts harmful nitrogen oxides into harmless nitrogen gas and water vapour. It offers opportunities of lower fuel consumption; low service costs and long service intervals and is suitable for high engine power outputs – when compared with alternative routes to meet Euro IV demands. This product ensures the most fuel-efficient solution among competing technologies, which in itself is a gain both financially and environmentally.

At the launch, Mr. Akash Passey, Managing Director, Volvo Buses India, said: “Volvo is emerging as the preferred choice for Indians cities which are undergoing a makeover and putting in place a modern, safe and convenient city and inter-city public transport system. Our city buses have become a part of the city infrastructure in 11 cities over the past couple of years. In this updated bus, passengers will experience best-in-class look and feel. We continue to strive to make public transport the No.1 choice for city mobility.”

Piaggio launches Ape Mini half tonne mini truck

Its a decade since Piaggio launched its products in India. Within a short span of time, Piaggio has established itself as an undisputed leader in the three-wheeler segment. The company sold 180,000 units in 2009 and the target for the current year is 210,000 units, says the confident Mr. Ravi Chopra, Chairman and Managing Director of Piaggio Vehicle India Private Ltd.

Piaggio has its strongest presence in the three-wheeler, 0.5 tonner, cargo and passenger segment. To further extend its product offering and to strengthen its market leadership in the segment, Piaggio has launched apé mini, a state-of-the-art half tonne cargo four-wheeler. The new product has been uniformly priced at Rs. 1,73,600 lakhs across India. The new product will play an important role in the distinct requirements of customers for “last mile” distribution of products and services.

Mr. Chopra said: “At Piaggio, our emphasis has always been on value creation. Be it product design or performance. We have consistently gone to the market with our customers in mind. Anticipating the customer’s need for a small, classy and comfortable mini truck, we conceived the apé mini to deliver exceptional value and a superior experience to our customers. Today, we are confident the apé mini will outclass others in the half tonne four-wheeler segment and help consolidate our leadership position in this half tonne band.”

“Created on the basis of extensive customer need-gap analysis, apé mini is truly a world class product that will complement Piaggio’s existing three-wheeler portfolio. It should emerge as a preferred option for four-wheeler buyers in this segment on the strength of its operating efficiencies and enhanced earning potential”, Mr. Chopra added.The apé mini incorporates the exacting high standards that Piaggio is known for internationally. It offers the best mileage in its class – of all 29 kms per litre. It has the largest cargo deck in the category, enabling optimum load capability. At 230 mm, the ground clearance of the vehicle is the highest in its class, ensuring safe and smooth driving over speed breakers and the challenging terrain of congested city roads. These features add up to low operating costs that ensure the best earnings for the buyer. The apé mini has a spacious car-like cabin with sleek fittings, ample leg room and adjustable sliding bucket seats for greater driving comfort. A factory fitted co-driver’s seat also comes as OE with the vehicle.

Mr. Chopra says: “The Ape Mini will extend our product range and compliment what we are achieving with the Ape three-wheeler. We would like to grow our marketshare and position in the half tonne segment, whether it is three-wheelers or four-wheelers. We already have 65 per cent marketshare in three-wheelers and this will only increase our marketshare. Through the Ape Mini, we have created an affordable vehicle within the reach of people who have the aspirations of owning a four-wheeled mini truck offering the lowest operating cost and lowest cost of ownership”.

Piaggio’s confidence in the performance of apé mini is evident in the 15-month warranty and 5 free services that the company offers. Additionally, the product will be backed up by Piaggio’s world-class sales and service network of over 760 touch points that consistently provide quality service and spares, 24x7 across India.

Ape three-wheeler

The now legendary apé three-wheeler, with a current customer base of over a million users, pioneered the half tonne cargo segment in India as early as 1999, and opened up a new source of livelihood for SMEs and entrepreneurs across the country. It continues to be the preferred choice of ‘‘first-time users’’ in the transportation business, highly trusted for its economy, load capability and earning potential. Today, Piaggio is the undisputed leaders in the half tonne category.

Will the Ape Mini replace the existing three-wheelers?, Mr. Chopra strongly feels: “Three-wheeler cannot be wished away. The growth potential for the three-wheeled cargo vehicle is likely to grow by 10 to 12 per cent in the next 5 years. The growth in rural infrastructure, retail business and movement of FMCG products, will result in more and more penetration into rural areas. Rural India could well become the hub for future economic growth. A three-wheeler is the most economical mode of transportation and offers lowest cost of operation. The product is very affordable for people who want to start on their own. Hence three-wheeler is bound to grow with the growth in rural areas. In addition to three-wheeler, the four-wheeled half tonne will also grow. We would like to ensure that collectively, three- and three-wheeler put together, we further increase our market share”.

New engines for Ape Truk

Talking about the Ape Mini’s big brother, the Ape Truk, the four-wheeler mini truck launched couple of years back, Mr. Chopra said: “We haven’t really done well in the Ape truck 0.75 tonner. But we have developed a new range of diesel engines, the 1 litre and 1.2 litre state-of-the-art engines. The 1 litre engine will power the new avatar of Ape truck, which will be launched by January 2011. This product will certainly be able to get a better and respectable share”.

Currently the three-wheelers are powered by Greaves and the four-wheeled truck is powered by Lombardini engines. Piaggio is setting up its own engine manufacturing facility at Baramati where the new range of engines will be manufactured. The three-wheeler will continue to be powered by Greaves.

Another interesting segment, which is fast growing is the four-wheeled passenger trucks like the Tata Magic, which was built on the Ace platform. Asked about Piaggio’s plans for a four-wheeled passenger model, Mr. Chopra said: “We are certainly working on a passenger version of the Ape Mini. This will be launched shortly. Its a strategic decision to first launch a passenger version in the 0.5 tonner segment”.

Piaggio has been consistently growing even during years of crisis. In 2009, which was a tough year for the industry, the company sold 180,000 units. Piaggio is expecting a 15 per cent growth during the current year with a target to sell close to 210,000 units in 2010. The company has established enough capacities in its plant at Baramati to cater to the growing demand. The new engine plant and the green field facility for manufacturing Vespa two-wheelers is also coming up Baramati, confirmed Mr. Chopra.

Exports

Exports is one big opportunity which Piaggio has not been able to focus on. The export market potential for three-wheeler, predominantly passenger vehicles, is close to 150,000 units per annum. Most of these are petrol driven vehicles, a product which Piaggio was not present. In the last six months, the company has launched Ape City, a three-wheeled, 0.5 tonner petrol driven passenger three-wheeler. This product has been launched in the domestic market and has also been seeded in export markets. With this product we see a tremendous opportunity in exports, says Mr. Chopra.

Piaggio has a state-of-the-art manufacturing plant at Baramati in Maharashtra, with an installed annual production capacity of over 200,000 three-wheelers and 100,000 four-wheelers. It is also moving towards self-reliance with the completion of its advanced engines plant on the same campus. Piaggio has a 2,100-strong workforce comprising experienced engineers, R&D specialists, plant workers, sales, service and marketing professionals.

Piaggio has been an aggressive player in light transportation vehicle segment, no wonder the company has become market leader in a short span of time. The company’s four-wheeled vehicles though have not met with the kind of success that the company was hoping to. A lot of expectation from the Ape Mini, which looks like will live upto the expectations.

MAN presents revolutionary truck design study

Slim front end, projecting wheel arches, a cab with soft, smooth lines and a curved rear wall: with its streamlined design, the MAN Concept S differs radically from the basically cubic shape of the conventional truck currently to be seen on the motorways. The design of the MAN Concept S was rigorously adjusted in the wind tunnel until its extremely low air resistance was attained. With its drag coefficient (cD value) of around 0.3 the MAN Concept S enters a domain of aerodynamic quality previously inhabited only by modern passenger limousines.

Thanks solely to its aerodynamic form, the MAN Concept S – with an appropriately modified trailer – uses up to 25 per cent less fuel than a comparable, conventional 40-tonne semitrailer tractor. At the same time, this fuel saving also means a reduction of up to 25 per cent in CO2 emission. The MAN Concept S manages to do all this while providing the same amount of space for its driver as he has always been used to and the same loading capacity as a conventional truck. “Our Concept S in conjunction with an aerodynamically optimised semitrailer is as streamlined as a modern passenger car. We proved it in the wind tunnel. The savings in consumption are absolutely realistic,” says Holger Koos, head truck designer of MAN Nutzfahrzeuge.

The MAN Concept S is an advanced development of MAN’s so-called dolphin truck, which was presented to the trade as a simulation model at the IAA 2008. With its dolphin truck, MAN Nutzfahrzeuge produced initial proof of the maximum aerodynamic potential of a radically new semitrailer tractor design, a design-based on the flow topology of the dolphin. The designers deliberately ignored the existing European road infrastructure: the dolphin truck exceeded the height restrictions currently applicable to commercial vehicles in the EU by 20 centimetres.
But Europe’s existing bridges, subways and tunnels are no obstacle to the MAN Concept S presented at the IAA 2010. The truck study complies exactly with the 4.00-metre height restriction and despite doing so, still matches the dolphin truck’s 25-per cent savings potential in terms of consumption and CO2 emission. This was achieved by consistently advancing the development of the streamlined shape. In the Concept S, the truck’s frame and components such as the two fuel tanks, for example, have been integrated into the external bodywork design where they help to guide the flow of air past the truck. One would search in vain for conventional rear-view mirrors on the MAN Concept S – their function has been taken over by cameras built into the wing-like mounts for the indicator units left and right. An electronically adjustable spoiler is integrated in a form-fitting manner into the roof of the driver’s cab.

With its Concept S, MAN makes a contribution to the current socio-political discussion of possible reforms to the statutory length restrictions applying to commercial vehicles in Europe. In order to realise the efficiency potential proven by the Concept S, tractors and trailers will require more space along the horizontal axis if they are going to provide the same amount of interior space and loading volume as current tractors and trailers do. Changes to the road infrastructure for this purpose will not be necessary.

The aerodynamics of commercial vehicles

Aerodynamics has great potential for a further reduction of the fuel consumption and CO2 emission of commercial vehicles. If we look at the energy expenditure of a 40-t semitrailer tractor travelling on the level at 85 km/h, we see that rolling and air resistance are the decisive factors. Forty per cent of the energy is used in just overcoming air resistance. A reduction in air resistance was reached in 2007 with the introduction of the new MAN TGS and TGX heavy truck series. By comparison with the predecessor model, the TGA, the cD value was reduced by 4 per cent, even though the basic structure of the vehicle and cab were not changed.With their drag coefficients (cD) of around 0.5, conventional forward control trucks have reached a level of aerodynamics that can hardly be improved any more under the existing statutory restrictions on maximum permissible dimensions. Major improvements in reducing air resistance will only be possible when the restrictions on maximum dimensions permitted by law are loosened or replaced by alternative regulations. In the US, for instance, the length of the vehicle itself is not limited, only the size of its usable cargo bay.

There will be a significant decrease in the amount of energy needed per transported tonne or cubic metre only if the loading volume is maintained along with aerodynamic optimisation. And this is precisely what the Concept S and a matching trailer achieve.

Telma sets firm footing in India

To establish manufacturing facility by 2011

Telma, a world leader in the design, development, manufacture and sales of electromagnetic retarders, has announced plans to make India as an important part of its global business. The company has established a team in India currently represented by Western Auto RACE, the Research & Engineering consulting firm part of the ETA Star group, for sales & marketing, service support, network Development, localisation of parts, interface engineering and establishing a manufacturing facility in India by 2011.

Telma SA, with its headquarters at Cergy-Pontoise near Paris, France, is more than 60 years old and has been part of the Valeo Group since 2001. In March 2010, Valeo decided to sell Telma to the Current Management Team.

Mr. Jan Bor, Managing Director of Telma, says: “Having established our presence globally, we are now entering the Indian market. We will be working exclusively with Western Auto RACE for selling our products in India. Our target is to set-up a manufacturing facility in India by the 3rd quarter of 2011”.

From September 2010, Telma has become an independent company with its headquarters and main plant based in Saint Ouenl’Aumone, France, a joint venture plant in China, which produces specifically for the Chinese market and distribution centres based in the UK, the US, Germany, Spain and Mexico. The two plants produce a very wide range of retarders and control systems for all types of commercial and industrial vehicles ranging in weight from 2.8 to 44 tons. Telma is targeting sales of Euro 50 million in 2010.

A Telma retarder is frictionless electromagnetic braking system. The system works by sending an electric current to coils with alternating polarities which create an electromagnetic field. Eddy currents are generated in two rotors as they pass through this field slowing their rotation, and slowing the driveshafts attached to them. The stator houses the electromagnetic coils are attached to the chassis, the transmission, or an axle of the vehicle. Round discs called rotors are attached to the driveline. A thin air gap is maintained between the rotors and pole shoe. In normal operation it rotates freely. But when electric current flows through the coils, eddy currents are created that slow the rotors, and the driveline. Some studies indicate that Telma retarders can increase the life of foundation brake lining by upto 7 times.

Telma has been working with Western Auto, in many other global markets, including Middle East and Africa. In India, Western Auto started dealing in Telma brake retarders a couple of years back, and this has now become an important business unit within the Indian operations. Currently a few hundred buses are already fitted with Telma retarders and discussions are on with many other fleet operators. It is also expecting Government regulations regarding enforcement of fitment of retarders as standard for better safety.

Telma offers a range of products. First is an axial product, which is fitted in the driveline. The second product is focal retarder fitted on the transmission or the drive axle. Telma works with Eaton, ZF, ArvinMeritor and Dana, where the product is directly fitted on their transmissions. The 3rd product is a light weight product line, specifically for Vans like Sprinter, Iveco Daily and others. All Telma products are electromagnetic. Some of the major global OEMs of Telma include Mercedes, Iveco, Irisbus, Evobus, Temsa, Otokar and Yutong.

Mr. Jan Bor says: “Telma’s association with the Indian market started since the entry of Volvo buses in 2000. In fact, the initial units of Volvo buses, nearly 450 to 500 of them, were fitted with Telma retarders. This gave us an entry into the Indian market. From 2005, we have been increasing our Indian presence and now we have decided to set-up a manufacturing facility by 2011”.

“We are investing in India to demonstrate to the Indian OEMs that we are serious about this market. We will localise the product and at the same time increase our engineering capacity. We see a huge opportunity in India for our products”, he added.

Telma has already integrated its retarder on the Ashok Leyland Luxura bus. The retarders are also available as option on the AL Falcon 10 and 12m chassis. The company is talking to Tata Motors for their 1628 bus model, Mercedes for their Actros 4841 mining truck and also to Mahindra Navistar and Corona.

Mr. Jan Bor feels that the demand for retarders will be driven by the bus market in India. Other segments which will fuel demand are mining, transportation of fuel and hazardous goods. Telma retarder will significantly increase the safety of these vehicles.

Telma currently commands a 65 per cent marketshare in China. We expect the market in India in the next 5 to 10 years would be 5,000 to 10,000 retarders per year, adds Mr. Jan Bor.

Nissan emerging a leading global LCV player

Plans in place for 1 million units to be produced annually

At the IAA, Nissan unveiled a new model, NV200 announced plans to launch a zero emissions light commercial vehicle for city use.

These developments will see Nissan become a leader in the field of commercial vehicles. It is anticipated that the company will be producing (selling) more than 1 million units annually by the end of fiscal year 2013.

This growth will be fed by an aggressive new product plan that promises three new models every year from 2011 to 2013 inclusive. Complementing the avalanche of new models, the company is following on its market expansion strategy. In the last few years the Nissan LCV business was extended to markets as important as China and Russia, and plans were made to enter key regions, including India and North America. In 2010, the plans to enter these latter markets will become reality. The NV heavy van series will be launched in the US and Canada, while the joint venture constituted with Ashok Leyland will launch vehicles in India under the Nissan and Ashok Leyland brands.

By the end of 2012, Nissan expects to be selling its commercial vehicles in 94 per cent of the world market segments, making it a truly global LCV player.

An enhanced and more relevant product line-up is being matched by improvements in customer service and satisfaction. While partnerships with world leading companies are being actively promoted.

Nissan is also developing the first global affordable electric LCV for mass production. Building on experience and expertise gained with the development of the Nissan LEAF passenger car, sales of which start in Europe at the end of 2010, Nissan aims to bring emission-free light vans to the cities of the world in 2013.

The move will allow businesses to grow commercially without adversely affecting the environment while also allowing access to parts of the city likely to be denied conventional vehicles at some point in the not-too-distant future.

Hanover also sees some major new models and innovations for the present and immediate future. The show witnesses the world unveiling of Nissan’s new NV400, a big brother to the award winning NV200, playing in the heavy van segment.

Nissan presents at Hannover upgraded versions of the 1.5l diesel engine available on the NV200. They are Euro 5 compliant and offer increased power output.

Nissan has long pioneered intelligent technology in its passenger vehicles developing advanced features that serve a real purpose rather than gimmicks with showroom appeal but limited use in the real world.

Now two of those technologies are being made available on Nissan’s LCVs. The first is the highly praised Around View Monitor which is being made available on NV200. Around View Monitor uses exterior cameras to monitor the area around the vehicle. But while individual images can show the space behind the vehicle or to either side, Around View Monitor is much more than a reversing camera – when the images are merged the screen shows a bird’s eye view of the vehicle allowing inch-perfect parking and safe manoeuvering in tight city streets.

The second technology, now available on Cabstar, is Nissan’s affordable and highly effective CONNECT IT system. It incorporates navigation guidance in nine languages via a five-inch touch screen interface, integrated Bluetooth mobile phone connectivity and a variety of audio inputs to complement the AM/FM radio and single CD player.“Nissan is now established as a serious global LCV player and aims at expanding its role further with real world innovations that support businesses in their daily activity. NV400 marks a significant step forward for Nissan and offers customers the widest possible choice of vehicles to suit their needs,” said Gilles Normand, Corporate Vice President, Nissan Motor Co. Ltd.

“We are further strengthening NV200’s status as International Van of the Year 2010 with new versions while the arrival of intelligent technology such as the Around View Monitor, CONNECT and iPhone applications, helps to lift Nissan’s vans and trucks above the rivals. We have an ambitious vision and, as with passenger cars, will be the first to market with advanced, environmentally friendly yet totally practical electric light commercial vehicles. Truly, this is the dawn of a new era for Nissan,” added Gilles Normand.

Taco Hendrickson offers global suspension technology to Indian CV segment

Hendrickson, a Boler company, is a leading global manufacturer of and supplier of suspension and heavy-duty springs for truck, tractor, bus and recreational vehicles. The company also manufactures trailer suspensions, controls and nonintegrated axles, truck and trailer lift axles, and bumpers and trim components to the commercial transportation industry. Hendrickson, based in Itasca, Ill., USA, continues to meet the needs of the transportation industry after more than 95 years.

In India, Hendrickson established a 50:50 joint venture with Tata AutoComp Systems Ltd. (TACO) in 2006 to produce a full range of truck, trailer and bus suspensions. TACO Hendrickson Suspensions Private Ltd. (THSPL), the Indian joint venture manufactures steer axle, drive axle, and liftable truck suspensions; trailer suspensions, and bus suspensions to the Indian commercial vehicle industry. THSPL started commercial production in 2007.

Mr. NirmalTolani, THSPL Chief Executive Officer, said: “We have developed a bogie suspension for a 26 tonner truck, which is now into series production. We have developed a few more suspension products both for trucks and buses which are under different stages of validation, testing and approvals”.

THSPL is working with all major OEMs including Tata Motors, Mahindra Navistar, Volvo-Eicher and others. Our suspensions are now standard fitment on Tata and Mahindra Navistar trucks, says Mr. Tolani.

One of the first products developed by THSPL is a lift axle for Tata Motors 8X2 3118 truck. This has been a very successful product both for Tata Motors and for THSPL. “We have an exclusivity agreement with Tata Motors for the next 3 years for the lift axles. We will be the sole supplier of this product to Tata Motors”, says Mr. Tolani.

THSPL has developed a tandem bogie suspension system for the Prima Truck range. The product has been developed taking into account all Indian operating parameters like road conditions, overloading and ease of serviceability to ensure better ride handling and control. The suspension systems have been designed to perform up to 15 to 25% overloading consideration.

This world class technology has been made cost effective with 100 per cent localisation of components. The range includes suspension products for all kinds of heavy vehicles under this programme from rigid truck to high end tippers. The 48 ton inverter bogie suspension developed for the tipper is the first of its kind being introduced. Over and above, all the bogies suspensions use rubber bolster to offer better shock absorption.

THSPL is set to carve out a niche in the Indian market through the supply of world class suspension systems for the medium and heavy duty segment. THSPL’s Pune facility aims to be a global supplier of suspension systems and allied components to Hendrickson International’s offshore divisions.

Bus segment

THSPL initially focused on developing products for the truck segment. With truck products getting into series production, the company is now aggressively looking at the bus segment. For the bus segment THSPL has developed a 4-bag rear air suspension. “We have benchmarked all other products and designed an air suspension for buses which offers the best in class ride with robust features to suit the highly demanding conditions in India”, says Mr. Tolani. These suspensions can be suitably adapted for city and inter-city applications as well, Mr. Tolani adds. THSPL will be supplying these air suspension systems to Mahindra Navistar for the 16 tonner bus which is under development.

THSPL currently has capacity to manufacture 3,000 lift axles and around 600 to 700 bogie axles. Capacity is not a constraint, says Mr. Tolani. All products manufactured in India have been localized 100%.

Globally Hendrickson employs over 2,000 people in 18 facilities and 12 manufacturing centers in the US, Canada, Mexico, the UK, Spain, Turkey, India, China and Australia. More than 75 per cent of heavy-duty trucks and trailers roll off assembly lines in the US with Hendrickson suspension systems, springs or bumpers. Around the globe, a third of all heavy-duty vehicles benefit from the rugged reliability of Hendrickson products. In fact, they are the world’s largest independent suspension supplier, having produced over 2,500,000 truck suspensions and innovated many technological breakthroughs.

In India, THSPL is working with most of the OEMs including companies like Daimler who are slated to launch their products by mid 2012.

Retrofit on buses

Another interesting opportunity that THSPL is working on is retrofit of air suspension systems, particularly for buses. “We are working with aftermarket customers for retrofit of air suspension on buses which will offer better ride quality. This is a big opportunity in the bus segment. We are working with some state transport organisations where they want to retrofit these suspensions on some of their buses”, says Mr. Tolani.

Apart from trucks and buses, THSPL is also looking at opportunities in the trailer segment. In Europe and North America more than 95% of the trucks and trailer are fitted with air suspension. In India, the concept of air suspension is more common in the bus segment. The truck and trailer segment still remains untapped.

With its wide of portfolio of products and global connections with OEMs, Hendrickson and more particularly TACO Hendrickson will play a leading role in the Indian market.

JOST showcases trailer technologies

JOST presented a wide range of new products and technologies at the IAA like SKS sensor coupling and LubeTronic, the automatic lubrication system for fifth wheel couplings, which reduces the need for maintenance to a minimum.

LubeTronic – Automatic lubrication for JOST fifth wheel couplings

Since the beginning of this year JOST is equipping all low-maintenance couplings in the JSK 37CW and JSK 42W series with LubeTronic as standard. And that means that JOST is the first and only manufacturer of fifth-wheel couplings for long-distance traffic applications which are equipped as standard with this fully automated lubrication system for the lock jaw. The JSK 37CW and JSK 42W couplings have top plate liners which allow greaseless operation of the coupling plate, in addition to a plastic seal and maintenance-free joints or sliding bearings. With the standard mini-lubrication system LubeTronic 1Point, the lock jaw no longer needs to be lubricated, as previously necessary.

The LubeTronic is mounted directly on the fifth-wheel coupling and has an integrated supply of lubricant as well as an electronic control which is supplied by a built-in battery. No other source of power is needed. It maintains the lock jaw for three years or 300,000 km fully automatically, supplying grease and thus constantly ensuring reliable and safe functioning. Because of this, the low-maintenance JSK 37CW and JSK 42W fifth-wheel couplings by JOST are well-suited for long distance traffic and tanker applications. In combination with the JSK 42 W the JOST LubeTronic is also authorised for use in hazardous cargo vehicles.

LubeTronic 5Point: Never lubricate manually again

As a further innovation, JOST will be presenting an integrated lubrication system for standard fifth wheel couplings from the JSK 37, 38 and 42 series that provides grease not only to the lock jaw but also to the fifth wheel coupling plate – the LubeTronic 5point. The electronic control precisely doses the distributed amount of grease at regular intervals. The dosing can be set for two types of use. For merely occasional coupling and in long-distance traffic, a lower dose of lubrication is sufficient. A higher dose of lubrication can be chosen for construction site use or for frequent coupling. If more lubrication is occasionally required, the driver or workshop worker can manually trigger a dose of lubrication.

The lubricant in the lubrication cartridge on the fifth wheel coupling will last for around 12 months. It can be easily refilled using a lubrication nipple. An easy-to-read LED display will show the level of the lubrication supply at all times. The electronically controlled dosing ensures that there is neither too little nor too much grease on the fifth wheel plate and lock jaw. This saves grease and protects the environment. The LubeTronic 5Point is another contribution from JOST towards increased safety and convenience for fifth wheel couplings.

Greater safety with JOST sensor couplings

Improving safety is central to product development at JOST. The SKS sensor coupling system and the fully automated KKS coupling system set the standard for exemplary and practical developments. The sensor coupling developed by JOST and proven in the field over many years provides a safe solution with a remote display in the driver cabin. It reliably ensures that the coupling process is properly and completely carried out, helping the driver to avoid false coupling. Three sensors monitor the coupling procedure. The first measures the correct trailer height and turns the system on during coupling. Two further sensors monitor the locking status and the position of the king pin.

The display in the driver’s cabin is both visual and audible. As a new solution, JOST is now offering this Sensor Coupling with the option of wirelessly transmitting its signal to the driver cabin. This means that lines no longer have to be installed between the fifth wheel coupling and the remote display. The wireless solution will simplify both factory installation and retrofitting of existing vehicles. The remote display is installed in the dashboard, thus fitting well into the design of the vehicle. The new Sensor Coupling’s wireless transmission provides electromagnetic compatibility of the highest standards.

The KKS Comfort Coupling System from JOST is a fully automatic driver assistance system that controls all functions of the coupling and decoupling process previously performed manually. The KKS eliminates not only the locking and unlocking the fifth wheel couplings, but also cranking the landing gears and connecting or separating the spiral cables. This also includes the first ever automated interface for pneumatic and electric connections. Operation and remote display are located in the driver cabin for all functions.

The JOST KKS consists of a sensor coupling with pneumatic unlocking, and automated plug connection between the trucks and the trailer, and electrically operated landing gears. The driver can easily operate the automatic coupling system error-free. All components can also be operated manually. It is possible to combine either KKS trucks and conventional trailers, or KKS trailers and conventional trucks. JOST’s new KKS coupling system has been distinguished by an international jury of experts with the Trailer Innovation Award 2009 in the “Safety” category.

New: Pneumatic operation for sliders

With sliders, fifth wheel couplings can be easily and quickly moved on the vehicle frame, thus allowing the position of the fifth wheel coupling to be adjusted for differing trailers. Sliders are especially used in Great Britain and markets outside of Europe. JOST will be presenting the new EV HD 800 – 2P slider for especially heavy applications for the first time at the IAA. It has pneumatic operation, which not only makes operation easier, but also improves safety when adjusting the position of the fifth wheel coupling. Pro Tech Slider, is designed for standard fifth wheel couplings. It offers an enormous weight advantage of up to 55 kilograms in comparison to the conventional sliders.

Furthermore, the Pro Tech Slider is especially safe thanks to its self-locking mechanism. It is impossible for the blocking pieces to come loose, no matter the circumstances, which reliably prevents inadvertent sliding. The profile of the slide frame is also surrounded on both sides, which significantly increases safety and stability. The Pro Tech Slider is available in both a Direct Mount version, where it is screwed directly on to the side of the frame, and a classical Outboard version, where it is screwed on vertically.

Light, sturdy and low maintenance – aluminium telescopic landing gears from JOST

Less dead weight, less wear, greater loads – more and more transport companies are using particularly light trailers in order to get the best use from their resources. JOST supports vehicle manufacturers with the telescopic landing gear technology they need. JOST aluminium telescopic landing gears possess internal MODUL gears, proven time and again, and offer significant weight advantages compared with steel supports. At the IAA, JOST will be presenting two studies on lightweight telescopic landing gears possible in the future.

Container technology from JOST – Quality for heavy-duty applications

While container locks are generally subjected to great stress, use on a pitched chassis is a more extreme application. JOST has developed a specially reinforced design of its container lock for this application. This lock also offers a clearly visible indicator for the position of the locking pin, providing even greater safety in daily use.

The multi-functional QT FB2004V bolster can be used anywhere and is suitable for use with 45’ and 40’ tunnel and 40’ and 20’ standard containers. The QT FB2004V bolster is not only particularly light; in contrast to a wing-lock carrier, it also offers the advantage that it combines all functions as standard. Additional components are not necessary, as all components are included on the carrier; JOST has intentionally chosen not to add loose removable parts in construction in order to avoid empty storage on the vehicle.

Domar starts supplies to Indian OEMs

Italian company Domar has started supplying plastic mudguards and mud flaps to Indian OEMs. Currently Domar is supplying these products to Tata Motors and Ashok leyland for their export vehicles.

Starting in 1996, Domar produces and sells mudguards, mud-flaps and assembling elements for industrial vehicles. Initially, the company had been devoting itself to the production of metal mudguards, a requirement of the Italian market at that time. Later, following the recent trends of European OEMs, Domar has started the production of mudguards in plastic.

In India, currently most vehicles use steel mudguards. For export vehicles the trucks are fitted with plastic mudguards and mud flaps. Domar is planning to increase business in India but there are no immediate plans of setting up a manufacturing facility, says Mr. Angelo Mercadante, Sales Department, Domar S.r.l.

Asked is there is a plan to set up a manufacturing facility, Mr. Mercadante says, the products offered by Domar are injection moulded plastic hence the investment is very high. The volume in India doesn’t justify setting-up a manufacturing facility.

Cramaro planning to set-up Indian JV

Italian tarpaulin manufacturer Cramaro is planning to invest in India by setting up a joint venture with KailashVahan for manufacturing curtain siders and tarpaulins. In 2008, Cramaro entered into a technical tie-up with KailashVahanUdyog Private Ltd. for supplying tarps for trailers and tippers in India. This relationship has progressed well and the company has already sold over 100 units of Curtain siders in India so far.

Kailash-Cramaro started working with Tata Motors for offering solutions for the Prima truck range and today the company is working with many of the Indian OEMs including Ashok Leyland and end customers directly. The company is hoping to bag orders for another 700 to 800 trailers in the next couple of months.

The success in the Indian market has encouraged Cramaro to invest in a joint venture with KailashVahan. Kailash-Cramaro have also started localizing some of the components and identified local suppliers including tarps.

The Tarp-All solution has been specifically designed keeping in mind the ease of use, convenience of the operator and the tough Indian road conditions. With strong steel structure, smooth steel rails and 650 gsm tarpaulin cover, it is a perfect product for Indian markets.

Moreover with rear extendable arms and encumbrance of only 2.1 mt, the Tarp-All allows easy and quickloading/unloading without any hindrance and provides flexibility of haulage on the return trip. In addition, the entire system can be moved to the front or rear or anywhere on the trailer, thus ensuring ease and flexibility of loading along the length of the trailer. The entire system can be easily handled by a single operator.

KailashCramaro tarpaulin system is suited for covered transport of foodgrains, steel coils, asphalt, sand, cement, iron ore, etc. It can be supplied according to the trailer length and truck body dimensions. The customer will also have a choice of colors.

ZF inaugurates truck transmission facility

ZF is a familiar brand name in the Indian commercial vehicle industry. ZF has been in India for nearly three decades with very strong relationships with Indian OEMs. Initially the company entered into licensing agreements with Indian companies for manufacturing transmissions and steering systems. With the increasing opportunity in Indian market, ZF has started playing a bigger role, setting up wholly owned subsidiaries and independent manufacturing facilities.

ZF recently inaugurated its truck transmission plant in Pune. This is the second plant set-up by ZF India Private Ltd., the wholly owned subsidiary of ZF Germany, in 2010. Earlier this year, ZF India inaugurated a plant in Chakan which manufactures transmissions for off-highway vehicles and construction equipments.

ZF CEO Hans-Georg Härter: “The location in Pune is an important basis for supplying the growth market of India”. ZF increases its commitment in the growth market of India. The supplier group has now opened up an assembly plant in the industrial center of Pune, planning to produce an annual 25,000 heavy truck transmissions in the medium term.

ZF is a leading worldwide automotive supplier for Driveline and Chassis Technology with 123 production companies in 27 countries. In 2010, the Group will achieve a sales figure of roughly EUR 12 billion with approximately 63,000 employees. ZF is among the top 10 companies on the ranking list of the largest automotive suppliers worldwide.

As mentioned earlier, ZF has been doing business in India for roughly three decades. Usually, joint ventures were founded with local partners, where ZF had a minority share or licenses were granted to Indian partner companies. Hans-Georg Härter: “We have adapted our strategy in the past few years to account for the rising significance of India. ZF now increasingly has majority shares or companies operated purely by ZF.”

India has nine times the surface area of Germany and approx. 14 times as many inhabitants – but only about twice the amount of road kilometers. “The comparative figures illustrate the potential that we see in setting up and expanding an efficient traffic infrastructure in India”, says Rolf Lutz, Group Executive of the Commercial Vehicle and Special Driveline Technology division. “We want to make use of this opportunity with our new truck transmission plant.”

The new truck transmission plant has been established over an area of 54,000 sq. feet. “Unlike our competitors we can offer the entire product range for commercial vehicle transmissions: Manual transmissions, automated transmissions, and automatic transmissions”, explains Rolf Lutz. “We can supply anything that is demanded by the market – right up to hybrid modules for all ZF transmissions. In doing so, we adapt the existing ZF technology to suit the requirements of the local markets”, says Mr. Lutz.

ZF has planned to invest Rs. 75.5 crores in the truck transmission facility over the next 3 to 4 years out of which the company has made an initial investment of Rs. 35 crores.

“In the medium term, our new transmission plant will produce approx. 25,000 ZF-Ecomid 9-speed transmissions annually for heavy trucks up to more than 40 tons weight”, explains MandeepBhalla, Head of ZF’s commercial vehicle business in India. “Depending on the demand, we can produce other truck transmission types for our current customers Asia Motor Works, Tata Motors, Ashok Leyland, Mahindra Navistar, Volvo-Eicher, and Kamaz Vectra Motors as well as new customers.”

At production start, ZF employs roughly 80 employees in the truck transmission assembly plant; after production ramp-up, this figure will increase to approx. 150 in the next five years. “Transmission housings, gears, and shafts are already being produced in India; in the medium term, a localization level of 80 to 85 per cent is planned”, says MandeepBhalla. “And this is where an excellent supplier base, established during our long-standing commitment in India, will be very helpful”.

“The Ecomid is a global product. It is currently produced in Germany, India, Brazil, Russia and China. The product has a global foot print. Over 15,000 units of these are already on-road in the Indian market for the last over 4 years fitted on various trucks”, says Mr. Bhalla. Currently 30% of the Indian commercial vehicle market uses ZF technology products.

ZF currently has licensing agreement with Ashok Leyland and Force Motors for the Ecomid transmissions. These licenses were offered in 2004 and will last until 2014. “The market is moving towards heavier vehicle and heavier applications and with much better infrastructure there is a shift towards more powerful engines resulting in a change in portfolio of transmissions as well”, says Mr. Bhalla.

Automatic transmissions

ZF offers mechanical, automatic and automated mechanical transmission in its product range. The company is also developing a smaller range of hydraulic transmission.

ZF is a leading manufacturer of automatic transmissions and front axles for low floor buses. Infact the entire fleet of low floor buses supplied to DTC by Tata Motors and Ashok Leyland are fitted with front axles supplied by ZF.

“We are working with a few vehicle manufacturers to install ZF automatic transmissions in their vehicles. The fact is ZF does not develop a transmission and fit them in an application; we develop transmission for a specific application. ZF has reliable benchmarks to prove that our transmission will have lower life cycle cost”, adds Mr. Bhalla.

He further added: “We hope to have our automatic transmission on Indian city bus applications soon. As a matter of fact, all the European buses sold in India, the likes of Volvo and Daimler, use ZF Ecomat transmissions”.

ZF is also working on a modular concept wherein a basic mechanical transmission can be upgraded to an automated manual transmission and further upgraded to hybrid transmission.

ZF Group presence in India

Currently, the Group has a roughly 29-per cent share in SonaSomicLemförder Ltd. which produces car suspension components in Delhi, Uttaranchal and Chennai, a 26-per cent share in ZF Steering Gear (India) Ltd. which produces commercial vehicle steering systems in Pune, and a 50-percent share in ZF Electronics TVS (India) Private Ltd. which produces electronic components in Madurai.

Three years ago, ZF founded the ZF Lenksysteme India Private Ltd., headquartered in Pune. In March 2010, ZF and Hero Motors Ltd. founded the joint venture ZF Hero Chassis Systems. In doing so, ZF acquired half of Hero Chassis Systems, including the locations in Halol, approx. 500 kilometers north of Mumbai and Talegaon near Pune. A few years ago, ZF also established the ZF India Private Ltd. holding in Pune. ZF Services was set up with service locations in Raipur, Bangalore and Pune as well as the assembly plant of ZF’s Off-Road Driveline Technology and Axle Systems division which was inaugurated at the beginning of 2010 with a production area of approx. 26,000 square feet in Pune.

“Mr. Bhalla says: “ZF is also working on project for shock absorber and this is likely to come to India by 2012-13”.

Mr. Lutz says: “In Asia, China is the largest market for ZF with a turnover of Euro 1.5 billion. India is the second biggest in Asia and expect to contribute Euro 200 to 250 million in turnover over the next 4 to 5 years.

ZF IPO

Mr. Bhalla says: “We are in the process of setting up an IPO (International Purchasing Office), a sourcing office which will source certain components from India. The components we manufacture in India in our own facilities and those sourced locally will have the opportunity to be exported to other global markets”.

AAM launches EcoTrac Driveline Products

American Axle & Manufacturing Holdings, Inc. (“AAM”), announced launch of its new EcoTrac brand of fuel-efficient and environment-friendly driveline products. The EcoTrac brand includes an all-wheel-drive (AWD) fuel economy optimization system, e-AWD systems and a full range of high-efficiency axles.

AAM is a world leader in the manufacture, engineering, design and validation of driveline and drivetrain systems and related components and modules, chassis systems and metal-formed products for trucks, sport utility vehicles, passenger cars and crossover utility vehicles. In addition to locations in the US (Indiana, Michigan, New York, Ohio and Pennsylvania), AAM also has offices or facilities in Brazil, China, Germany, India, Japan, Luxembourg, Mexico, Poland, South Korea, Sweden, Thailand and the UK.

EcoTrac AWD System

AAM’s EcoTrac all-wheel-drive system enables a vehicle manufacturer to offer a passenger car or crossover vehicle with an all-wheel-drive option that minimizes the impact to fuel economy and reduces emissions when compared to a front-wheel-drive vehicle.

The EcoTrac system allows the AWD vehicle to utilize its primary drive system, the front wheels, when AWD is not required. Vehicles equipped with this advanced fuel economy optimization system can automatically transition to AWD, seamlessly and without disturbance to the driver, when the vehicle senses that AWD may be necessary. Utilizing an AAM-designed electronic controlled coupling (ECC) in the rear drive module, the system is activated and gently brings the driveline to a proper speed, delivering the necessary torque and vehicle stability performance. When conditions allow, the vehicle reverts back to an economical mode, conserving fuel and reducing emissions. The proprietary AAM electronic control software and hardware eliminates driveline mechanical losses which aid in maximizing fuel efficiency while providing enhanced vehicle control and fully variable AWD performance.
e-AWD Systems

AAM’s newest Joint Venture e-AAM Driveline Systems AB will launch electric all-wheel-drive (e-AWD) systems that are designed to improve fuel efficiency up to 30 per cent, reduce CO2 emissions and provide all-wheel-drive capability with the further benefit of torque vectoring for vehicle stability when compared to traditional mechanical AWD mechanical systems. This e-AWD solution is ideal for a range of passenger car and crossover vehicle configurations including conventional internal combustion engines, battery-powered hybrid platforms, plug-in platforms, or full electric drive systems.

EcoTrac High-Efficiency Axles

AAM’s EcoTrac high-efficiency axle systems demonstrate world-class axle efficiency by implementing proprietary technologies to optimize the product design and lubrication efficiency while also reducing friction. Efficiency features being implemented in the product line-up include new PowerDensehypoid designs, gear finishes, high-efficiency bearings and proprietary lubricants.

A key feature of these high-efficiency axles is PowerFilm, a proprietary lubricant that provides reduced friction under high torques while also reducing energy losses within the axle. The combination of this technology within AAM’s EcoTrac high-efficiency axles can reduce axle-related energy losses by up to 50 per cent for OEM vehicles.

“We are excited to be launching AAM’s new EcoTrac brand of fuel-efficient and environment-friendly driveline products, AAM’s powerful response to our customers’ need for better fuel efficiency, lower CO2 emissions along with superior ride and handling performance,” said AAM President and Chief Operating Officer David C. Dauch. “The introduction of the EcoTrac AWD system strengthens AAM’s position as a leader in providing industry-first, cutting edge driveline technology for global passenger car, crossover vehicle and light truck applications.”

“EcoTrac’s state-of-the-art product features offer vehicle manufacturers many innovative solutions for improved fuel economy and reduced emissions. Global customer response has been strong,” said Mark Barrett, AAM Vice President for Engineering and Product Development. “EcoTrac enhances AAM’s technology leadership position and allows us to continue expanding and diversifying AAM’s product portfolio and customer base.”

The power of an unreserved equipment auction

Pioneering and leading the industrial auction scene for 52 years, Canadian company Ritchie Bros. Auctioneers is expanding its footprint around the world. With 110 offices, a global network of more than 620,000 customers, 42 permanent auction sites and multiple leased sites spread across North America, Europe, Middle East, Asia and Australia, its customers are efficiently using the standardized services, whether they’re participating in Las Vegas or in Hyderabad.

In 2009, the Company conducted 195 industrial auctions, registered 336,000 bidders and sold 283,000 items at its global auctions. On-site and online bidders purchased equipment items and trucks for USD 3.5 billion. Ritchie Bros. auctions are global marketplaces where hundreds - if not thousands - of equipment items, machines and trucks used in construction, transportation, agriculture, mining and other industries, are sold to large crowds of bidders through an unreserved auction.

The auctions are fast paced and exciting. All equipment is gathered and displayed at the auction site in the weeks leading up to an auction, available for inspection and testing. On auction day, mobile equipment is driven in front of a covered auction theatre at the auction site, where the bidders can sit in comfort and see each item as it’s being sold. Bidders are also able to place bids online in the comfort of their own home or office, using the company’s website, www.rbauction.com.

The ‘secret’ ingredient that brings flavour to every Ritchie Bros. auction is that all items are sold completely unreserved. This means that there are no minimum bids or reserve prices on the items being sold in the auction; everything sells regardless of price. Owners are forbidden by contract to bid on their own equipment. This creates a transparent bidding environment for equipment buyers, because they know that they are only competing with other legitimate buyers and can place bids with confidence.
The unreserved auction method appeals to equipment owners as well – they like the certainty that their items are exposed to a large crowd of potential buyers – on-site and live online - and that all their assets have a new owner at the end of the auction day. And because buyers far beyond the local market are reached, they can achieve fair market value for the items they’re selling.

When Ritchie Bros. conducted its first equipment auction in India in September 2009, a milestone was reached. In last quarter 2010, the auctioneer has scheduled one more auction in Hyderabad, where hundreds of items will be sold to the highest bidders.

The next auction in Hyderabad will be held on October 12, 2010. Interested in selling or buying equipment in this auction? Visit www.rbauction.com or contact the office in New Delhi at +91.11.41414444 for more information.

End of an era in Automotive Journalism

By K. Gopalakrishnan

R. Kalidasan, Publisher of MOTORINDIA, passed away on 2nd June, 2010.

Born on 25th May 1945, Kalidasan joined Motorindia in 1968 after passing out of Madras law College.

The initial days were always a struggle, particularly in the 60s and 70s, when the industry was going through very tough times. He travelled extensively to the remote locations of India and established very strong relationships with the automotive industry and trade. The relationships which he established decades back still holds Motorindia in good stead.

He had very close interaction with auto component manufacturers and had the rare opportunity of working with the Founding Members of various automotive groups including Amalgamations, TVS, Rane, Talbros, GNA, Minda, Shriram, Roots and several others.

He was aggressive, hard working, enterprising and believed “Nothing is impossible”. His commitment to work and to the Indian automotive industry was unparalleled. In the career spanning 42 years, he has not missed bringing out even one single edition of Motorindia, irrespective of the business conditions. For him, Motorindia was an opportunity to serve the Indian automotive industry and he delivered it with a lot of passion and dedication.

In 1994, after the demise of his Father M. Rajagopalan, Founder Editor and Publisher of Motorindia, Kalidasan took over as the Editor and Publisher of the magazine. He assumed the responsibility at an important stage and under his leadership took the magazine to greater heights. He participated in many international shows, back in the 80s and 90s, with the intention of providing global exposure to the Indian automotive industry. There was a sense of joy and satisfaction in him when he saw Indian companies make it big in the global arena.

The launch of the Hindi edition of Motorindia in 1999, the only automobile magazine in the National language till date, was a sincere attempt to provide quality information, to thousands of people in the North, North-West and North-East part of India, in a language which they understand better.

He always kept pace with technology and in 2006, paved way for the digital revolution by starting the online edition of Motorindia. Today, the online edition of Motorindia is read in over 181 countries worldwide.

To honor the Doyens of the Indian automotive industry, Kalidasan instituted the Motorindia Automan Award. He had the opportunity to honor Mr. T. S. Santhanam of the TVS Group, Mr. A. Sivasailam of the Amalgamtions Group and Mr. Keshub Mahindra of Mahindra & Mahindra.

Recognising his contribution to the automotive industry, he was conferred the Best Editor Award by United Writers’ Association and Lifetime Achievement Award by CGTA.

He has ensured smooth transition of his responsibilities. In 2009, he appointed his Brother R. Natarajan as the Editor of the magazine.

In the last 42 years, Kalidasan has given his best. He has been a source of inspiration for many. He worked till the very last day of his life. Kalidasan will always be remembered for his commitment, dedication and priceless contribution to the growth of automotive industry in India.

Tata Motors emerging stronger

To offer complete transportation solutions from 0.5 to 49 tonnes and above

The pace of change at Tata Motors is breath taking, particularly in the commercial vehicles segment. The last few years saw the company developing a whole range of vehicles for both cargo and passenger applications right from 0.5 tonne to 49 tonne and above. On the one side, the company is test marketing Iris, a 0.5 tonner four-wheeled passenger vehicle, ideal for rural transportation and on the other hand, it is concept-selling the Prima range of heavy duty trucks. The versatility of Tata Motors is reflected in it is ability to identify the market opportunity in every segment and fill the gaps in its product portfolio to take advantage of the emerging opportunity.

In an in-depth interaction with Mr. R Ramakrishnan, Vice President, Sales and Marketing (CVBU), Tata Motors, he shared lot of insights about the company’s plans right from launching new products to the changing trends in the Indian transportation industry and how Tata Motors is gearing up to take advantage of the emerging opportunities and much more to Motor India.

Ramakrishnan says: “The biggest advantage with Tata Motors is the in-depth understanding of the market and the range of products offered. Over a period of time, we believe that we will very quickly move from being a cowl chassis maker to a total transport solutions provider”.

According to Ramakrishnan, Tata Motors has lined up an array of products to be launched in the next 12 to 18 months. In the heavy truck segment, the company is planning to introduce the Prima range, with the launch of a 49 tonne tractor trailer model fitted with 280 hp engine, followed by a 31 tonne 8x4 tipper with 380 hp for mining applications, which will also be launched with a 280 hp engine. Further, the company also will launch a 49 tonner tractor trailer with 380 hp engine for ODC applications and subsequently a 25 tonne tipper with a 380 hp engine, again for mining applications.

Also on the cards are plans to introduce a 31 tonner 280 hp 8x2 haulage truck. “In the Prima range, we are initially focusing on the heavy duty segment only, which is currently under powered. On the other end of the spectrum, in the sub one-tonner segment, we have lined up a few interesting products as well. Iris is the first product to be launched, which we showcased at the Delhi Auto Expo in January this year. Iris is nothing but a small four wheeled commercial vehicle with a seating capacity of 3+1 and ideal for passenger transportation in semi-urban and rural areas”.

Tata Motors has soft-launched Iris in Rajasthan and is planning to launch it in other markets shortly. Part of the Penquin project, Iris is a 0.5 tonner version of Tata Ace. “We had launched the passenger version initially and would soon introduce the goods carrier version as well. We always believed that the potential for a small passenger vehicle is immense in the country and we want to get into that segment in the first place”, Ramakrishnan pointed out.

While elaborating on another unique change that is going to take place in the Indian transportation industry, Ramakrishnan says: “There are many changes which one can expect, going forward. What with the kind of infrastructure development taking place, the new express ways and other major road projects, there is bound to be an excellent connectivity across the country. India will soon have six and eight lane highways and to take advantage of these infrastructure developments, the industry needs high horse power trucks which are ideal for long haul, especially carrying heavy loads.

This means, the composition of the truck market today, which is heavily skewed towards the rigid trucks or the three-axle trucks, will eventually move towards tractor trailer, which will suit long distance applications.

On the other side, the rigid trucks will come down to shorter distance like tippers or construction equipment and special cargo, which is of light density and subsequently less tonnage. What is more, these segments will move towards two-axle or three-axle truck with a longer wheel base. A few of these vehicles can be used as vehicle carriers such as car carriers, two wheeler and three wheeler carriers. Rigid trucks, on the other hand will be confined to these applications. Construction and mining applications will typically use the two, three and four axle tippers. Our aim is to shift towards higher horse power trucks”, Ramakrishnan adds.

There is a growing expectation for the power to weight ratios to go up, even within the city or inter-city. The trucks will have to keep pace with other vehicles on road failing which these vehicles will be a big cause for traffic congestion and instrumental in growing number of accidents.

Operational efficiency

Tata Motors is also laying lot of emphasis on improving the operational efficiency of its trucks. Typically, a truck in India does around 350 kilometres to 400 kilometres a day. The Prima range is touching 700 kilometres a day. “From the consignor’s point of view, his warehousing requirement on both ends and the inventory on wheels are cut down by half. Currently, the inventory cost is quite significant and we are looking at more powerful and efficient powertrains, which means the life of the vehicle, is not only longer, so does the improvement in reliability. A typical Indian truck works for about 230 days to 250 days in a year and the new range of Prima trucks can do up to 330 days in a year. That is the kind of change we are talking in terms of availability”, Ramakrishnan adds.

As manufacturers move towards offering ready-to-use, fully built vehicles which are application specific, there is a lack of efficient and good quality application providers in the country, Ramakrishan says and adds: “There is still a dearth for good quality application providers in India, not to mention the good quality manufacturers of tippers, trailers, bulkers and other applications. Initially, the OEMs will have to show the way and develop efficient and affordable bodies for their trucks. We firmly believe that in the next few years, fully built vehicles will gain prominence much more like in the developed world”.

Tata, as a group has built lot of expertise on the application side. TRF, one of the group companies has made a slew of acquisitions in the area of manufacturing axles, tippers and trailers. The company acquired York, a leading global axle manufacturer a few years ago. Moreover, TRF has recently acquired Dutch Lanka, a major trailer manufacturer and also bought out the stake in Aditya Automotive for building tippers. All this will eventually help build competence within the group, Ramakrishnan feels.

Lacuna in loading process

According to Ramakrishnan, yet another key change that is expected to happen is on the loading and unloading of goods. there is no use having high powered trucks, which can carry goods from one point to the other in half the time, but still end up spending hours waiting for loading and unloading the cargo.

Currently, there is lot of inefficiencies in the system. So, we need a more mechanised loading process in place. At the point of loading, what we require is a tailor-made loading ramp. Furthermore, we also need to move from a single tractor and trailer combination to a tractor with multiple trailer combination. For, this will considerably improve the productivity and further reduce the idle time, says Ramakrishnan.

“We are working beyond just loading and unloading, for instance, consider steel coil transportation. It takes six to eight hours to load steel coils before it can leave the warehouse. The equipment is not customised to loading on a truck. Hence we are looking at customised cranes which can stack the coil on to a truck and also design the trailer bed making it suitable for a coil so that it needs no latches. This will certainly cut down loading time significantly.

Similarly, we are working on the unloading side as well. The unloading is usually done at a location where there is no proper infrastructure. This is where we need equipment like truck mounted cranes or evolve other concepts which are low cost, low investment, yet doing the job effectively”, he adds.

Ramakrishnan feels that Tata Motors need to get into these areas effectively. “When we say that we want to be a complete solution provider, all these elements need to be taken into account. We are actively working on various aspects such as training the drivers and mechanics, educating goods manufacturers on loading and unloading points and we are also actively engaged in all these developments right now”, Ramakrishnan avers.

Rural economy

“As far as the rural and semi-urban transportations are concerned, we believe some very big change is going to take place and that is where products like Iris are going to play a significant role”, Ramakrishnan points out.

The road development in rural areas is already happening and under the Grameen Sadak Yojana, a little over 30 percent of the roads planned are already in place. What is more, in each of these villages that are already in the loop, the consumption have gone up phenomenally. Therefore, vehicles like Tata Ace are ideal and are operating in these areas. The moment roads are there in place, people start traveling from their villages to nearby towns and cities and this is where vehicles like Iris would come into picture. So, we are going to see a phenomenal growth in those parts of the country, where connectivity is happening. The passenger or the bus segment is going to be much bigger”, he says.

In the bus segment too, Tata Motors is looking forward to a big transformation. The change is visible in the company with the JNNURM order. Ramakrishnan lays emphasis on the increased private participation either directly or in the form of privatised routes. “We have products to cover the entire spectrum of the bus industry. We are changing the powertrain on some of our buses by introducing a whole new range of engines which are electronic, common rail with a dual overhead camshaft. These will be in three-litre and five-litre engines. These engines would be used on the light and medium duty buses between 3.5 to nine tonne. The city buses will continue to be on Cummins engines. The inter-city is one segment where we need to focus on. We entered this segment with the Hispano 230 hp and we are now planning to launch a new model with 280 hp, BS-III electronic, common rail engine. We will soon launch a global LCV platform for buses”, Ramakrishnan says.

Service

While touching upon the servicing aspects of the new generation of trucks, Ramakrishnan has this to say: “We have not only designed our trucks to ensure minimal service and repair by improving the reliability of our trucks and aggregates, but also changed the service intervals. A typical truck today requires oil change every two months. The new trucks will require oil change every six months. For gearbox and axles, the service interval is 80,000 kilometres. All this will help reduce the need for frequent visits to workshops”.

According to the official, Tata Motors have the largest service network in the country. In terms of workshop, the company has well over 2,000 touch points, which are Tata Motors dealers and authorised service stations, not including the garages which has its trained mechanics. There are about 8,000 outlets for supply of spares.

“We are also now equipping all the workshops to service the new generation of trucks. The new trucks have lot of electronics and whole lot of cabin. Hence training and upgrading their knowledge and skill sets in handling these trucks are very important”, Ramakrishnan adds.