Showing posts with label Automobile. Show all posts

ISSUES FACED BY THE ELECTRIC VEHICLES

KIHRD Online Learning Auto News , Automobile

Early we saw a slow change from the conventional fuel based vehicles to electric vehicles(EV) .But now the pace had increased .By 2025 EV will hold a good market share Majority of the vehicle manufactures had moved a step into the electric mobility First among them was the KONA launched by the Hyundai motor Company in India ,followed by Tata motors and many more .Currently we can see a lot of fuel pumps in different parts of our cities without much distance between them ,which make people easy to access .We need to have more charging stations similar to the Conventional fuel pumps .

Most manufactures are producing electric vehicles under the Plug in category ,which are much similar to our mobile phone , which needs to charge and will run till the battery drains out completely and for using it again we need to charge it again .Though few technologies like regenerative braking system helps to recover a very few of the used energy to restore the power in the battery .it’s not enough to restore the battery completely.

Due to the limited storage power of the batteries , the kilometre range which it can run is limited ,which make people not to choose the electric vehicles

Another major issue is the time taken by the system to recharge the battery to 100% .Most manufacturers are providing household chargers that could be charged using the 240V current , but taking more than 6 Hrs.to charge the batteries completely . High power charging stations are required to recharge the battery at least 80 % .It even take more than 1 hrs .So we need technologies that could charge the battery in less time or systems that could charge the battery while discharging at a higher rate .

The initial cost of the electric vehicles are huge compared to the conventional vehicles ,though it can be covered in less maintenance charges .And issues with the battery also make it a few persons choice .

New laws are required to frame for the distribution of power through the charging stations .Tax waving or similar method from the government are required to attract people into the electric vehicles

Written by : Stephin John Mathew

Battery Electric Vs Hydrogen Fuel Cell: Efficiency Comparison

KIHRD Online Learning Auto News , Automobile

Let’s talk about the Hydrogen drive

Volkswagen recently released a quite interesting comparison of the battery-electric (BEV) and hydrogen fuel cell (FCV) path to zero-emission mobility. The conclusion is that the only way to go for passenger cars is battery-electric cars.

But let's see the details and explain the differences between BEVs and FCVs.A BEV is equipped with a relatively large rechargeable battery, which supplies electricity to the inverter and then electric motor. In the case of FCVs, the battery is very small because it works only as a buffer between the power electronics/motor and the hydrogen fuel cell. The fuel cell stack provides electricity, consuming hydrogen, stored in tanks at high pressure.

When comparing the BEVs with FCVs, Volkswagen refers to studies, which say that hydrogen fuels (as well as synthetic fuels) will remain more expensive than driving all-electric (BEV). The reason for that is simple: more energy is required to produce them (compared to electricity and charging).

Moreover, the greener the electricity is the higher the advantage for BEVs. FCVs turn out to be "very inefficient – both in terms of efficiency and operating costs".

The only light in the tunnel for FCVs is maybe long-distance heavy-duty vehicles, as well as in rail, air and sea transport - but it's not yet proven commercially. Battery electric trucks are also coming.

"Science is largely in agreement on this issue, as several recent studies have shown. The Federal Ministry for the Environment, for example, assumes that hydrogen and synthetic fuels, so-called e-fuels, will remain more expensive than an electric drive, as more energy is required for their production.The Agora Verkehrswende (traffic transformation) initiative also points out that hydrogen and e-fuels do not offer ecologically sound alternatives without the use of 100 percent renewable energies, and that, given the current and foreseeable electricity mix, the e-car has by far the best energy balance. In the view of the Fraunhofer Institute, synthetic fuels and drive technologies such as hydrogen in combination with the fuel cell will indeed play a role – but not so much in the passenger car sector, but rather in long-distance and heavy-duty traffic, as well as in rail, air and sea transport. These segments will only be converted in later phases of the energy turnaround, i.e. beyond the year 2030, and closely linked to the expansion of renewable energies."

"In fact, hydrogen-based fuel cell technology has one crucial disadvantage: it is very inefficient – both in terms of efficiency and operating costs. This is also confirmed in detail by a Horváth & Partners study, comparing both types of drive for e-cars from the customer’s point of view."

Dr. Frank Welsch, Member of the Board of Management of the Volkswagen Passenger Cars brand with responsibility for Technical Development said:

„If we want to take the mobility turnaround and the environmental goals seriously, we must focus on the battery-electric drive. Everything else is a waste of the limited regenerative energy."

Efficiency comparison

According to studies, all-electric cars can achieve an outstanding overall Well-to-Wheel efficiency of 70-90%, depending on a particular example.

"In its study “Automotive Industry 2035 – Forecasts for the Future”, the management consultancy recently had a detailed investigation carried out into whether battery- or hydrogen-powered e-cars will become established in the future. The study was prepared over six months, accompanied by 80 people/interview partners and financed by the management consultancy itself. “The main reason for our study was that Horváth & Partners serves many clients in the automotive supply industry. Of course, these clients want to know what to expect in the next 10-to-15 years,” says study director Dietmar Voggenreiter, explaining the report.

So which energy storage system has the best efficiency and is the most cost-effective for powering electric cars? With battery-powered e-cars, only eight percent of the energy is lost during transport before the electricity is stored in the vehicle’s batteries. When the electrical energy is converted to drive the electric motor, another 18 percent is lost. Depending on the model, the battery-powered e-car thus achieves an efficiency of between 70 to 80 percent."

The hydrogen fuel cell requires 2-3 times more energy to drive the same distance, as the overall Well-to-Wheel efficiency is from 25-35%.

"In the case of the hydrogen-powered e-car, the losses are much greater: 45 percent of the energy is already lost during the production of hydrogen through electrolysis. Of this remaining 55 percent of the original energy, another 55 percent is lost when converting hydrogen into electricity within the vehicle. This means that the hydrogen-powered e-car only achieves an efficiency of between 25 to 35 percent, depending on the model. For the sake of completeness: the efficiency is even worse with alternative fuels. The overall efficiency here is only 10 to 20 percent.

In concrete terms this means that a hydrogen car consumes two to three times more electricity for the same distance than a battery car. But we cannot afford this kind of energy waste. The scarce green electricity must be used as efficiently as possible in the future. Hydrogen would therefore be a serious mistake for passenger cars. “In addition to the very real potential of green hydrogen, there is a dangerous hype going on right now," warn experts from the Boston Consulting Group (BCG) in a study quoted by the Handelsblatt. The Horváth&/Partners study comes to the same conclusions.

However, hydrogen offers very promising prospects – although not for cars. The authors of the study conclude that investments should rather focus on other areas where they make ecological and economic sense. “We believe that there is great potential if green hydrogen is pushed into applications where it can really establish itself in the long term. Above all in industry, but also in heavy-duty transport, aviation and shipping,” says Frank Klose, co-author of the study."

The conclusion

As we many times pointed out over the years, hydrogen fuel cell cars have three serious drawbacks:

· high initial cost of the vehicles (higher than battery-electric)

· high fuel cost (higher operational cost than battery-electric)

· lack of refueling infrastructure (BEVs at least have some in form of home charging, which covers most of the daily charging needs)

The FCV's advantage of range is shrinking as batteries are getting more energy-dense. Moreover, if you don't have a refueling infrastructure nearby, you have to go to a certain hydrogen station - not necessarily along the route, which cost time and... range. So basically there is no range advantage in practical use.

"From every angle of the environmental balance sheet, everything speaks for the battery-powered e-car. The technology is mature and ready for the mass market. The number of models is growing steadily. And with the battery-powered e-car, driving remains affordable. Current e-models are already at the price level of comparable combustion engine models. In contrast, the hydrogen car will always remain more expensive than the battery car – due to the complex technology and high fuel costs. Drivers already pay around nine to twelve euros per 100 kilometers for a hydrogen car, while battery cars cost only two to seven euros per 100 kilometers (depending on electricity prices in individual countries). And the topic of long-distance travel? That will soon no longer play a role. With the new generation of e-cars, ranges will increase to 400-to-600 kilometers, while charging will become increasingly faster."

Carburetor in Bikes & Fuel Injection

KIHRD Online Learning Auto News , Automobile

Carburetor in Bikes & Fuel Injection

Carburetor in bikes

Beginning 1 April 2020, India will move from Bharat Stage IV (BSIV) to Bharat Stage VI (BSVI) emission norms to mitigate the rising pollution in the country. The move from BS4 to BS6 emission standards are so strict that the mechanical changes to two-wheelers or bikes are far more extensive. The BS6 emission norms are so extreme that accurate fuelling is important. Most bike manufacturers have ditched the affordable carburetor to a more precise, but expensive fuel-injection system.

However, what is the difference between fuel injection and carburetor in bikes? In this article, learn about the different fuelling systems of bikes.

Difference Between Carburetor and Fuel Injection:

Since the invention of the internal combustion engine, automobile engineers have strived to find effective ways to deliver air and fuel to the combustion engine. The device which controls the ratio of air-fuel mixture entering the engine is known as a carburetor, a fuel injection system also does the same. Then what is the difference between carburetor and fuel injection?

In simple terms, a carburetor helps the air-fuel mixture to enter the combustion chamber.This method is known as Carburetion All this is done through mechanical parts. The fuel injection system also helps the combustion chamber to get air-fuel mixture, but with the aid of electronics and sensors, and not through mechanical parts.

Carburetor Engine: How Does It Work

The primary job of a carburetor is to mix fuel and air in a certain ratio and feed it to the combustion chamber. The device intercepts the flow of air to the combustion chamber, mixes fuel and delivers it to the engine. When the throttle of the bike is squeezed, the airflow to the carburetor increases causing suction of air and the delivery of fuel increases accordingly resulting in increased acceleration.

In technical , think of the carburetor as a tube that regulates or rather restricts the fuel delivery to increase the velocity of the air. This part which restricts the fuel is known as Venturi. With the increase in velocity of air, a low-pressure space is created, which facilitates drawing of fuel from a jet located near the venturi. This creates a concoction of air-fuel mixture that burns inside the combustion chamber. This is known as the Vacuum Venturi Effect.

Advantages of Carburetor:

While fuel injection systems may have replaced the conventional carburetors, there are advantages of carburetors as well. Below are the advantages:

· They are less expensive and can be easily repaired or replaced.

· Users can tune the carburetor according to their requirement, more power or more mileage.

· Made of light materials and hence are generally long-lasting.

· They are integrated separately from the engine, hence they can be easily removed and serviced or replaced without impacting the engine.

Disadvantages of Carburetor:

Some of the reasons why carburetors have made way for fuel injection systems are due to its disadvantages. Here are the disadvantages of a carburetor:

· Not fuel-efficient as a fuel injection system.

· There is a certain amount of lag resulting in a slow response from the throttle body.

· Carburetors parts are prone to wear and tear which requires frequent replacements.

· The mixture ratio of air-fuel might not always be the same and needs to be tuned regularly.

· Possibility of dust entering the carburetor’s chamber resulting in blockages.

· Diaphragm components are delicate which can be prone to damage easily.

Fuel Injection (FI): How Does It Work

Fuel injection system comprises a complex set of electronic components and sensors. The system depends on a fuel pump to control the flow of fuel to the combustion chamber. This fuel pump is located inside the fuel tank of the bike. The supply of fuel to the combustion chamber is enabled through an Electronic Control Unit (ECU). This electric brain constantly monitors and makes complex calculations to deliver the best possible air-fuel mixture.

The complex calculations include parameters such as throttle position, engine speed, engine temperature and load, among others. The nozzle of the fuel injection system goes right into the chamber of the cylinder. Hence, the ECU directs the injectors to control the amount of fuel to enable the most efficient mode of combustion.

Advantages of Fuel Injection:

Here are the advantages of fuel injection system on bikes:

· Accurate air-fuel mixture and atomisation.

· Cleaner and more efficient combustion.

· Sharper and quicker throttle response.

· Better fuel efficiency or mileage.

· Compared to carburetors, FI systems are maintenance-free and less prone to damages.

· Can easily be tuned through ECU mapping.

Disadvantages of Fuel Injection:

However, fuel injection systems also have disadvantages. Here are some of the advantages of FI:

· Expensive compared to conventional carburetors.

· Requires complex tools to tune the FI system through custom ECU mapping.

· Needs expensive tools to repair it, which leads to higher costs.

· If the ECU fails, the bike will not start and you might be left stranded.

Carburetor Vs. Fuel Injection Engine in Bike: Which is Better

· Versatility: Carburetors are phased out since they are comparatively more pollutant compared to FI systems.

· Performance: The ECU is constantly working on complex calculations to offer the best performance of the engine. The carburetors struggle when it comes to ever-changing fuel temperature and air pressure.

· Mileage: FI system provides an accurate measurement of fuel and air resulting in higher performance of the engine which leads to better fuel management and mileage. The ECU can be mapped for a higher power ratio if you require.

· Maintenance: This is the only category where the carburetor is better compared to the fuel injection system. Carburetors can easily be repaired or replaced while FI systems require professional help which can lead to higher costs.

So, which is better? Fuel injection has an upper hand when it comes to performance, fuel efficiency, and better throttle response. While the FI system may cost you more, the long-term aspects of the FI system are better than a carburetor. That said, old school auto enthusiasts swear by the carburetor technology as they like to fiddle and work on them to derive the required results.

New Launches

KIHRD Online Learning Auto News , Automobile

Maruti launches BS-VI compliant CNG version of Eeco, priced at Rs 4.64 lakh

Maruti Suzuki Eeco has sold around 6.7 lakh units since introduction, claims the automaker.

The Eeco CNG variant comes equipped with factory fitted S-CNG kit.New Delhi: Maruti Suzuki India (MSI) on Monday said it has launched BS-VI compliant CNG version of its multi-purpose van Eeco, priced between Rs 4.64 lakh and Rs 5.06 lakh (ex-showroom Delhi).

First introduced in January 2010, Maruti Suzuki claimed to have sold around 6.7 lakh units of the model till date.

Taking forward its legacy, Eeco BS6 S-CNG is designed to deliver optimum performance, safety, engine durability, convenience and mileage."The Eeco CNG variant comes equipped with factory fitted S-CNG kit, calibrated to deliver optimum performance and enhanced drivability across all kinds of terrains, claims the automaker. The van is offered in a range of 12 variants with 5-seater, 7-seater, cargo and ambulance options.

Maruti Suzuki aims to sell the next 1 million green vehicles in a couple of years, as claimed during Auto Expo 2020.

Bajaj Auto launches Dominar 250, priced at Rs 1.6 lakh

The Bajaj DOminar 250 churns out 27 PS of peak power and 23.5 Nm of torque.

The new Dominar 250 is powered by a liquid cooled 248.8 cc engineNew Delhi: Bajaj Auto on Wednesday launched the Dominar 250, a variant of the Dominar Sports Tourer model, priced at Rs 1.6 lakh (ex-showroom, Delhi).

The new Dominar 250 is powered by a liquid cooled 248.8 cc engine delivering 27 PS power, Bajaj Auto said in a statement.The new bike is compliant to BS-VI emission norms and it is now available across all Bajaj Auto dealerships in dual channel ABS variant, the company said.

Courtsy : Auto economic times

SCRAPPAGE POLICY

KIHRD Online Learning Automobile ,

SCRAPPAGE POLICY

panacea for Indian auto industry

We all use automobiles , some may be old or new, what are we going to do with the old vehicles ? Whether we are getting cash benefits for them? we can see a huge majority getting unused and wastage .,think about it

An average car owner rarely gets any value for his old vehicle. Moreover, according to a Central Pollution Control Board (CPCB) study, there are about nine million vehicles plying on Indian roads that are more than 15-years old and often emit 10 times more tailpipe emission than the current norms. Even though the recent BS-VI emission norms are expected to lead the greenway, this number is anticipated to reach 20 million by as early as 2025.

Now, imagine you get anywhere around Rs 15,000 to Rs 25,000 for simply scraping or recycling your old vehicle. Any make. What would you prefer?

As more and more vehicles will be scrapped and eventually recycled, customer ownership will get a breather, thereby contributing to new car purchases amid a host of challenges waiting to grip the industry post lockdown.

Scrappage is the process in which ELV (End of Life Vehicle) is disposed off. This may be done using shredders that tear them down into tiny pieces of metal which can then be recycled too. Other non-metal parts of the vehicle are then disposed off in a sustainable process.

As more vehicles will be scrapped & recycled, customer ownership will get a breather, contributing to new car purchases.~

Considering the impact of recent coronavirus pandemic and its effect on the overall industry, which has already witnessed a prolonged decline in demand, scrappage policy is seen as a saviour in sight, expected to emerge swiftly in reviving the auto sector out of its worst slump in the last 20 years. As more and more vehicles will be scrapped and eventually recycled, customer ownership will get a breather, thereby contributing to new car purchases amid a host of challenges waiting to grip the industry post lockdown. In its basic essence, the policy can bring in a three-way advantage for the country, encompassing environmental benefits, economic growth with demand creation and job opportunities - both in the automobile sector with its growth, as well as with the establishment of new scrapping centres in the country.Studies also say that scrappage can take 28 million polluting vehicles (mainly two-wheelers) off the roads, helping curb pollution in a massive way. Implementing the scheme for trucks and buses can bring down CO emissions by 17 percent, HC+NOx emissions by 18 percent and PM emissions by 24 percent.

Another associated benefit to the policy is that raw materials such as steel, copper, aluminium can be obtained from these scrapped vehicles and reused in the manufacturing of new ones. Mitigating the gap between supply and demand, this will in turn reduce the need for fresh mineral resources and the mining activities associated with obtaining them.

Nitin Gadkari, Road Transport and Highways Minister had also mentioned that the Kandla port in India could be used as a base to get in old vehicles from outside India and scrap them here. This, he said, will reduce our dependence for metals and at the same time will also ensure recycling of materials.

According to ETAuto research, automotive steel alone accounts for around 12 percent of the total steel consumption in the country, albeit the country's steel imports are estimated at around 6 million tonnes a year. So, this will mean not only saving on imports but also cutting down largely on the energy required for production of new steel.

Meanwhile, the steel that is recovered is not the end-product but shredded material. It goes back again to be made into steel, eliminating the raw materials needed to make new steel.

As of now, there is just one organised vehicle scrappage facility in India in Greater Noida. However, there are numerous smaller and informal units that cater to a major chunk of vehicles.

Domination of unorganised sector

Vehicle scrappage has occupied the pockets of unorganised sector in India for the longest time. With availability of cheap vehicle parts, Delhi’s Mayapuri is home to the largest scrap market in Asia. This popularity is also enjoyed by similar markets of Kurla in Mumbai, Shivajinagar in Bengaluru and Pudupet in Chennai.It may be noted that the scrap market at Mayapuri, which is more like the funeral ground for the vehicles, has been so in demand that its annual turnover is estimated to be around Rs 6,000 crore. Even though there are no statistics available for the number of people employed in the market, CPCB estimates that currently, about 3,000 shops operate in the area.

However, with no rules and regulations in place, scrap dealers in these places are highly profit-driven. The process and condition the scrap manually, openly disposing off the waste products.

“Car batteries from the vehicles are not carefully handled, and the acid often ends up leaking out. While the practices in these places are unsafe for the environment, the detrimental effects can also be seen in the workers’ health,” conveyed a local.

As of now, there is just one organised vehicle scrappage facility in India in Greater Noida. However, there are numerous smaller and informal units that cater to a major chunk of vehicles.

The value offered for the vehicle to be scrapped depends on certain parameters including parts, type and vehicle condition.

Opportunities galore for corporates, organised sector

As of now, two organised sector players already have their ventures- CERO by Mahindra & Mahindra, and Maruti Suzuki Toyotsu India, a JV between Maruti Suzuki and Toyota Tsusho.

Setup in December 2018, CERO is India's first authorised recycler for motor vehicles through a joint venture between Mahindra Accelo, a fully-owned subsidiary of M&M and MSTC (a government of India enterprise under Ministry of Steel).

Bone of contention remains if the incentives will be offered by OEMs, state governments or the centre.~

With a recycling facility set up in Noida, its automated plant collects, depollutes and dismantles end-of-life vehicles, with the capacity to recycle old trucks, buses, cars, two-wheelers and three-wheelers.Once the vehicle meets the requirements of a quality check, it is towed to the recycling facility, where steel and other useful materials are taken out. After scrapping the vehicle, its owner is provided a Certificate of Destruction.The value offered for the vehicle to be scrapped depends on certain parameters including parts, type and vehicle condition. There are four things for recovery from the scrap, namely steel, batteries, plastics and other parts.Reportedly, Mahindra and Mahindra will be setting up many more such authorised scrappage centres in India by 2022.As for Maruti Suzuki, the automaker will hold 50 percent stake in MSTI, while Toyota Tsusho Group companies—Toyota Tsusho Corporation and Toyota Tsusho India Pvt Ltd—will own the rest.Their first vehicle dismantling and recycling unit is expected in Noida, Uttar Pradesh, by 2020-21. Maruti Suzuki Toyotsu India will source vehicles from dealers as well as directly from customers.“Toyota Tsusho has started ELV recycling since the 1970s in Japan. We believe that we will be able to contribute to Indian society through our knowledge and experience for ELV business. The first vehicle dismantling and recycling unit of MSTI is just the initial step and we are eager to expand to the pan-India base with Maruti Suzuki,” Naoji Saito, CEO (Metal Division), Toyota Tsusho Corporation had earlier said.As per the reports, Tata Motors is another automaker gearing up on similar lines by assessing the ELV and waiting for the defined guidelines.

Challenges await

For the policy to see the light of the day, cut-off age for scrapping the vehicle needs to be defined.Industry experts believe that age limit of the vehicle shall be segment-specific. For instance, commercial vehicles cannot have a higher cut-off age than personal cars. Also, the kilometre-based criterion will not work in India because odometers can easily be manipulated.What will, however, push the scrappage policy is an underlying program incentivised by the government to replace old vehicles with new ones. These can be in terms of tax concessions for new vehicles or encouragement in the form of discounts for buyers who scrap their old vehicles, said a senior executive.If easy financing and tax incentives are not offered, it will be highly difficult for transporters (truckers) and state government (buses) to buy new vehicles, opined the industry veteran.

Easy financing from banks/NBFCs or the government will also help take the development forward.Yet, the bone of contention remains if the incentives will be offered by the OEMs, state governments or the Centre, which will eventually define the road to success of the much-awaited policy.With that, considering the policy will be in the nascent stage, educating the customer on the need to recycle their old vehicle can be a hurdle.Setting up scrap yards can easily take more than a year, even for large corporates, say experts.Next, for the scrap dealers, high cost of investment and sourcing the right technology is really important to not succumb to the ways of the unorganised sector and refrain from exposing the workers to health hazards.

Critics also say that the policy will create a shortage of used vehicles, increasing their prices and harming income earners.We must note that even though the policy has been the talk of the town since 2015, the government has yet again missed the deadline. The recent pandemic may be blamed for the current delay.In October 2019, draft guidelines on Authorised Vehicle Scrappage Facility (AVSF) released by the Ministry of Road Transport and Highway (MoRTH) detailed the infrastructure requirement and the procedure, streamlining the process for entities interested in entering this business.

As per the guidelines, scrapping centres will only be allowed to set up in industrial areas and not in busy, residential areas. Moreover, permission from the state transport department will be required for the scrapping centre and the owner will need to furnish earnest money deposit (EMD), proposed to be between Rs 10 lakh to Rs 1 crore, to state governments.In February 2020, Nitin Gadkari, Road Transport and Highways Minister firmly mentioned that the long-delayed vehicle scrappage policy was in its last lap and will be finalized soon. “I have cleared it from my end," he said.Again, Nirmala Sitharaman, Finance Minister had also assured that several rounds of inter-ministerial consultation pertaining to the scrappage policy has already been done and it is close to finalization.Globally, vehicles are usually scrapped within five to six years of usage. As a result, vehicles are not used as much and the parts can easily be employed for other vehicles thereby enabling proper recycling and less dependence on earth metals.Germany's auto industry too is stepping up calls for another scrappage program to revive demand after the coronavirus crisis as Volkswagen and Daimler gradually restart output in European factories this week.

It must also be noted that the scrappage policy ideates in India from Cash for Clunkers, as we know it. The scheme was a U.S. government program that provided financial incentives to car owners to trade in their old vehicles and buy more fuel-efficient vehicles. The program ended in November 2009, eventually contributing in stimulating the economy and reducing pollution.

COURTSY : Economic times Auto

NORTON & TVS MOTOR

KIHRD Online Learning Automobile , kihrd online

Norton is one of the most iconic British brands, besides Triumph, Royal Enfield and BSA. Incidentally now all of the remaining famed British brands either have Indian owners or strong engineering relationships with local entities.

Norton is a brand that always stood for bespoke production, craftsmanship and unparallel motoring luxury along with unique design and innovation, something TVS has been looking for and really seeks to build out.New Delhi: Another Indian company bags a storied European brand.

This time it’s TVS Motor, the third largest two wheeler maker from the world’s biggest bikes and scooter market, and getting ‘Norton’ under its belt would not just fill the technology deficit, but would also make it a serious contender in the super-bike category, something its rivals are always vying for.

Industry veterans cite it as a major catch for any aspiring Indian company aiming to hit the global circuit in style. “Norton is a major brand in the developed markets of Europe and the US and at Rs 150 crore, it’s a steal. The brand has a major pull and would fill the void for TVS Motors in technology and take it many years ahead of its rivals,” says a two wheeler specialist.

TVS Motor Company has announced the Norton acquisition . Norton is one of the most iconic British brands, besides Triumph, Royal Enfield and BSA. Incidentally now all of the remaining famed British brands either have Indian owners or strong engineering relationships with local entities.

Typical of the cash-starved British brands, Norton was started in Birmingham in 1898 by James Lansdowne Norton. It has a fantastic global appeal, a strong unique design and British heritage carried for decades. It has always been closely associated with “Motor Racing” and also makes superbikes in various categories across markets.

It is a brand which has a huge opportunity for TVS to scale up and create value. TVS Motors can now focus on these developed markets with a known brand and the hugely expanding recreation biking segment. This classic and unique British design and heritage will be the core for the company looking at building out a future in premium, luxury and classic bikes as well.

TVS has spent about 16-million British Pounds on the acquisition. The cash savvy Indian companies have been on the prowl with Bajaj Auto acquiring KTM and Husqvarna marquee brands in the past.

Meanwhile, the SUV major, Mahindra&Mahindra through its two wheeler company had also acquired another iconic British motorcycle brand, BSA a few years back. Mahindra also owns 60 percent of Classic Legends Private Limited (CLPL), who had re-introduced the Yezdi brand back into India.

Norton is an iconic British brand celebrated across the world, and presents us with an immense opportunity to scale globally.

The two wheeler market leader Hero MotoCorp had acquired American superbike maker Erik Buell Racing or EBR, - the East Troy, Wisconsin-based firm, to harvest cutting-edge technology and design to develop future models. However, the deal turned sour and the Indian entity lost a good amount of money.

EBR, a fairly new enterprise, turned bankrupt a few years after the acquisition and the technology it was developing almost got wasted for Hero MotoCorp and failed to harvest any of its investments. Subsequently, it has developed new technology centres at Kukas in Rajasthan and Germany to fill the tech-deficit.

The cash-rich Indian companies have been looking at the global spectrum of motorbiking and Norton gets TVS to that niche level.

Virtually on a bankruptcy mode, Norton had undergone a rough patch in the past two-years, though TVS has not taken any of its past liabilities or the responsibilities. While the Chennai-based entity has committed to meet all customer commitments and will carry on with all the existing employees too. There are about 55-60 of the permanent employees serving Norton at the time of acquisition as per the company website.

Industry insiders say what is the need for TVS to acquire Norton of UK at approximately Rs 150 crore at such an unpleasant hour, amid the coronavirus scare and massive uncertainties, especially when they already have a tie up with BMW Motorrad.

An industry veteran quipped, “BMW tie-up restricts them to 500cc (in terms of engine capacity), whereas with Norton acquisition they can wheel out 650-1800cc of biking. Moreover this opens up the entire Europe and the US markets for them ... Norton may not be too popular in the West, but mind you it is strong in technology and engines, which will determine the future of performance biking and motor racing...”

According to Sudarshan Venu, Joint Managing Director, TVS Motor Company, “Norton is an iconic British brand celebrated across the world, and presents us with an immense opportunity to scale globally. We will continue to retain its distinctive identity with dedicated and specific business plans.”

Due to the challenges it (Norton) faced in the last few years, TVS insiders believe in the flipside there’s potential to scale up the company to create massive value in the long-term from the new acquisition to the Indian two wheeler company.

Norton is a brand that always stood for bespoke production, craftsmanship and unparallel motoring luxury along with unique design and innovation, something TVS has been looking for and really seeks to build out. In fact, each bike costs upwards of 25,000 British Pounds and is custom-built for the customer in those markets.

As for the industry gains, TVS would be eyeing huge synergies across supply chain and distribution. These gains would be beyond the product and the company would be looking forward to the new products in the pipeline. TVS has got all the intellectual proprietary and brand rights and is looking forward to resurrecting and scaling it in the future.

TVS Motor Company, a reputed manufacturer of two-wheelers and three-wheelers in the world, has operations across a dozen international markets like Indonesia, Philippines, Yeman, Columbia, Kuwait, Yeman, Honduras etc. The new string; Britain’s iconic sporting motorcycle, Norton will carve out TVS into a storied motorcycle maker of modern times and will reflect its rising prominence in the highly competitive international two-wheeler market.