Replacing China imports difficult, yet possible, even in Electric Vehicles


Replacing Chinese products is easier said than done. The dragon has over the past thirty years built up its manufacturing capacities, which India has not. After liberalisation of the nineties, India has become one of the largest markets for computers, telephones, bulk drugs, organic chemicals, solar energy and electric vehicles. But it has not developed core manufacturing capability and has been a peripheral assembler where over 50 % of the critical components have to be imported into the country for production. We do not have a conducive ecosystem for manufacturing, and while politicians over the past seventy years have been devising new slogans to urge self dependence, they have lacked the spine to change the IAS dominated bureaucracy, that makes doing business in India so very difficult.


Rare Earths dominance does not make China indispensable:


China invested not only in the mining and processing of rare-earths but also became a leading producer of electric controllers, DC motors, miniature circuit breakers, axle assemblies, brushless motors, lithium ion batteries along with solar panels, charging stations, and storage systems. India started a decade later. The electric two wheeler market is dominated by Bajaj, TVS, Honda and Hero. Today Neelam E Rickshaws of Ludhiana, Delhi based Saarthi and Bahubali, Tamilnadu based Ampere, Hyderabad based Gayam and other MSME units make lakhs of high quality E rickshaws every year competing with the likes of industry heavyweights like Mahindra and Kinetic who have recently entered the field. Other than the axle and the controller all parts are made in India. Sona Steerings and Bharat Forge need to speed up the axle projects to improve localisation. E rickshaws mostly use lead acid batteries and for lithium-ion batteries, they import from China. That could change in the near future, as Suzuki is investing Rs 5000 crores in Lithium-ion batteries as electric car and bus manufacturing cannot really succeed without indigenously produced batteries.

中国不仅投资于稀土的开采和加工,而且还成为了电子控制器、直流电机、小型断路器、轴组件、无刷电机、锂离子电池以及太阳能电池板、充电站和存储系统的主要生产国。印度则晚了十年。印度电动自行车市场由巴贾杰、TVS、本田和英雄等主导。如今,位于卢迪亚纳的Neelam E、德里的Saarthi和Bahubali、泰米尔纳德邦的Ampere、海得拉巴的Gayam和其他微型及中小型企业每年生产10万辆高质量的电动人力车,与最近进入该领域的行业巨头马恒达和凯帝珂等竞争。除了车轴和控制器,所有部件都是印度制造。Sona轴承和巴拉特锻造要加快轴承项目,提高本地化水平。电动三轮车主要使用铅酸电池,而锂离子电池则从中国进口。这种情况在不久的将来可能会改变,因为铃木在锂离子电池上投资了500亿卢比,因为如果没有自主生产的电池,电动汽车和公共汽车的制造就无法真正取得成功。