Professional Documents
Culture Documents
EV Reporter Mar
EV Reporter Mar
EV Reporter Mar
Issue no. 39
EVreporter
What's
INSIDE
06 India EV sales and top OEMs for Mar 2024
Disclaimer
The information contained in this magazine is for general information purposes only. While we endeavour to keep
the information up to date and correct, we make no representations or warranties of any kind about the
completeness, accuracy, reliability or suitability of the information, products, services, or related graphics for any
purpose. Any reliance you place on the information is strictly at your own risk.
E-rickshaw refers to low speed electric 3Ws (up to 25 kmph) used for passenger transportation. E-cart designates low
speed electric 3Ws (up to 25 kmph) used for goods transportation.
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs. Data as of Apr 2, 2024
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs. Data as of Apr 2, 2024
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 7
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs. Data as of Apr 2, 2024
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs. Data as of Apr 2, 2024
Note: Low speed Electric 2 Wheelers data is not included
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 8
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs. Data as of Apr 2, 2024
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs | Data as of Apr 2, 2024
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 9
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs. Data as of Apr 2, 2024
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs | Data as of Apr 2, 2024
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
ADVERTORIAL
Increasing demand for high power and high-capacity cells are major growth factors
for the Li-ion cylindrical battery market. As such, the demand for battery packs with
higher energy output is also growing in sectors such as electric vehicles, industrial
power tools, energy storage, consumer electronics, aerospace, defense, and others.
These packs have a need for efficient, dependable, and cost-effective ways to
electrically connect the cells to maximize performance, optimize safety, and add
value to the end application for the customer. In a typical battery pack module, the
cells are organized in an array and then welded together in series and parallel to
achieve the desired pack output.
ADVERTORIAL
The selection of the metal used for this “connection” is not only critical for
the overall performance and safety of the battery pack, but also for the
efficient manufacturability of the pack.
Reduce Temperature
Improve Pack Safety & Reliability
Are Easily Welded and Soldered
For detailed information on this novel connector plate material for Li-Ion battery
pack assemblies, click the download button below to access the free white paper.
Contact
Lauren Catalano
lcatalano@emsclad.com
https://www.emsclad.com/
Apr 2024 Page 12
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs. Data as of Apr 2, 2024
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs | Data as of Apr 2, 2024
E-rickshaw refers to low speed electric 3Ws (up to 25 kmph) used for passenger transportation. E-cart designates low
speed electric 3Ws (up to 25 kmph) used for goods transportation.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 13
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs | Data as of Apr 2, 2024
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs | Data as of Apr 2, 2024
For deeper insights into India EV sales trends - city-wise, state-wise, segment-wise
and OEM wise, check out the EVreporter Data Portal here.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 14
Electric vehicles are increasingly making their presence felt and are tying for the top sales
among all vehicles irrespective of the fuel type, especially in the 3W L5 Auto segment. In Mar
2024, the overall penetration of EVs in the 2W sales market was 9.1%. For passenger 3W
autos, it was 24.3%, and for cargo 3W autos, it was 45%.
This section aims to showcase where EV sales stand when compared with the overall
vehicle sales in the 2W and 3W categories.
India’s Top 3W Pax Auto OEMs | ICE vs EV Sales for Mar 2024
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs | Data as of Apr 2, 2024
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 15
India’s Top 3W Goods Auto OEMs | ICE vs EV Sales for Mar 2024
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs | Data as of Apr 2, 2024
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
High Speed Electric Scooters with Advanced BMS
In the landscape of green mobility, Gaura Electric emerges as a notable player
dedicated to innovation and sustainability. Since its establishment in 2011, Gaura
Electric has been actively involved in the development of electric vehicle components and
eco-friendly transportation solutions.
Gaura Electric has witnessed the evolution of battery-operated vehicles into a viable
alternative to traditional internal combustion engine vehicles. Our commitment to
environmental consciousness drives the integration of Prismatic LFP Cells into battery
packs, backed by in-house production leveraging advanced laser technology. Safety is
prioritized with the LFP chemistry, which is ideal for India's diverse climate.
1800W 90%
Rated Power Conversion Rate
2700W IP 67
Peak Power Grade
*The incentive shall be further capped at 15% of the ex-factory price of e-2W/e-3W.
Note: INR 6.45 crores have been allocated for the administration of the scheme
This latest initiative underscores India's commitment to accelerating the adoption of electric vehicles
and reducing reliance on traditional fossil fuel-powered transportation. While the EMPS scheme can
help bridge the gap and ensure that there are incentives available for EVs for the next four months,
it may not entirely mitigate the potential impact on sales, particularly in segments like 2Ws.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 19
We feel that providing 3-5 years of support through schemes like FAME-III is essential for
nurturing the electric vehicle industry and enabling it to become self-sustainable in the long run.
Once the industry reaches a certain level of maturity and critical mass, it can thrive without the need
for extensive government support.
“Going by the long-term objective of self-sustenance of the EV industry, the Government has
been gradually reducing the FAME subsidy.
The last reduction was in May 2023, and the remaining funds were distributed for the
vehicles sold until March 2024.
The FAME subsidy until 31st March 2024 is around ₹22,500 per two-wheeler.
The Electric Mobility Promotion scheme kicks in on 1 April 2024, with a further reduced
subsidy of ₹10,000 per two-wheeler until July 2024.
This sends a clear signal that, while the FAME scheme cannot be extended, the Government is
here to ensure a smooth transition to a self-sustainable business model by the OEMs.
This move reflects a pragmatic approach towards gradually weaning the industry off heavy
subsidies, allowing it to sustain itself over the long run. In essence, this transition signifies the
progress of the EV market, where government support also evolves from subsidies to
strategic incentives aimed at fostering innovation and charging infrastructure development.”
Key highlights of the scheme include a five-year tenure, with stringent eligibility criteria for
applicants. To qualify, OEMs must commit to a minimum investment of USD 500 million
specifically for manufacturing electric four-wheelers (e-4Ws) in India. Moreover, manufacturing
facilities are expected to be operational within three years of receiving approval from the MHI.
To avail the benefits of the scheme, applicants must adhere to certain conditions.
These include achieving a minimum of 25% Domestic Value Addition (DVA) within three
years of approval and escalating to a minimum of 50% DVA within five years.
If the conditions are fulfilled, a 15% import duty on Completely Built-in Units (CBUs) of e-
4Ws, valued at a minimum of USD 35,000, will be applicable for a period of five years.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 20
This scheme can be widely seen as a response to efforts by global OEMs such as Tesla. The
scheme offers reduced import tariffs for completely built-in Units (CBU) EVs, aligning with Tesla's
aspirations for market entry and investment in India. Moreover, this initiative reflects a broader trend
within the industry, with other OEMs like Vinfast also proposing similar approaches. Vinfast's
commitment is evidenced by the commencement of construction of a manufacturing facility in Tamil
Nadu as early as February 2024.
The entry of global companies into the Indian EV market would bring significant benefits. Their
advanced technology and global reputation could rapidly advance innovation within India's EV
industry, driving improvements in product quality and affordability through increased competition.
Their investment in manufacturing operations could also accelerate the development of charging
infrastructure and create job opportunities, contributing to economic growth. Additionally, their
presence would enhance India's visibility and reputation in the global EV market, attracting further
investment and stimulating the growth of local supply chains for EV components.
ACMA, the body representing India’s auto component sector, congratulated the Government on the
announcement of the policy.
“Aligned with the Government’s vision of reducing our carbon footprint, promoting sustainable
manufacturing, and achieving net-zero emissions by 2070, this policy sets the stage for a
vibrant future-mobility global manufacturing hub in India.”
Special thanks to Chirag Jakhar, Consultant at Nomura Research Institute (NRI) for his extensive
contribution to this analysis.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 22
Light Vehicle OEMs do not prefer to provide an onboard charger due to its packaging and thermal
heat dissipation constraints. Low-power rectifiers can still be used as onboard chargers, but they
increase the charging time. Secure electrical isolation/separation and leakage detection are needed
when AC input is supplied to the vehicle. These are a few reasons why OEMs do not prefer onboard
chargers. Instead, they prefer to offer offboard DC portable charger (less than 1 kW) for ease of
charging, less complexity on the vehicle side and better customer experience and flexibility. The
portable charger converts the AC input from mains to a DC input at the EV inlet.
In most cases, the charging pins on the grid side are designed to be compatible with
normal domestic/industrial plugs (5A/15A), while the connector on the vehicle side is
usually of a proprietary design.
Most 2W and 3W vehicle manufacturers have proprietary charging hardware, connectors and
related communication protocols. The combination of vehicle inlet and charging communication
protocol is a major disadvantage for EV users and CPOs as it limits the ability to use fast
charging. For example, a public fast-charging DC network designed for one OEM may not be
accessible to EV users of other OEMs due to connector and communication protocol incompatibility.
This also limits the ability of the CPOs to provide widespread access to fast charging as they will
have to set up chargers with multiple combinations.
For interoperability between different 2W/3W and charging equipment, the 4 key elements of the
charging infrastructure need to be common. These are:
Vehicle connector
Communication between one CMS and another CMS for payment mechanism
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 23
Bharat Charge Alliance (BCA) is recommending the IS17017-2-6 standard published by BIS, which
specifies the vehicle inlet and charger connector for the LEV requirement. This connector is
recommended for up to 120VDC and 100A DC continuous current applications. The advantage of
this connector is that the locking feature is on the charger connector side and not on the
vehicle inlet side. This enables vehicle manufacturers to have minimum investment and no
architectural complexity to adopt this connector. “This IS17017-2-6 connector (also known as
Type-6 connector), coupled with IS-17017-25, can establish interoperable charging
infrastructure for Light EVs in India”, said Kapil Shelke from BCA. The vehicle inlet is already
localized, and several vendors are manufacturing it in India, he added.
The figure below showcases a brief comparison of the existing LEV connectors adopted by the
vehicle manufacturers and the proposed standard connector.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 24
Global Adoption of DC charging standards for Light EVs | Source: Bharat Charge Alliance
IS17017-25 is referred from IEC 61851-25 and IS17017-2-6 is referred from IEC 62196-6.
EV side - Low cost (no latching), simple electronics on VCU & BMS; suitable for 20V to 120V
DC, 15A to 125; minimum change in the vehicle.
EVSE side - Small form factor for public infrastructure. Off-the-shelf power electronics modules.
In both instances, whether an AC supply is used for the portable charger or a fixed DC supply is
used for fast charging, the same DC Charging Interface is used regardless of the type and
capacity of the power supply.
CHAdeMO Association has already developed the specifications (e-PTW), which define a DC
charging method covering voltage up to 120VDC and 100ADC current. OEMs can adopt the
same specifications.
The proposed connectors can support a spectrum of vehicles like e-bikes, Moped, scooters,
motorcycles, delivery scooters, tricycles, e-freight, e-rickshaw, e-ATV, e-buggy, e-cart, e-auto,
electric forklifts, golf carts, etc
Several EV companies, such as OLA, TORK, Ultravoilette, Simple Energy, KETO, and Log9,
have started using the Type 6 connector.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 25
ARAI, India’s leading testing and certification agency, has built the testing capability for the IS
17017-2-6 connector and the IS 17017-25 protocol.
As of today, the Indian 2W industry is quite spread out in terms of EV charging connectors.
Though there are 10+ kinds of connectors that different OEMs currently use, Type 6 and Ather
Connector are the two main efforts towards standardization of DC charging among e-2Ws.
Ather has pushed for a combined port solution [IS-17017 Part 2 / Sec 7], which includes
both AC and DC charging capabilities. So far, Ather Energy and Hero MotoCorp have
adopted the standard.
There have been reports about an e-motorcycle company opting for the CCS2 standard. However, it
must be noted that CCS2 is not suited for mass market LEV techincal specifications and doesn't
have financial viability for mass-market EVs.
When asked to compare Type 6 and Type 7 connectors, Kapil highlighted the ease of integration
and simplicity in transition as the main factors that favour Type 6.
With Type 6, existing vehicles that use separate ports for AC and DC charging can easily transition.
The switch involves replacing the existing connector (e.g., SB 75) with a Type 6 connector and
making minor adjustments to the hardware and software, such as adding a microcontroller to
monitor charging. In comparison, Type 7 may require more significant changes to vehicle
architecture, protocols, and wiring harnesses. Moreover, the Type 6 connector works in conjunction
with IS 17017-25 standards, whereas the electrical separation and communication standard for the
Type 7 connector is not yet specified.
About BCA - The BCA is an open platform for collaboration to create a safer and interoperable ecosystem for
the LEV industry. Cross-industry stakeholders like EV OEMs, charger and charging station makers,
component manufacturers, energy providers, charge point operators, and many others work together to form
interoperable charging infrastructure.
Special thanks to Kapil Shelke (Founder, Tork Motors) and Anirudh Amin (Founder, CPO Assist) for their
time and inputs.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 28
Please help us understand the current scale of Amara Raja's lead acid battery
business for automotive and industrial applications.
We are the second largest player in India today in terms of revenue. Automotive constitutes about
70% of our business, and a third of the revenue comes from exports. Last year, our revenue,
including automotive and industrial, crossed INR 10,000 crores. We have consistently achieved a
high single-digit CAGR in the lead-acid business. Our YoY growth for Q3 this year was around 12%.
Additionally, we have ventured into new energy space in a significant manner over the past 2 years.
How do you see the role of lead-acid batteries in the evolving mobility landscape, that
looks poised to be dominated by lithium-ion batteries.
ICE vehicles are not going away anytime soon and will continue to require the starter batteries.
Looking at the current trend of electrification of transport, we are looking at a 20-year runway for
lead-acid batteries in the mobility space. In the emerging e-mobility scenario, lead-acid batteries are
still a part of the solution with a lot of hybrid vehicles hitting the market. EVs also need a separate
energy system to power the critical safety and auxiliary functions, including windows, power steering
and features such as automatically tightening seat belts, which lead-acid batteries can serve. The
technology for these auxiliary batteries can evolve over time, and we are observant of the relevant
indications coming to the market.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 29
In addition, the existing ICE vehicles are also expected to upgrade quite a bit. New technologies,
such as AGM, are coming into the market to serve the start-stop application and support the ever-
increasing electronic and electrical loads on the system.
Going forward, we anticipate continued demand for lead-acid batteries, especially in sectors like
automotive and telecom. Additionally, within lead acid batteries, innovations like AGM technology
are opening new avenues for growth.
Auxiliary batteries are primarily needed in 4W and heavier vehicles. Electric 2Ws and
3Ws running on lithium-ion batteries don't require auxiliary batteries.
Electric two-wheelers, especially from pure-play EV manufacturers like Ola and Ather, typically do
not require auxiliary batteries, while some traditional 2W manufacturers may include them. Unlike
four-wheelers, where auxiliary power is critical for functions like steering and locks, two-wheelers can
rely on a DC-DC converter to step down the voltage from the main battery for any auxiliary functions.
Also, we must note that the recent growth in 2W sales has not been at the expense of the existing
platforms. We are seeing quite significant growth in the e-2W space and, at the same time,
considerable growth even in the ICE space. Over time, EVs will take more of the market share. But I
think we're favourably placed where a tailwind in one direction is a headwind for us in another
direction, as we are also supplying lithium-ion batteries for electric 2Ws and 3Ws.
In the telecom sector, many 5G rollouts are happening on lithium-ion batteries, and
the same goes for data centres. How does that impact the role of lead-acid batteries in
these segments?
Within industrial applications, we have the telecom, data centre and UPS segments. Additionally,
there is a long tail with energy storage coming up in a big way. In telecom, we are seeing a big
migration to lithium for 5G rollouts because of advantages like a smaller form factor and better TCO.
At Amara Raja, we are also powering this transition by supplying lithium-ion packs to the telecom
sector. The data centres also require shorter backup times, and lithium is a better technology there.
Lead-acid batteries have a much bigger scope in industrial UPS, as there’s no form factor
constraint there. For industrial use cases, longer backup times are required depending on the
location and the power requirement of the industrial unit. Lead-acid technology works well where
opportunity charge is available at fairly frequent intervals.
We are also innovating on the ability of the battery to dynamically accept charge and operate
under a partial state of charge. These are the characteristics we need in the evolving power
scenario, where disruptions are less frequent and backup times need not be as long.
Every lead-acid battery can be recycled, and 99% of the resources can be turned back into raw
materials. Lead-acid is probably the most successful implementation of a circular economy
globally. However, in India, we have a parallel economy where unorganized players collect scrap
and recycle it through environmentally harmful methods. The policy now enables us to secure the
same scrap and put it back into our products, forcing some of the secondary melters to close down.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 30
Most of our raw materials (about 80%), including lead, plastic and acid, come from
recycled sources.
We are developing our very own 150,000-ton recycling unit in Cheyyar, Tamil Nadu, which
should be coming up in different phases over the next financial year. It will cater to about 40%
of our lead requirements, and for the balance, we will continue to leverage our relationships
with existing recycling partners. The initial phase, focusing on lead refining, is scheduled for
the upcoming fiscal year.
We have been proactive in leveraging renewable energy sources, with approximately 30% of
our energy needs being met through clean energy, including rooftop solar and ground-
mounted systems. We are also exploring partnerships with renewable energy providers to
expand our reliance on clean energy. Thanks to our industrial engineering efforts and process
optimization, our specific and absolute energy consumption has seen a significant
decline year over year despite higher production volumes. We are committed to further
reducing our energy consumption while aiming for a net-zero status by 2050.
Could you elaborate on your exports and where do you plan to expand in the future?
Our exports are largely dominated by automotive batteries, with a focus on the Indian Ocean
Rim region over the past few decades. This includes Southeast Asia, the Middle East, and Africa,
where we have gained significant market shares. For instance, we are market leaders in the
automotive aftermarket in Singapore, Malaysia, Cambodia, the UAE, and several other GCC
countries. Additionally, we have made strides in the premium segment across various African
countries. In the industrial sector, our main focus has been on serving telecom and UPS markets,
primarily in Africa and the Middle East, where power conditions are comparable to ours. We have
made in-roads into South East Asia as well.
Looking ahead, we anticipate technological shifts in the telecom and data centre market similar to
India. We will continue to maintain a diversified approach overseas, adapting to emerging market
demands while penetrating new markets such as North America with advanced automotive
battery technologies like EFB and AGM.
How do you envision the co-existence of different technologies in the automotive and
industrial sectors?
While electric vehicles are part of the solution to reduce the environmental impact of transport, they
don't address the entire value chain. We must also focus on transitioning power generation to
renewable sources. Additionally, advancements in vehicle design and hybridization will contribute to
improving efficiency and reducing emissions.
I foresee a gradual shift towards EVs, with many existing vehicles transitioning to hybrids and
alternative fuel options like ethanol. Furthermore, hydrogen holds potential once commercial viability
is established. I believe in a future where various technologies co-exist, each contributing to
sustainability. This extends beyond automotive to stationary storage, where different technologies
are vying for relevance. It's an exciting time for innovation, with opportunities in energy storage and
a need for collaboration to drive progress in decarbonization.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 31
Can you tell us a little about your work experience with automotive software?
I have a background in SaaS, and my introduction to automotive software came when I joined Ather
Energy. My tenure with Ather began around the time when their first model, the 450, was launching.
I've been part of Ather for approximately five years. Recently, I decided to take a career break for a
few months.
During my time at Ather, I led product management from the software side, including the companion
app and the platform for data analytics, digital channels, service, sales, delivery experiences, and
the dealer management system.
From a customer's point of view, what are some of the typical challenges that can be
mitigated by the use of automotive software.
We have found that the majority of individuals don't find their daily commute enjoyable and have
internalised the considerable anxiety associated with it. Concerns about navigation, traffic
congestion, safety (especially for two-wheeler riders, particularly at night and for women), and the
constant connectivity of modern life all contribute to this stress. The fact that commuting often
occurs during peak productive hours only worsens the situation, as it results in time being wasted
without accomplishing meaningful tasks.
Examining the entire journey, from the initial intent to travel to finding parking and beyond,
highlights the numerous friction points and sources of anxiety that individuals silently
endure. Fortunately, advancements in communication technology and solutions such as navigation
and call controls present an opportunity to address these challenges and enhance overall well-being
by alleviating the stress associated with commuting.
You primarily highlighted issues centred around customer experience. What types of
features would the solutions take shape as?
I primarily addressed issues in customer experience, though most people today still utilize this
technology primarily to enhance vehicle diagnostics. I believe that only uses about 5 to 10% of
automotive software's potential. Building an entire solution around addressing downtime seems
premature from the outset—the majority of the problem space and the opportunity to solve lies in
improving customer experience. It is not just about having technology and building any feature.
The key is to approach it with a product mindset. Take Ather's pioneering introduction of a
touchscreen dashboard on a two-wheeler, featuring maps as a core component. This addresses
a relatable problem for many who prefer avoiding the hassle of navigating unfamiliar locations.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 32
While smartphones offer maps, constantly stopping to check directions during a journey can be
cumbersome, especially on a two-wheeler. Another impactful feature introduced was call controls.
Many view commuting as wasted time and wish for more efficient ways to utilize it, highlighting the
need for seamless solutions like call management while on the go. This demonstrates how software
innovations can significantly enhance the journey experience.
In an article you wrote, you said that automotive software has largely failed. We'd like
to understand why you feel that way.
That title was deliberately provocative, stemming from my deep passion and years of experience in
the field. When I say ‘automotive software has largely failed’, I'm referring to how success is
typically measured in consumer electronics or devices. It's about how consumers perceive your
product—are they talking about it, are the reviews positive, is there excitement and word of mouth
driving sales? This is the gauge of success. If you attend keynotes or look at gadgets, you can
gauge their potential success based on buzz and sales figures.
However, with automotive software, things are different. There's limited public information available
because it's not sold as an independent product; it's part of the automotive package. However, we
can still measure success through other indicators. For instance, press coverage rarely focuses on
automotive software, and many drivers don't even use the features. This lack of utilization means
it doesn't influence purchasing decisions or generate buzz. This is why I say it hasn't taken off
as predicted. The earlier expectations of revolutionizing the automotive business model, akin to
what the App Store did for iPhones, have fallen flat.
Monetization has been a challenge, as has getting people to use the software in the first
place. If there were more users creating noise about bugs or issues, it would indicate engagement,
but that's not the case. Overall, the lack of interest and utilization suggests that automotive software
has largely failed to make an impact.
Where is the industry falling short in harnessing the potential of automotive software?
I believe there are three key areas where OEMs are falling short.
Firstly, they need to view automotive software as a product, not just a tech add-on to
vehicles as an afterthought. It's not enough to simply enable features; there needs to be a
vision for the entire user experience, from onboarding to daily usage. Currently, many vehicles
have the capabilities, but the overall experience is lacking due to this fragmented approach.
Lastly, the organizational structure within many automotive companies needs to be updated.
The individuals responsible for automotive software often lack seniority and influence, leading to
key product decisions being made without their input. This lack of representation hinders the
effective integration of software into vehicle design. Addressing these gaps is essential to
unlocking the full potential of automotive software.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 33
As an OEM, what are the factors that influence the decision whether to develop
automotive software in-house or turn to a specialist automotive software provider?
The answer depends on various factors. One of the most significant considerations is your
company's DNA and where you aspire to be.
If your company prides itself on innovation and introducing breakthrough technologies to the
market, it's unlikely that you'll find off-the-shelf solutions from vendors that meet your needs. In
such cases, building in-house capabilities is necessary.
However, if your competitive advantage lies in execution and you excel in areas like
manufacturing or distribution, and you can achieve parity in certain capabilities or features, then
working with external vendors may be a viable option.
Ultimately, understanding the dimension on which you compete and the market realities is crucial.
For instance, mature products may justify adopting off-the-shelf solutions, but in nascent industries,
in-house development is often required, with knowledge eventually spreading across the ecosystem.
Both approaches can coexist, but regardless of the path chosen, having a clear vision for the
product and executing it effectively is essential.
What are the up and coming trends in automotive software globally that excite you.
What truly excites me is not necessarily the automotive sector itself but rather the broader trends in
consumer electronics and how they can be applied in automotive contexts. One trend I'm closely
watching is the emergence of AI-driven devices.
While voice technology, including voice recognition and speech-to-text capabilities, has been
around for a while, it has often lacked the ability to comprehend intent accurately, leading to
limited interactions. However, with the advancements in conversational AI, the interactions
with devices can be more natural and conversational, reducing the barrier for users who may not
be digitally savvy. Imagine being able to instruct your vehicle using natural language commands,
such as asking for parking assistance or requesting navigation to a nearby cafe. These
advancements enable vehicles to understand user intent and provide personalized
recommendations seamlessly.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 34
What revenue opportunities can OEMs explore through the integration of automotive
software?
In the short term, when there are still relatively few vehicles on the road equipped with these
capabilities, assuming everything is functioning successfully and there is significant user
engagement - monetization can occur in two ways. Firstly, by commanding a premium on the
vehicle itself, perhaps up to 15%-25% higher than vehicles without these capabilities. Secondly,
offering these features as part of a subscription model is becoming more common even in the
Indian market. This second approach could potentially generate additional revenue of around 10%
to 15% per unit sold compared to companies that haven't focused on such offerings.
Looking ahead to the long term, with millions of these vehicles on the road, there is the opportunity
to build an entire ecosystem around these services. This could involve affiliate revenue, where
partnerships with brands could be established to showcase their products or services to engaged
users on the platform. While traditional advertising may not be the preferred route, exploring
innovative affiliate revenue models tailored to the engaged user base could be highly lucrative.
Like I said, much of the industry today still views connected tech as primarily serving the diagnostics
piece. From the feedback I've gathered from vendors and different players in the ecosystem, that
seems to be the prevailing perspective among OEMs as well. I believe it's not a huge value add
but rather an incremental one.
Consider this: Do you want to know what's working or not working in your vehicle? You would
assume that everything is working. Having a checklist to confirm this may bring some anxiety, as
you hope such issues are rare occurrences.
Similarly to safety features, while useful, you hope you never have to use them. So, any feature
designed with the hope that it's seldom used won't be perceived as a key value by
consumers. While servicing is considered important during vehicle purchase, the ability to remotely
monitor vehicle health may not significantly sway consumer purchasing decisions. It may be
perceived as useful but not necessarily something consumers are willing to pay a premium for.
Instead, diagnostics features are more valuable for OEMs to enhance their efficiency in
servicing through remote monitoring and predictive maintenance. Overall, while it's a
good-to-have capability, it's not a feature consumers actively seek out or value highly in
their purchasing decisions.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 35
In February 2024, Rahul Bollini had written about the latest trend of 314Ah Cell and 5MWh BESS in
20 feet container. In this article, he discusses the 5MWh BESS in more detail.
The cell used in this solution is a 314Ah LFP prismatic cell. Below are its cycle life characteristics:
10,000 cycles at 0.3C/0.3C (80% SoH) at cell level at 100% DoD at 25°C.
15,000 cycles at 0.3C/0.3C (70% SoH) at cell level at 100% DoD at 25°C.
8,000 cycles at 0.3C/0.3C (70% SoH) at BESS level at 90% DoD with calendar ageing up to 20
years at up to 35°C temperature.
8,000 cycles at 0.5C/0.5C (80% SoH) at cell level at 100% DoD at 25°C.
12,000 cycles at 0.5C/0.5C (70% SoH) at cell level at 100% DoD at 25°C.
6,000 cycles at 0.5C/0.5C (70% SoH) at BESS level at 90% DoD with calendar ageing up to 15
years at up to 35°C temperature.
C Rate of Operation: 0.3C/0.3C indicates 0.3C rate of charge and 0.3C rate of discharging.
Theoretically, it is 3.3 hours of energy storage backup.
State-of-Health: 80% SoH indicates the retention capacity that will remain in the battery after a
particular number of cycles.
Depth-of-Discharge: DoD indicates the depth of cell discharge in each cycle. 100% DoD would
mean the cell would operate between 0% and 100% SoC (state-of-charge). To achieve 100% DoD
in LFP, the cell must work between 2.5V and 3.65V, i.e. charge to 3.65V and discharge to 2.5V.
Calendar ageing: Calendar ageing refers to the degradation of the cell capacity with respect to
inactivity during the non-usage time. It contributes to the system level cycle life because a system is
not constantly charging or discharging at a given time like in the case of cycle life testing done for
cells. For projects with 2 cycles per day, there is lower calendar aging as compared to one cycle per
day projects because there is less time of inactivity per day.
Temperature: The 25°C temperature condition allows for a longer cycle life for cells. BESS can
operate up to 35°C on a regular basis because most cooling systems (air cooling or liquid cooling)
activate at 35°C and come with various cooling levels based on the temperature inside the system.
The cooling system activates at 35°C to save the auxiliary energy required for cooling the system.
Higher auxiliary energy consumption increases the total cost of ownership of BESS.
Price: Pricing is the most misunderstood part of BESS. There are various levels of pricing
depending on multiple factors, such as mentioned on the next page.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 36
Design
Sizing ratio of PCS with BESS. More hours of backup would have smaller PCS sizing and hence
lower cost of the overall solution per kWh.
Container and other auxiliary utilisation. Larger containers with larger batteries tend to have
lower costs.
Type of Components
Any change in the above parameters can cause a shift in the price, which varies between $110/kWh
and $140/kWh.
The BESS market is growing,
and with battery prices coming
down in 2023 and 2024, BESS
is more affordable than ever.
Combine that with increasing
cycle life capabilities in the
cell, and many record-low
pricing projects are being
executed in the BESS space.
The next article, Part 6 of Understanding BESS, will focus on deeper aspects of the architecture of the 5MWh
liquid cooling container, which is gaining popularity across large-scale grid-connected projects.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
NEWS BYTES Apr 2024 Page 37
SWITCH Mobility has officially rolled the first SWITCH IeV 4 off the
production line at their Hosur plant. The company aims to
manufacture approximately 3,000 units per year.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
NEWS BYTES Apr 2024 Page 38
LOHUM has raised $54 Million (INR 450 crore) in a series B round from
Singularity Growth, Baring Private Equity, Cactus Venture Partners, and
Venture East, among other new and existing venture firms. LOHUM will
use these funds to fuel its market expansion, scaling up recycling
operations across India and expanding to new energy transition materials
markets in North America, the EU, the Middle East, Africa, and Asia.
Atul Auto Limited has invested INR 19,99,98,560 in the equity share capital of its
subsidiary, Atul Greentech Private Limited (AGPL). The said shares were
allotted on March 06, 2024. With this investment, the company's total investment
in AGPL stands at INR 29.99 crore and owns an 80% stake.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
NEWS BYTES Apr 2024 Page 39
JBM Auto, with 5,000 electric buses in its order book, shifts from carbon steel to stainless steel for
lighter, stronger, and more durable buses. Jindal Stainless will supply JT Tubes of low-carbon,
chromium-manganese austenitic stainless steel to JBM Auto. Material, designated N7, claims to offer
three times the strength of current carbon steel.
BILITI Electric breaks ground for its upcoming e-3W and battery pack facility in
Velimela, Hyderabad. The ~13-acre plant will be designed to produce 2,000
electric 3Ws per month and Li-ion battery packs. The estimated private investment
for the new plant is more than INR 400 crore. The company already operates e-
3W assembly plants in the United States, Portugal, and Kenya and has deployed
vehicles and batteries across 15 countries.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
NEWS BYTES Apr 2024 Page 40
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
NEWS BYTES Apr 2024 Page 41
This move aims for charging compatibility, eliminating the need for dual infrastructure deployment,
and is relevant for both passenger and commercial vehicles that rely on the Bharat DC-001 protocol.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
NEWS BYTES Apr 2024 Page 42
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
NEWS BYTES Apr 2024 Page 43
A demand incentive of INR 5,000 per kWh will be extended for eligible e-2Ws and e-3Ws -
capped at 15% of the ex-factory price of the vehicle.
INR 333.39 cr has been allocated towards demand incentives for 3,33,387 e-2Ws, with a max
ex-factory price of INR 1,50,000. The incentive will be capped at INR 10,000 per EV.
INR 33.97 cr has been allocated towards demand incentives for 13,590 low-speed e-rickshaws
and e-carts, with a max ex-factory price of INR 2,50,000. The incentive will be capped at INR
25,000 per EV.
INR 126.19 cr has been allocated towards 25,238 L5 e-3Ws with the max ex-factory price of INR
5,00,000. The incentive is to be capped at INR 50,000 per EV.
INR 6.45 cr has been allocated towards administrative expenses of the scheme.
Ministry Of Heavy Industries has also notified the 'Scheme to Promote the Manufacturing of
Electric Passenger Cars in India'. Key highlights:
Aims to attract investments from global EV manufacturers and promote India as a manufacturing
destination for EVs.
The approved applicants will set up e-4W manufacturing facilities in India with a minimum
investment of INR 4,150 crore (USD 500 million).
Minimum DVA (domestic value addition) of 25% within 3 years and 50% within 5 years.
Electric passenger cars can initially be imported (with a minimum Cost, Insurance and Freight
value of USD 35,000) at a reduced duty of 15% for a period of 5 years. The maximum number of
e-4W allowed to be imported at the reduced duty rate shall be capped at 8,000 per year.
The carryover of unutilized annual import limits would be permitted. Conditions apply.
Its modular design allows users to switch between the two configurations.
Sub-category L2-5 M is meant for carrying passengers.
Sub-category L2-5 N is intended for carrying goods.
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
OUR RECENT
EDITIONS