Abstract
The quote above, excerpted from the “Automotive Mission Plan 2006–2016” of the Government of India, succinctly summarizes the recent developments in the automotive industry of India. The Mission Plan, simultaneously, also puts forth a vision, which is defined as: “To emerge as the destination of choice in the world for design and manufacture of automobiles and auto components with output reaching a level of US$ 145 billion accounting for more than 10 % of the GDP and providing additional employment to 25 million people by 2016” (GOI 2006: 26).
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Notes
- 1.
Auto parts (components) may be for OEMs or for the aftermarket.
- 2.
According to India’s Motor Vehicles Act, 1988, section 2 (28), a “‘motor vehicle’ or ‘vehicle’ means any mechanically propelled vehicle adapted for use upon roads whether the power of propulsion is transmitted thereto from an external or internal source and includes a chassis to which a body has not been attached and a trailer; but does not include a vehicle running upon fixed rails or a vehicle of a special type adapted for use only in a factory or in any other enclosed premises or a vehicle having less than four wheels fitted with engine capacity of not exceeding [twenty-five cubic centimeters]”.
- 3.
The lion’s share was held by the USA, which accounted for a staggering 83.5 % of the worldwide automobile market followed by Great Britain, Canada, France and Germany in that order.
- 4.
For a concise account of the automobile industry in pre-Independence India, see Kathuria (1987).
- 5.
Some scholars divide the evolution of the automotive industry in India in three overlapping phases, viz. 1950–1980; 1983–1995; 1995-present (cf. D’Costa 2011).
- 6.
For a comprehensive study of the automobile industry’s development, and especially the role of government policy, in India, see Ranawat and Tiwari (2009) and Tiwari et al. (2011). Dunning (1958) and Evans provide several examples of how policy factors can exert crucial influence on the development of an industry in general.
- 7.
A “Utility Vehicle” (UV), also part of the “Passenger Vehicle” segment has a maximum body mass of up to 5 tons and seating capacity of up to 13 persons including driver (SIAM 2012b).
- 8.
Source: Authors’ compilation based on the respective websites of carmakers with own manufacturing or assembly units in India (as on 26.03.2012), supplemented by a “Car Buyer’s Guide” of the automobile magazine “BS Motoring” published in January 2012 (BS Motoring 2012).
- 9.
While Lexus, Mazda and Peugeot reportedly have plans to enter the Indian market, Opel has actually left the Indian market as a part of consolidation strategy of its parent concern GM, which intends to serve the Indian market with the GM brand.
- 10.
The general rate of customs duties on imported CBUs, as of March 2012, amounts to 60 %. Vehicles, whose FOB value exceeds $40,000 and whose engine capacity is greater than 3,000 cc (petrol-run vehicles) or greater than 2,500 cc (diesel-run vehicles), are liable to a customs duty of 75 % (GOI 2012d).
- 11.
- 12.
This inference is corroborated also by the fact that most German carmakers do not offer any model in India’s most important passenger car segment of small cars. The only exception, so far, is the “Polo” of Volkswagen, which is offered in six variants in the Indian market.
- 13.
Measuring in USD helps factoring-in exchange rate volatilities in the period in question.
- 14.
Since data column for export destinations contains an entry called “unspecified”, it is not possible to figure out the exact number of countries.
- 15.
A list of top-20 importers of India-made passenger cars and their respective import value is attached in Appendix G. The list also includes the import values for India’s South Asian neighbours.
- 16.
The passenger car market in the “newly industrialized country” (NIC) of South Korea is set to grow further. The South Korean market, with 49.6 million inhabitants (EIU 2011f), is however, relatively speaking, of too small a size to offset the decelerating growth in the traditionally big markets.
- 17.
11.8 million two-wheelers were sold in India in FY 2010–2011 (SIAM 2012b).
- 18.
Only Ashok Leylands is completely in the business of manufacturing commercial vehicles, whereas Mahindra & Mahindra predominantly manufactures Utility Vehicles. Tata Motors is present in all four-wheeled segments, while Daimler India CV will soon start producing commercial vehicles in Chennai.
- 19.
Interestingly, this study also discovered that: “When it comes to international comparison, the general impression of almost all [surveyed] firms is that they are better than China, Malaysia, South Africa, Taiwan and Indonesia, while they are as good or slightly worse than Thailand and considerably worse than the EU, the USA and South Korea” (Narayanan and Vashisht 2008: 61 f.); while another analysis suggested that India’s auto sector “seems to be competitive with that sector in China on all firm-specific factors” (Balakrishnan et al. 2007: 310).
- 20.
The Scientific Policy Resolution of 1958, issued by the Department of Science & Technology of the Government of India, stated: “In industrializing a country, heavy price has to be paid in importing science and technology in the form of plant and machinery, highly paid personnel and technical consultants. An early and large scale development of science and technology in the country could therefore greatly reduce the drain on capital during the early and critical stages of industrialization.”
- 21.
The term “indigenous”, however, does not mean that the development is done exclusively by domestically-owned firms. In many instances, daughter concerns of MNCs active in India, e.g. German auto-component major Bosch, chipped-in with their own innovative solutions so that global technology, at least partially, flowed in the development process of India’s domestic innovations (Chacko et al. 2010; Palepu et al. 2011).
- 22.
The “Reva” is an electric car developed by the Reva Electric Car Company. With around 4,000 cars on road, of them 1,800 in Europe, and 1,700 in overseas Asia as well as Central and South America, it reportedly can boast of “the largest deployed fleet of electric cars”. In the meantime, the Mahindra & Mahindra Group controls a majority stake in the firm (Mahindra 2012).
- 23.
The Directory of R&D Institutions (GOI 2010b) provides an incomplete picture, though. For example, it does not mention R&D facilities of Mercedes-Benz (TIFAC 2006; Holtbrügge and Friedmann 2011), and Renault (Philip 2008). The reason probably is that some firms, especially, foreign-owned ones shy away from registering their R&D facilities with the government, since a registration is not mandatory and only provides added fiscal advantage in terms of enhanced tax deductibility. R&D expenditure of government-recognized “R&D institutions” (including those in the private sector) at present enjoy a weighted tax deduction of 200 %. The figure of 13 includes R&D facilities of Mercedes-Benz and Renault.
- 24.
There are indications that these are only partial figures and that the actual R&D expenditure can be reasonably assumed to be somewhat higher, as discussed later.
- 25.
Capability accumulation in the auto component industry is dealt with in Sect. 7.6.
- 26.
Also see Sect. 7.1.
- 27.
The growth may have been partially caused by the hike in the royalty fee (from 3.4 % of sales to 5.1 % of sales) enforced by Suzuki Motors, the majority-stake holder (Vasudevan 2010).
- 28.
This term meaning auxiliary or assisting industry is comparable to how the auto components industry is referred to in Germany (“Zuliefererindustrie”).
- 29.
Here a connection to “frugal innovations” may be observed, as in some instances it was “the use of simpler techniques by small firms, coupled with their low labour costs that enabled OEMs to subcontract jobs that would have been kept in-house in the industrialized countries” (Lall 1980: 212).
- 30.
Since the two market leaders in the passenger vehicles segment, Maruti Suzuki and Hyundai, have their “roots” in Japan and South Korea respectively, the large share of Asian countries in the auto component imports can be, to a good extent, traced back to these two industrialized nations as well.
- 31.
One limitation of this study was that it was based not on the entire (or a representative) sample of auto component firms but on the number of auto component firms present in the Prowess Database of Centre for Monitoring Indian Economy (CMIE).
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Tiwari, R., Herstatt, C. (2014). Profile of India’s Automobile Industry. In: Aiming Big with Small Cars. India Studies in Business and Economics. Springer, Cham. https://doi.org/10.1007/978-3-319-02066-2_7
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