Outlining the journey of M&HCVs for the last 12 years and how they have reflected IIP growth in India, Jayesh Shelar, Head – Product Management Group, Mahindra Truck & Bus Division, Mahindra & Mahindra Ltd, mentioned, “The last decade was one of discovery and presented key challenges like the 3 emission cycles. The BS IV to BS VI emission norm transition was the fastest in the world.” In his presentation as part of the webinar organized by S&P Global Mobility- formerly IHS Markit Automotive- (as part of their 2022 Automotive Solutions Webinar Series) under the theme ‘Indian MHCV Outlook – Is the Future Truly Electrifying’, Shelar expressed that the industry recovered quickly at a GACR of almost 14.8 percent – from the slowdown of FY2014 to the high of FY2019 – by displaying resilience and strong fundamentals. He spoke about the challenge posed by railways starting from 2010. “The rising fuel prices, a shift towards eco-friendly logistics, and an increase in technology have pushed the vehicle cost up,” he added.  

Describing the journey of M&HCV segments as a decade of discovery to a decade of disruption, Shelar said, “There were limited brands in India in 2010. By 2030 there will be multiple brand options available.” Drawing attention to a change in the customer profile, he mentioned, “The entry and exit barriers have come down and will ease further. From being acquisition and resale value sensitive in 2010, customers are now looking at Total Cost of Ownership (TCO). They are ready to experiment with new technologies and brands.” Pointing at a shift to higher capacity engines, Shelar said, “A movement towards battery-operated vehicles is also taking place. Fuel cell technologies are catching up and power requirements are ignificantly going up.” Of the opinion that average speeds have gone up and regulations and infrastructure have improved, he informed, “Trucks are traveling up to 450 km a day as compared to 275 km in 2010. By 2030, they will travel up to 700 km per day.”  

Highlighting rising affinity for technologies like telematics, Shelar mentioned, “A shift from transport to logistics model is taking place.” He drew attention to the TCO of an electric vehicle (despite high acquisition cost) being lower in comparison to the running cost of a diesel and natural gas vehicle over five years. “Fuel cost in diesel and natural gas vehicles is about 55 to 60 percent whereas, in case of the electrical vehicle, it is 14 percent,” quipped Shelar. Underlining the government’s pledge to be net zero by 2030 through measures like 500 gigawatts of non-fossil fuel electricity generation and an increase in natural gas production among others, he said, “Electric vehicle technology is relevant event though issues like high initial acquisition price and charging time will take some time to resolve.”

Drawing attention to key drivers like the FAME policy, stringent emission norms, higher compliance cost, and new business models against challenges like the high initial acquisition cost of EVs, range anxiety, developing charging infrastructure, and battery performance, Shelar said that fuel cell is the long-term technology for M&HCVs. In his presentation, Paritosh Gupta, Analyst – M&HCV Forecasting, S&P Global Mobility, averred that the global M&HCV industry headwinds include the Russia-Ukraine conflict and supply chain constraints. “The forecast for 2022 alone is a drop of about 150,000 units, which is 4.4 percent of the entire market size,” he added. Informing that major degradation has come from Europe and North America, Gupta mentioned, “In 2022, the European and North American markets have dropped by 86,000 units and 38,000 units respectively. A lot of volume from central and eastern Europe has been lost and the possibility of sales moving up smartly in the next three years is less.”  

Stating that South Asia, Middle East, and African regions are showing optimism, he explained, “The South Asian market is primarily driven by the performance of the Indian market over the last two quarters. The Chinese market was the only one in 2020 among the key regional M&HCV markets to report positive growth numbers.” Underlining China’s slowing economic growth due to factors like a highly stringent pandemic policy, ithdrawal of pandemic state support, and a shift from road to rail for bulk materials, Gupta expressed, “A 26 percent drop in 2022 and another 1.6 percent drop in 2023 is expected before recovery starts in 2024,” Announcing that the North American forecast is largely positive even though the potential for growth remains limited, he stressed on rising inflation, increasing interest rates, and manufacturing constraints. “We expect fleets to add capacity with the supply chain situation improving in 2023,” quipped Gupta.  

Describing that the Western European market is estimated to remain flattish while the Central and Eastern European market is estimated to drop by 28 percent, Gupta pointed at the Russia-Ukraine conflict and supply constraints as the reasons. Western European markets are facing challenges like raw material and truck price increase whereas the Eastern-Central European markets are facing sanctions, stoppage of production by foreign OEMs, and the possibility of Chinese OEMs setting up shops in Russia, he said. Stressing that South Asia was the fastest growing market in 2021, led by India outgrew expectations, Gupta revealed that India accounts for around 60 percent of the M&HCV sales in the region. “In 2022, the South Asian M&HCV market should grow by 7.2 percent and the figures for 2023 and 2024 will be healthy double-digit ones,” he explained. Of the opinion that the factors driving the South Asian M&HCV market include economic and industrial growth, public sector construction spending, the roll-out of new emission norms in Indonesia, comprehensive economic partnership across the region, and an increase in travel, Gupta quipped, “Struggling with chip and other raw material shortage, the Japanese and South Korean markets are expected to be largely flat.” 

Highlighting rising inflation, high import bills, and weaker global demand as Indian M&HCV headwinds, Gupta mentioned, “The outlook is largely positive though not to the extent it was two years back.” “The construction industry spending will command a CAGR of 10.1 percent between 2021 and 2026 and provide a solid impetus for M&HCV growth,” he added. Stating that while the infrastructure segment’s growth will fuel the growth of heavy-duty trucks, Gupta quipped, “The upward growth trajectory of the e-commerce industry towards becoming the second largest by 2034 is indicative of the growth in demand for medium-duty trucks.” Explaining that the rise of e-commerce and medium-duty trucks over the last five years is a parallel journey, he averred, “Expected to grow at a CAGR of 21 percent over the next 8 years as per IBEF, the e-commerce industry will give a huge boost to medium-duty trucks in India in the future.” “The government has also introduced several policies which are aimed at providing growth to the automotive industry,” he added.  

Pointing at the scrappage policy, production-linked incentive scheme, and electrification initiatives, Gupta said, “We see a big tranche of about 50,000 e-buses to come over the next five years” Of the opinion that the monopoly of Tata Motors and Ashok Leyland will continue over the next decade, he averred, “Expect the industry volumes to peak in 2025. Tata Motors will almost touch 200,000 units in 2026.” “In terms of segmental sales, heavy trucks are the largest shareholder in the (M&HCV) market and are expected to clock 275,000 units in 2026 growing at a rate of 7.8 percent,” quipped Gupta. Explaining that MCVs rise will be linked to the rise of e-commerce industry growth and will clock almost 97,000 units by 2026 at a rate of 7.3 percent, Gupta said, “Worst hit by the pandemic, the M&HCV bus segment is expected to pick up in 2022 and reach 54,000 units by 2026.” “The production trend of M&HCVs will be similar to the demand trend in the market. Some buffer will be provided by exports as part of the PLI scheme,” he added.  

On the topic of M&HCV propulsion trends, Manat Bali, Research Analyst, S&P Global Mobility, mentioned, “Electrification is happening at a much higher pace in buses than trucks. About 99 percent of the M&HCV truck market is currently belonging to IC engines comprising gas and diesel fuels. About 75 percent of the bus market is driven by IC engines running on gas and diesel. With electrification initiatives, the market share of e-buses is expected to reach 30 percent in the long run. It will reach about 9.8 percent by 2029. Natural gas market share will increase up to 12 percent by 2029, triggered mainly by increased availability. It will achieve better traction in medium-duty trucks rather than in heavy-duty ones.”

Of the opinion that diesel fuel will see a de-growth of about 9 percent by 2029 in the Indian CV market at the cost of gas and electrification, Bali averred, “The only electrification taking place in the M&HCV segments is in the bus space as of now. In the long-run, the CNG market share will continue to trail that of the e-bus market share.” “Tata Motors will continue to lead the e-bus market followed by BYD and others in the long run,” he added. About the global e-bus market in the M&HCV category, Bali mentioned, “China is a highly ature and dominant player in e-buses. Other regions are moving up with South Asia having a CAGR growth of 46 percent from 2020 to 2029. India will dominate the e-bus market in South Asia by contributing to over 90 percent of the share.” “The factors driving electrification in India include FAME, state schemes, COP26 target, PLI schemes, and taxation,” he added. “The hindrances in electrification include regulatory drawbacks, infrastructure issues, cost concerns, and end-user dilemmas,” Bali concluded.  

Recorded webinar session Available on Demand, please click the link below to watch the session:

https://event.on24.com/wcc/r/3673674/7F886C4E4B36403DD80C623612674EFF?partnerref=motoringtrends
 

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Tata Motors, one of the leading commercial vehicle manufacturers globally, has presented a portfolio of 11 products at an exhibition in South Africa.

The display includes a range of vehicle platforms and powertrain technologies, including electric vehicles and traditional internal combustion models, designed for international market applications.

Tata Motors displayed four zero-emission models developed for specific cargo and industrial duties, which include Tata Ace Pro EV, Tata Intra EV, Tata Ultra E.9 and Prima E28.K.

The display also featured next-generation intermediate trucks and mass mobility passenger buses – Intra V30 & V70, Azura 1918, Ultra Prime RE and long-distance buses, the LPO 1618 Magna (44-seater), LPO 1623 Nova (49-seater premium coach), and the LP 909 school and staff transport bus.

Tata Motors maintains a presence across 29 countries in Sub-Saharan Africa, with cumulative regional sales exceeding 340,000 commercial vehicles. The company provides a lineup of over 60 models supported by a network of more than 320 service touchpoints. To support its regional supply chain, the company utilises seven local assembly operations located in South Africa, Kenya, Nigeria, Senegal, Egypt, Morocco, and Tunisia.

Asif Shamim, Head of International Business, Tata Motors, said, “This showcase reflects our continued focus on developing relevant, application‑led mobility solutions for our international markets. The portfolio presented here demonstrates the range of platforms and technologies we are building across segments, including electric vehicles, tailored to different use cases and operating conditions. It also reflects the strength of the engineering and development capabilities behind these products, enabling us to deliver solutions that are practical, reliable and built to support customer productivity.”

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German technology company Bosch has announced a new joint venture with Brakes India (BIPL) and Wheels India (WIL), both companies of the TSF Group, to advance the development and manufacturing of air systems for commercial vehicles.

The partnership is structured as a 50:50 joint venture between Bosch and the TSF Group companies and is expected to begin operations by end-2026, pending regulatory approvals.

The joint venture will concentrate on the engineering, manufacturing and sales of electronically controlled and software-driven modules. The product portfolio will include systems for – air compression, air processing, air suspension and air parking brakes.

The entity will be headquartered in Chennai, with supply chain management integrated across Bosch, Brakes India and Wheels India.

Guruprasad Mudlapur, President, Bosch Group in India and MD, Bosch, said, “This joint venture is a decisive step to shape the future of advanced air systems. By integrating premier engineering and manufacturing prowess, we are co-creating state-of-the-art, intelligent modules that will empower our customers globally to build more advanced commercial vehicles.”

Sandeep Nelamangala, Joint MD, Bosch and President of Bosch Mobility India, said, “The commercial vehicle industry is at a pivotal moment, shifting from mechanical hardware to software-driven architecture. With air systems being an important portfolio extension, the planned joint venture enhances Bosch’s overall commercial vehicle motion management portfolio, strengthening its role in software-driven mobility.”

Sriram Viji, MD, Brakes India, said, “This milestone marks a step towards building a more integrated, system-level approach for OEMs in the commercial vehicle space. We bring our strengths as one of the leading suppliers of pneumatic braking systems. Through this joint venture, we will be able to offer air braking system parts for e-enabled future mobility to customers. We look forward to supporting the industry’s shift towards more advanced, electronically controlled and software-driven systems.”

Srivats Ram, Chairman & Managing Director of Wheels India, added, “Wheels India has been a pioneer in air suspension systems for buses in India for over three decades. Over this period, we have built strong relationships with both OEMs and end users through consistent product quality and service. We are pleased to collaborate with Bosch on this development initiative to advance electronic air suspension systems for the global customers.”

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The Automotive Research Association of India (ARAI), a leading automotive R&D organisation set up by the automotive industry with the Government of India, has launched a series of administrative and technical initiatives to support bus body builders navigating the national certification framework.

The updates are structured to lower compliance expenses, minimise paperwork and reduce the processing timeline for vehicle type approval.

Under the updated framework, ARAI has established a Support Cell to assist manufacturers with documentation and pre-application design verification. The association has also introduced a website containing regulatory guidelines and simplified data templates, such as standardised variant lists and checklists, to address Worst-Case Selection Criteria.

Applicants must follow a three-level compliance architecture that incorporates physical safety verifications and mandatory video inspections.

The system enforces the Bus Body Code, implemented under the Motor Vehicles Act, 1988, and the Central Motor Vehicles Rules (CMVR), to standardise vehicle construction and safety metrics across the manufacturing sector. The rules require compliance with distinct Automotive Industry Standards (AIS):

• AIS 052 (Rev.1): Governs structural requirements and design safety for all buses with a seating capacity of 13 passengers plus the driver (13+D) and above, as mandated by GSR 159 (E).
• AIS 153: Sets safety criteria, fire protection rules, emergency exit locations, and passenger comfort standards for buses exceeding a 22-passenger capacity, excluding the driver (22+D).
• Specialised Standards: Includes AIS-119 (Rev.1) for sleeper coaches and AIS-063 for school buses.

The operational updates follow a regulatory directive issued by the Ministry of Road Transport & Highways (MoRTH). Regional Transport Offices (RTOs) are restricted from registering new inter-city and sleeper buses until completed safety checklists are uploaded directly to the government’s VAHAN portal by manufacturers, body builders and inspecting officers.

Dr Reji Mathai, Director, ARAI, said, “ARAI has always been committed to empowering ecosystem stakeholders be it legacy corporations, start-ups or MSMEs. We want to assist the bus body builders in their certification process at all stages including development and testing before they apply for certification. This will ensure that safety remains our utmost priority and consequently a reliable transport system for the public is built in our country. To encourage widespread adoption of these services, we have also introduced substantially optimised pricing structures. We aim to make it easier, faster and cost-effective for all stakeholders to uphold the best standards of passenger safety. The type approval cost had been drastically reduced to INR 1.4 million + GST, which is about 50 percent reduction from a normal case. Additionally, time for type approval process can be fast forwarded to anywhere between 60 days – 90 days, depending upon the readiness of the applicant.”

The revision limits the baseline type approval fee to INR 1.4 million plus GST for applications containing up to 100 vehicle variants, while the processing window has been adjusted to run between 60 and 90 days depending on initial applicant documentation.

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German automotive major MAN Truck & Bus recently unveiled the MAN eTGM at the Transpotec Logitec trade fair in Milan, expanding its battery-electric vehicle line-up into the mid-range distribution segment.

The introduction of the 16-tonne truck establishes a uniform electric commercial vehicle portfolio ranging from 12 to 50 tonnes, bridging the gap between the lightweight eTGL and the heavy-duty eTGX and eTGS series.

The e-truck features a permissible gross weight of 16.01 tonnes (with a 16.5-tonne option) and a chassis payload capacity of approximately 10.6 tonnes. It is designed for urban and regional distribution, municipal use and construction transport, the e-truck also supports trailer operations up to a gross combination weight of 33 tonnes. Operating in the over 16-tonne category provides transport companies with road toll reductions in several European markets while assisting fleets in meeting EU CO2 emissions targets.

The eTGM utilises a modular battery-electric system derived from MAN’s heavy-duty truck platforms. It is powered by the MAN eCD210 electric drive, which produces 210 kW (285 hp) and a maximum torque of 800 Nm, paired with a MAN TipMatic 2 transmission. Operators can configure the vehicle with two to four battery packs, providing a total usable capacity of up to 320 kWh and a maximum operating range of 480 kilometres.

Friedrich Baumann, Member of the Executive Board for Sales & Customer Solutions at MAN Truck & Bus, said, "With the MAN eTGM, we are putting the ideal electric solution for inner-city and regional distribution transport on the road right now. It is the logical conclusion to our eTruck portfolio and makes MAN a true full-range supplier of battery-electric commercial vehicles."

For body assembly, the chassis includes optimised wheelbases, standardised interfaces and a mechanical power take-off shaft (mPTO) to allow the integration of conventional body designs without extensive modification. Alongside the eTGM premiere, MAN showcased its broader decarbonisation ecosystem at the trade fair, including the heavy-duty eTGX equipped with Megawatt Charging System (MCS) technology, charging consultancy services and digital fleet connectivity tools.

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