Electric Scooter with Petrol Power Roots
In this comprehensive review, we evaluate the e-Access under real-world conditions to uncover how it performs in day-to-day scenarios. Combining the proven reliability of the Access 125 with Suzuki's latest electric vehicle technology, the e-Access aims to strike a balanced blend of performance, practicality, and everyday usability.
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Indian Express
3 hours ago
- Indian Express
China rare earth mineral export ban impact: Suzuki suspends production of Swift cars
New restrictions on rare earth magnets and related materials imposed by China are starting to bite. Hamamatsu-based small car maker Suzuki Motor's plans to suspend the production of its flagship Swift compact hatchback due to China's rare earth restrictions, becoming the first Japanese automaker to be impacted by the export curbs. Suzuki halted production of the Swift, excluding the Swift Sport version, from May 26 citing a shortage of components, Reuters said in a report, adding that plans to resume output have been pushed back several times. Suzuki now expects a partial restart of production on June 13 with full resumption after June 16, as the 'prospect of parts supply is clearer' now, the carmaker said in a statement. The restrictions on rare earth magnets and related materials imposed by China kicked in from April 4, as a direct response to US imposing tariffs. This is beginning to impact automakers across the world, including electric vehicle manufacturers in India. Maruti, Suzuki's subsidiary in India, said earlier this week that there was no immediate impact of China's restrictions on rare earth magnets, and that the industry was in discussion with the government on the matter, which has been 'receptive' and 'supportive'. EV makers are particularly impacted by the Chinese restrictions, facing potential shortage of the critical components, which raises concerns of price hikes and production delays in a nascent, cost-sensitive segment of the auto market. The Indian car industry has initiated a conversation with the government to smoothen the process for procuring the rare earth magnets from Beijing. While the Chinese government has not imposed an outright ban on the export of rare earth magnets — a crucial element in making EVs — the process has been made very difficult causing protracted delays and posing shortage risks. Why are rare earth magnets important for EV makers Rare earth magnets, especially neodymium-iron-boron (NdFeB) magnets, are crucial for EV manufacturing, particularly in electric motors. They provide the strong magnetic fields needed for efficient and powerful electric motors, including traction motors that drive EVs. These magnets also play a major role in other EV components like power steering systems, wiper motors, and braking systems. China has a near monopoly over these rare earth magnets. A senior executive from the Indian car industry told The Indian Express that importers are now required to give their Chinese suppliers an undertaking that the rare earth magnets procured from that country would only be used in vehicles and not for defence or military applications. Over the past month or so, Indian carmakers are learnt to have used up inventories and there is likely to be a shortage going forward. Worrying still is a fresh insistence from Beijing that instead of sourcing magnets separately, carmakers buy entire electric motor assemblies from Chinese companies, or simply wait for the Chinese authorities to issue export permits to local rare earth magnet producers, as has been done, according to Reuters, for at least four magnet producers that include suppliers to Volkswagen — the first granted since Beijing restricted shipments last month. The German carmaker is said to have lobbied hard with Beijing to get this done. Sourcing entire motor assembly The problem with sourcing entire motors, as against just the magnets in them, is that carmakers would have to redesign their cars to accommodate the entire motor assembly, which comes in standard sizes. The ability to import magnets meant that manufacturers could calibrate the motor sizes to the design of their vehicles. While the availability of rare earth metals is not limited to China, it is in the efficient processing of these critical elements where Beijing has a substantial lead, which was once enjoyed by the US and Japan. In recent years, Japan has been able to restart some of its minerals' processing industry owing to government policies, but countries like the US and India are heavily dependent on Chinese exports of these metals. In response to the US administration's reciprocal tariff heat, China restricted exports of seven heavy rare earth metals including samarium, gadolinium, terbium, dysprosium, lutetium, scandium, and yttrium, as well as rare earth magnets. Earlier, it had also banned exports to the US of gallium, germanium, antimony, and other key high-tech materials with potential military applications. It is not clear if the recent thaw in US-China trade talks, including a pause, is going to affect these supplies. Anil Sasi is National Business Editor with the Indian Express and writes on business and finance issues. He has worked with The Hindu Business Line and Business Standard and is an alumnus of Delhi University. ... Read More
New Indian Express
3 hours ago
- New Indian Express
Want to add 10 million jobs, India? Walking away from "take-make-waste" model alone will do
What does it truly mean to grow, if growth comes at the cost of the very systems that sustain us? As the world reflects on the mounting threat of plastic pollution this World Environment Day, we must also examine the deeper architecture of waste that underpins our economies—one that extends far beyond plastic into the very way we produce, consume, and discard resources. Globally, around 90 billion tonnes of natural resources are extracted annually, equivalent to more than 12 tonnes per person. Yet, only 7.2% of materials are cycled back into productive use after their first life. If we persist with our current "take-make-waste" economic model, this figure could double by 2050, pushing environmental thresholds and leaving a trail of unmanageable waste. The answer to this challenge lies in the transition from linear growth models to circularity. And what makes it more than a solution to an environmental concern is the economic opportunity it presents. Globally, the transition towards a circular economy represents a USD 4.5 trillion growth opportunity by 2030. For a country like India, transitioning to a circular economy could unlock a market value of over $2 trillion by 2050 and create nearly 10 million new jobs, especially in materials recovery, repair services, and circular manufacturing. In a nation navigating both rising consumption and growing inequality, circularity offers a bridge between sustainability and inclusive development. India has made promising early moves in this direction. The Extended Producer Responsibility (EPR) framework and the E-Waste (Management) Rules reflect policy intent. NITI Aayog's strategy for a circular economy outlines sectoral plans for 11 industries. More recently, the Resource Efficiency and Circular Economy Industry Coalition (RECEIC), launched during India's G20 presidency, signalled the intent to mainstream circularity in industrial ecosystems. The Swachh Bharat Mission has also already been mobilising a behavioural shift around waste in the country. But, as we make progress, the challenge of balancing growth with sustainability must be addressed with approaches tailored to respective sectors. To take the example of the renewable energy sector, which I have had the opportunity to witness and be a part of for over a decade now, a critical question remains underexplored: Is our renewable energy transition circular by design? India's ambition to install 500 GW of non-fossil fuel capacity by 2030 is a national imperative, and with ~220 GW capacity achieved, we are well on our way to this target, supported by a conducive policy environment. But this scale of growth also comes with material consequences. As per data, India could generate over 340,000 tonnes of cumulative solar PV waste by 2030. Globally, more than 90% of decommissioned solar panels end up in landfills today. Without urgent intervention, we may be solving one problem—carbon emissions—while inadvertently creating another. One overlooked aspect is the role of plastics in the solar PV value chain. From polymer-based back sheets and encapsulants to junction boxes, plastics are embedded in every panel. Still, these components are rarely recycled due to a lack of separation technologies or material recovery incentives. The result? A growing stockpile of future e-waste. How do we solve for this? India currently has fewer than 15 registered PV recycling units, and there is no dedicated regulation to manage solar waste. This is a space where more proactive planning and innovation can flourish. I see three ways to do this: 1. Clear national guidelines for the decommissioning of solar and wind assets, expanding the Extended Producer Responsibility framework to cover renewable energy equipment, and embedding circularity criteria into public procurement norms. 2. Targeted investments in research and development are needed to improve material recovery and to encourage innovation in modular, repairable system designs that extend product life. Businesses, too, must operationalise this shift by adopting service-based models like solar leasing that incentivise lifecycle accountability, and by building partnerships with recyclers to create scalable take-back schemes. 3. Finally, we need greater transparency and Traceability across the value chain, supported by an open digital registry of clean energy assets to track their lifecycle and manage end-of-life recovery. Some encouraging signs are already emerging. There are companies around the world that have recovered up to 90% of materials from decommissioned panels. Of course, circularity does not begin and end with industry. The government can draw from global best practices, such as Japan's city-level circular districts or the Netherlands' procurement-led material innovation. It must also align fiscal and regulatory levers to reward circular behaviour. Citizens, too, play an important role by embracing shared, localised systems of energy access, advocating for sustainable choices, and participating in community-led reuse and repair initiatives. A truly circular economy will require deep collaboration across disciplines and stakeholders. It will mean rethinking value, embracing restraint, and designing for longevity, not just convenience. This World Environment Day, let us move beyond symbolic gestures. Let us commit to building systems that do not just reduce harm but actively regenerate. Because the time to rethink, redesign, and regenerate is not tomorrow, it is now. (Vaishali Nigam Sinha is Co-founder and Chairperson, Sustainability, ReNew.)
Time of India
4 hours ago
- Time of India
Suzuki launches OBD-2B compliant 2025 V-Strom 800 DE priced at ₹10.3 lakh
The 2025 V-Strom 800DE, compliant with the latest emission norms, now comes in new colors including pearl tech white with blue spoked rims, champion yellow no.2 with black body panels and blue rims, and glass sparkle black with grey and red graphics and black rims. 'With the Suzuki V-Strom 800DE now OBD-2B compliant and available in updated colours, we continue to provide adventure seeking riders with an option that is ready for diverse riding conditions. These updates focus on offering more choice while staying aligned with evolving government norms and rider preferences,' said Deepak Mutreja, vice preisdent (sales & marketing), Suzuki Motorcycle India . Suzuki's updated adventure tourer motorcycle is powered by a 776cc parallel-twin DOHC engine with a 270-degree crankshaft, and comes with inverted front forks and an adjustable mono-shock rear suspension, both by SHOWA. The front and the rear suspensions each offer a 220mm of travel, while the motorycle has a ground clearance of 220mm. The V-Strom 800DE features a 21-inch aluminum front rim and wire-spoke wheels. The motorcycle has a 20-litre fuel tank for extended range. The V-Strom 800DE is equipped with electronic rider aids. These include the Suzuki Intelligent Ride System (S.I.R.S.) and Suzuki Drive Mode Selector (SDMS) with three different riding modes. Additional electronic aids include Suzuki Traction Control System (with Gravel mode), Suzuki Ride-by-wire Electronic Throttle, and Bi-directional Quick Shift System. It also features a Two-mode Antilock Brake System (ABS), Low RPM Assist, and Suzuki Easy Start System.
