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Economic Times
3 days ago
- Automotive
- Economic Times
Dragon in the driving seat: As China becomes the epicentre of the electric age, India feels the tremors
Here's something you should do. Open Google and type Shanghai Auto Show. Then feast on the future of the automobile. No, that is not an exaggeration. From Jetour G900 to Jetour F700 to Xiaomi SU7 Ultra to BYD Denza Z to Chery iCar V23 to Zeekr Mix to SongSan Summer to BAIC ArcFox 77 o to JAC Motors Define-S, it was the shape of the future on display. Among these, the Xiaomi SU7 Ultra was a fourseater car that had destroyed the Nurburgring (a racing circuit in Germany where the world's fastest cars set a time for bragging rights) lap record, bettering Rimac Nevera, a hypercar, and the Porsche Taycan Turbo tech magazine Wired put it, the autoshow was a warning to the West. Auto journalists from Motortrend , a US magazine, called it 'a mindmelting mass of color and noise, hardware and software wrought as cars and trucks and SUVs that at times defy comprehension and categorization'. The West dominated the era of fossil fuel-chugging cars. China is now defining the electric era in automobiles as its undisputed epicentre. Once clunky, fossil fuel-guzzling machines, cars are now smart and connected. They are akin to an electronic device rather than a mechanical one, and this transformation is most vividly playing out in China. Even as Tesla, the world's preeminent EV automaker, announced its plans to open its showroom in the Maker Maxity Mall at the Bandra Kurla Complex in Mumbai on July 15, India—the world's third largest auto market —would be feeling the heat more from the heft of the Chinese EVs in the coming RED CHARGE India's electric passenger vehicle (PV) market, though still nascent at 2.6% of total vehicle sales in 2024, is charging up. Tata still leads with an approximately 35% EV market share in the first half of this year, but the game is evolving fast. Buoyed by the success of the Windsor EV, MG Motor India commands nearly 30% of the EV market. Tata Motors has been the leader of the EV pack for a while, but JSW MG Motor India is snapping at its heels. Its Windsor EV, a minivan, an MPV in the era of SUVs, has become a runaway hit with in India, the Chinese have become smart in positioning, and in finding niches that rivals have moved away from. While Indian OEMs continue to prioritise SUVs—54% of all car sales in 2024—Chinese automakers are cleverly targeting under-served segments. MG's Comet (starting at ₹6.17 lakh) and Windsor EVs are gaining ground. It is pertinent that nonSUVs—including compact city cars, MUVs and sedans—together account for 46% of India's auto sales. 'Our ABC philosophy—A–segment price, B–segment size, C–segment space—is exactly what the urban consumer wants,' says Anurag Mehrotra, MD of JSW MG Motor India. 'We look for gaps in the market and align our offerings accordingly,' he and BYD have adopted a premium, tech forward strategy, targeting urban elites with advanced driver assistance systems (ADAS) , 450+ km range, and sharp designs across body types. Tata and Mahindra are primarily focusing on SUVs like the Nexon EV and XUV400 (under ₹15 lakh).It helps that brands like MG and BYD use modular EV platforms like BYD's e-Platform 3.0 to quickly adapt to different market segments. Offering AI powered infotainment, sleek interiors, fast charging capabilities and strong connectivity features, Chinese EVs outclass even premium western rivals—often at a fraction of the cost. Vehicles like the MG ZS EV and BYD Seal aren't just electric, they are software-defined devices catering to India's increasingly tech-savvy buyers.'Chinese companies play the volume and pricing game,' says Rajeev Chaba, veteran auto executive and former chairman of JSW MG Motor. 'They are agile, fast to market and quick to respond to customer needs.'BYD is building a premium electric niche, say its dealers. Its ATTO 3, Seal and newly launched Sealion 7 ( ₹30-55 lakh) are positioned as luxury-tech powerhouses—offering compelling alternatives to western brands atone-fourth the cost. Operating in a more premium price range, they aim to sell 15,000 units in 2025. WAY OF THE FUTURE The Chinese are doing this in India with what is essentially last year's tech. What should make India—and even western carmakers—worry is that China's march up the Indian EV table is happening even as they are prepping even better cars back home. The Shanghai Auto Show 2025 underscored China's global ambitions as well as tech prowess. With 1,400 cars from 26 countries and over 1 million attendees, the show revealed just how far Chinese EV tech has advanced. From ultra-fast chargers to flying cars and in-car theatres, the event showed how far ahead China is.A sample. BYD's 1,000 kW chargers deliver 259 miles in just 5 minutes. CATL has gone even further: 323 miles in 5 minutes at 1,300 kW. Next-gen models with eye-popping power and tech include BYD Denza Z (1,000 hp), Xiaomi SU7 Ultra (1,526 hp), and Jetour G900 (with water propulsion).Then there are breakthroughs in autonomous driving like level-3 self-driving by Xpeng and Zeekr, as well as steer-by-wire and brake-by-wire tech from Nio, IM Motors and stand out in Nio ET9 while Huawei AITO M9's in-car projector is unlike anything seen in an automobile. There are affordable EVs too—Xpeng's M03 Mona ($16,800-22,000) and Chery's iCar V23 ($13,000) show China's commitment to mass-market if all this wasn't enough, flying cars—Xpeng's electric vertical take-off and landing (eVTOL) concepts and CATL's urban air mobility plans—revealed China's long-term ambitions. Meanwhile, the western brands looked conservative by comparison. Even high-end players like Volkswagen and Toyota focused on catch-up features, while Chinese models led in innovation, speed-to-market and customer delight. China's dominance in the EV space is no accident. Decades of government policy, fierce domestic competition (supercharged by Tesla's early presence) and a national obsession with technology have helped Chinese automakers surge ahead. Today, China controls 85% of the world's battery manufacturing capacity, giving it an unmatched cost and tech its core, China's automotive rise was a carefully cooked recipe with the following ingredients: 1. Government foresight : Subsidies, charging infrastructure and export incentives fuelled an EV-first ecosystem. 2. Scale and speed : China moved fast—from concept to showroom in under 24 months. 3. Vertical integration : Battery, software and car production happen under one roof. 4. Global vision: From budget hatchbacks to luxury SUVs to eVTOLs, China builds for every customer segment to this the alleged instances of corporate espionage on western automotive firms, and the dish is much so that while earlier innovation flowed from West to East, now it's the reverse. Chinese automakers are setting global standards in EV design, software, battery tech and autonomous driving. 'In many ways, the West is now playing catch-up,' says Ravi Bhatia, president of auto market researcher Jato Dynamics. 'China isn't just innovating faster, it is commercialising at scale.' ROADBLOCK CALLED GEOPOLITICS It would be a relief to Indian and western automakers in the country that geopolitical tensions and India's FDI restrictions have complicated Chinese OEM expansion. If the Chinese were less antagonistic and more conciliatory—like the Japanese in the 1980s—this would be an easy story of success, akin to what Suzuki did with Maruti in the for other automakers, they are not, and as a result Chinese OEMs face FDI restrictions, due to which they have challenges like 110% import duties on cars built tie-up with JSW and BYD's alliance with MEIL (Megha Engineering & Infrastructures Ltd) are efforts to localise and sidestep such regulatory barriers. MG has invested ₹4,000 crore to expand Indian capacity to 300,000 units. BYD, with ₹1,600 crore invested, eyes India as an export hub for South portfolios remain narrow—MG has three EVs, BYD has four. For now. As and when they do bring their latest to India, aided by partnerships with Indian companies, it would become tougher for Indian automakers. MG has 380 dealerships across 170 cities, aiming for 520 by the end of 2025, while BYD is expanding from 24 to 63 outlets, focusing on high-end metro buyers and B2B. With a slew of western names with Chinese connections, like Leapmotor (via Stellantis) and Geely (through Volvo), entering the fray, the Indian EV market is entering its most competitive phase yet. As Bhatia puts it, 'Chinese EV makers are leapfrogging. EV's 2.6% share in India is just the beginning. The real battle lies in who defines what a car will be in the next decade.' WATCH OUT Players like Tata Motors and Maruti Suzuki face a stark choice: rapidly localise battery and EV production under India's production-linked incentive (PLI) schemes or risk falling behind.'Maruti Suzuki's delayed EV launch with the Grand Vitara, unveiled at the latest auto show, reflects a cautious approach amid India's sluggish EV adoption. Swift action is critical to regain momentum in this niche but growing market,' says also have to invest in innovation and hire non-traditional talent to reimagine the automobile the way the Chinese have done. What might also help is looking at the market beyond Indian auto companies benefit from strong brand loyalty and a vocal for local appeal, Chinese brands are slowly overcoming scepticism with reliability, tech, value and a variety of body types. That gap will increase if extraordinary effort doesn't go are clearly trying. Tata's and Mahindra's Inglo platforms have cut costs and sped up production. Mahindra is investing ₹12,000 crore by 2027 to ramp up EV and battery manufacturing. It also recently launched BE 6e and XEV 9e in the ₹22-30 lakh price range. Both Mahindra and Tata have lined up several premium electric PV launches for 2025. Tata Motors' premium electric SUV Avinya is expected towards the end of the the broader story is clear: China has redefined what a car can be and what global consumers expect. For Indian and western players alike, the lesson is clear: adapt, localise and innovate even more—or be left behind in the rear-view mirror of a fast-moving Chinese EV.
Time of India
3 days ago
- Automotive
- Time of India
Dragon in the driving seat: As China becomes the epicentre of the electric age, India feels the tremors
Here's something you should do. Open Google and type Shanghai Auto Show . Then feast on the future of the automobile. No, that is not an exaggeration. From Jetour G900 to Jetour F700 to Xiaomi SU7 Ultra to BYD Denza Z to Chery iCar V23 to Zeekr Mix to SongSan Summer to BAIC ArcFox 77 o to JAC Motors Define-S, it was the shape of the future on display. Among these, the Xiaomi SU7 Ultra was a fourseater car that had destroyed the Nurburgring (a racing circuit in Germany where the world's fastest cars set a time for bragging rights) lap record, bettering Rimac Nevera, a hypercar, and the Porsche Taycan Turbo GT. As tech magazine Wired put it, the autoshow was a warning to the West. Auto journalists from Motortrend , a US magazine, called it 'a mindmelting mass of color and noise, hardware and software wrought as cars and trucks and SUVs that at times defy comprehension and categorization'. The West dominated the era of fossil fuel-chugging cars. China is now defining the electric era in automobiles as its undisputed epicentre. Once clunky, fossil fuel-guzzling machines, cars are now smart and connected. They are akin to an electronic device rather than a mechanical one, and this transformation is most vividly playing out in China. Even as Tesla, the world's preeminent EV automaker, announced its plans to open its showroom in the Maker Maxity Mall at the Bandra Kurla Complex in Mumbai on July 15, India—the world's third largest auto market —would be feeling the heat more from the heft of the Chinese EVs in the coming days. THE RED CHARGE India's electric passenger vehicle (PV) market, though still nascent at 2.6 per cent of total vehicle sales in 2024, is charging up. Tata still leads with an approximately 35 per cent EV market share in the first half of this year, but the game is evolving fast. Buoyed by the success of the Windsor EV, MG Motor India commands nearly 30 per cent of the EV market. Tata Motors has been the leader of the EV pack for a while, but JSW MG Motor India is snapping at its heels. Its Windsor EV, a minivan, an MPV in the era of SUVs, has become a runaway hit with buyers. Critically, in India, the Chinese have become smart in positioning, and in finding niches that rivals have moved away from. While Indian OEMs continue to prioritise SUVs—54 per cent of all car sales in 2024—Chinese automakers are cleverly targeting under-served segments. MG's Comet (starting at ₹6.17 lakh) and Windsor EVs are gaining ground. It is pertinent that nonSUVs—including compact city cars, MUVs and sedans—together account for 46 per cent of India's auto sales. 'Our ABC philosophy—A–segment price, B–segment size, C–segment space—is exactly what the urban consumer wants,' says Anurag Mehrotra, MD of JSW MG Motor India. 'We look for gaps in the market and align our offerings accordingly,' he adds. MG and BYD have adopted a premium, tech forward strategy, targeting urban elites with advanced driver assistance systems (ADAS) , 450+ km range, and sharp designs across body types. Tata and Mahindra are primarily focusing on SUVs like the Nexon EV and XUV400 (under ₹15 lakh). It helps that brands like MG and BYD use modular EV platforms like BYD's e-Platform 3.0 to quickly adapt to different market segments. Offering AI powered infotainment, sleek interiors, fast charging capabilities and strong connectivity features, Chinese EVs outclass even premium western rivals—often at a fraction of the cost. Vehicles like the MG ZS EV and BYD Seal aren't just electric, they are software-defined devices catering to India's increasingly tech-savvy buyers. 'Chinese companies play the volume and pricing game,' says Rajeev Chaba, veteran auto executive and former chairman of JSW MG Motor. 'They are agile, fast to market and quick to respond to customer needs.' BYD is building a premium electric niche, say its dealers. Its ATTO 3, Seal and newly launched Sealion 7 ( ₹30-55 lakh) are positioned as luxury-tech powerhouses—offering compelling alternatives to western brands atone-fourth the cost. Operating in a more premium price range, they aim to sell 15,000 units in 2025. WAY OF THE FUTURE The Chinese are doing this in India with what is essentially last year's tech. What should make India—and even western carmakers—worry is that China's march up the Indian EV table is happening even as they are prepping even better cars back home. The Shanghai Auto Show 2025 underscored China's global ambitions as well as tech prowess. With 1,400 cars from 26 countries and over 1 million attendees, the show revealed just how far Chinese EV tech has advanced. From ultra-fast chargers to flying cars and in-car theatres, the event showed how far ahead China is. A sample. BYD's 1,000 kW chargers deliver 259 miles in just 5 minutes. CATL has gone even further: 323 miles in 5 minutes at 1,300 kW. Next-gen models with eye-popping power and tech include BYD Denza Z (1,000 hp), Xiaomi SU7 Ultra (1,526 hp), and Jetour G900 (with water propulsion). Then there are breakthroughs in autonomous driving like level-3 self-driving by Xpeng and Zeekr, as well as steer-by-wire and brake-by-wire tech from Nio, IM Motors and Changan. Interiors stand out in Nio ET9 while Huawei AITO M9's in-car projector is unlike anything seen in an automobile. There are affordable EVs too—Xpeng's M03 Mona ($16,800-22,000) and Chery's iCar V23 ($13,000) show China's commitment to mass-market accessibility. As if all this wasn't enough, flying cars—Xpeng's electric vertical take-off and landing (eVTOL) concepts and CATL's urban air mobility plans—revealed China's long-term ambitions. Meanwhile, the western brands looked conservative by comparison. Even high-end players like Volkswagen and Toyota focused on catch-up features, while Chinese models led in innovation, speed-to-market and customer delight. China's dominance in the EV space is no accident. Decades of government policy, fierce domestic competition (supercharged by Tesla's early presence) and a national obsession with technology have helped Chinese automakers surge ahead. Today, China controls 85 per cent of the world's battery manufacturing capacity, giving it an unmatched cost and tech advantage. At its core, China's automotive rise was a carefully cooked recipe with the following ingredients: 1. Government foresight : Subsidies, charging infrastructure and export incentives fuelled an EV-first ecosystem. 2. Scale and speed : China moved fast—from concept to showroom in under 24 months. 3. Vertical integration : Battery, software and car production happen under one roof. 4. Global vision: From budget hatchbacks to luxury SUVs to eVTOLs, China builds for every customer segment globally. Add to this the alleged instances of corporate espionage on western automotive firms, and the dish is ready. So much so that while earlier innovation flowed from West to East, now it's the reverse. Chinese automakers are setting global standards in EV design, software, battery tech and autonomous driving. 'In many ways, the West is now playing catch-up,' says Ravi Bhatia, president of auto market researcher Jato Dynamics. 'China isn't just innovating faster, it is commercialising at scale.' ROADBLOCK CALLED GEOPOLITICS It would be a relief to Indian and western automakers in the country that geopolitical tensions and India's FDI restrictions have complicated Chinese OEM expansion. If the Chinese were less antagonistic and more conciliatory—like the Japanese in the 1980s—this would be an easy story of success, akin to what Suzuki did with Maruti in the 1980s. Thankfully for other automakers, they are not, and as a result Chinese OEMs face FDI restrictions, due to which they have challenges like 110 per cent import duties on cars built elsewhere. MG's tie-up with JSW and BYD's alliance with MEIL (Megha Engineering & Infrastructures Ltd) are efforts to localise and sidestep such regulatory barriers. MG has invested ₹4,000 crore to expand Indian capacity to 300,000 units. BYD, with ₹1,600 crore invested, eyes India as an export hub for South Asia. Their portfolios remain narrow—MG has three EVs, BYD has four. For now. As and when they do bring their latest to India, aided by partnerships with Indian companies, it would become tougher for Indian automakers. MG has 380 dealerships across 170 cities, aiming for 520 by the end of 2025, while BYD is expanding from 24 to 63 outlets, focusing on high-end metro buyers and B2B. With a slew of western names with Chinese connections, like Leapmotor (via Stellantis) and Geely (through Volvo), entering the fray, the Indian EV market is entering its most competitive phase yet. As Bhatia puts it, 'Chinese EV makers are leapfrogging. EV's 2.6 per cent share in India is just the beginning. The real battle lies in who defines what a car will be in the next decade.' WATCH OUT Players like Tata Motors and Maruti Suzuki face a stark choice: rapidly localise battery and EV production under India's production-linked incentive (PLI) schemes or risk falling behind. 'Maruti Suzuki's delayed EV launch with the Grand Vitara, unveiled at the latest auto show, reflects a cautious approach amid India's sluggish EV adoption. Swift action is critical to regain momentum in this niche but growing market,' says Bhatia. They also have to invest in innovation and hire non-traditional talent to reimagine the automobile the way the Chinese have done. What might also help is looking at the market beyond SUVs. While Indian auto companies benefit from strong brand loyalty and a vocal for local appeal, Chinese brands are slowly overcoming scepticism with reliability, tech, value and a variety of body types. That gap will increase if extraordinary effort doesn't go in. They are clearly trying. Tata's and Mahindra's Inglo platforms have cut costs and sped up production. Mahindra is investing ₹12,000 crore by 2027 to ramp up EV and battery manufacturing. It also recently launched BE 6e and XEV 9e in the ₹22-30 lakh price range. Both Mahindra and Tata have lined up several premium electric PV launches for 2025. Tata Motors' premium electric SUV Avinya is expected towards the end of the year. But the broader story is clear: China has redefined what a car can be and what global consumers expect. For Indian and western players alike, the lesson is clear: adapt, localise and innovate even more—or be left behind in the rear-view mirror of a fast-moving Chinese EV.
Time of India
3 days ago
- Automotive
- Time of India
Dragon in the driving seat: As China becomes the epicentre of the electric age, India feels the tremors
Tired of too many ads? Remove Ads Tired of too many ads? Remove Ads Tired of too many ads? Remove Ads Here's something you should do. Open Google and type Shanghai Auto Show. Then feast on the future of the that is not an exaggeration. From Jetour G900 to Jetour F700 to Xiaomi SU7 Ultra to BYD Denza Z to Chery iCar V23 to Zeekr Mix to SongSan Summer to BAIC ArcFox 77 o to JAC Motors Define-S, it was the shape of the future on these, the Xiaomi SU7 Ultra was a fourseater car that had destroyed the Nurburgring (a racing circuit in Germany where the world's fastest cars set a time for bragging rights) lap record, bettering Rimac Nevera, a hypercar, and the Porsche Taycan Turbo tech magazine Wired put it, the autoshow was a warning to the West. Auto journalists from Motortrend , a US magazine, called it 'a mindmelting mass of color and noise, hardware and software wrought as cars and trucks and SUVs that at times defy comprehension and categorization'.The West dominated the era of fossil fuel-chugging cars. China is now defining the electric era in automobiles as its undisputed epicentre. Once clunky, fossil fuel-guzzling machines, cars are now smart and connected. They are akin to an electronic device rather than a mechanical one, and this transformation is most vividly playing out in as Tesla , the world's preeminent EV automaker, announced its plans to open its showroom in the Maker Maxity Mall at the Bandra Kurla Complex in Mumbai on July 15, India—the world's third largest auto market —would be feeling the heat more from the heft of the Chinese EVs in the coming days. India 's electric passenger vehicle (PV) market, though still nascent at 2.6% of total vehicle sales in 2024, is charging up. Tata still leads with an approximately 35% EV market share in the first half of this year, but the game is evolving fast. Buoyed by the success of the Windsor EV, MG Motor India commands nearly 30% of the EV market. Tata Motors has been the leader of the EV pack for a while, but JSW MG Motor India is snapping at its heels. Its Windsor EV, a minivan, an MPV in the era of SUVs, has become a runaway hit with in India, the Chinese have become smart in positioning, and in finding niches that rivals have moved away Indian OEMs continue to prioritise SUVs—54% of all car sales in 2024—Chinese automakers are cleverly targeting under-served segments. MG's Comet (starting at ₹6.17 lakh) and Windsor EVs are gaining ground. It is pertinent that nonSUVs—including compact city cars, MUVs and sedans—together account for 46% of India's auto sales.'Our ABC philosophy—A–segment price, B–segment size, C–segment space—is exactly what the urban consumer wants,' says Anurag Mehrotra, MD of JSW MG Motor India. 'We look for gaps in the market and align our offerings accordingly,' he and BYD have adopted a premium, tech forward strategy, targeting urban elites with advanced driver assistance systems (ADAS) , 450+ km range, and sharp designs across body types. Tata and Mahindra are primarily focusing on SUVs like the Nexon EV and XUV400 (under ₹15 lakh).It helps that brands like MG and BYD use modular EV platforms like BYD's e-Platform 3.0 to quickly adapt to different market segments. Offering AI powered infotainment, sleek interiors, fast charging capabilities and strong connectivity features, Chinese EVs outclass even premium western rivals—often at a fraction of the cost. Vehicles like the MG ZS EV and BYD Seal aren't just electric, they are software-defined devices catering to India's increasingly tech-savvy buyers.'Chinese companies play the volume and pricing game,' says Rajeev Chaba, veteran auto executive and former chairman of JSW MG Motor. 'They are agile, fast to market and quick to respond to customer needs.'BYD is building a premium electric niche, say its dealers. Its ATTO 3, Seal and newly launched Sealion 7 ( ₹30-55 lakh) are positioned as luxury-tech powerhouses—offering compelling alternatives to western brands atone-fourth the cost. Operating in a more premium price range, they aim to sell 15,000 units in Chinese are doing this in India with what is essentially last year's tech. What should make India—and even western carmakers—worry is that China's march up the Indian EV table is happening even as they are prepping even better cars back Shanghai Auto Show 2025 underscored China's global ambitions as well as tech prowess. With 1,400 cars from 26 countries and over 1 million attendees, the show revealed just how far Chinese EV tech has advanced. From ultra-fast chargers to flying cars and in-car theatres, the event showed how far ahead China is.A sample. BYD's 1,000 kW chargers deliver 259 miles in just 5 minutes. CATL has gone even further: 323 miles in 5 minutes at 1,300 kW. Next-gen models with eye-popping power and tech include BYD Denza Z (1,000 hp), Xiaomi SU7 Ultra (1,526 hp), and Jetour G900 (with water propulsion).Then there are breakthroughs in autonomous driving like level-3 self-driving by Xpeng and Zeekr, as well as steer-by-wire and brake-by-wire tech from Nio, IM Motors and stand out in Nio ET9 while Huawei AITO M9's in-car projector is unlike anything seen in an automobile. There are affordable EVs too—Xpeng's M03 Mona ($16,800-22,000) and Chery's iCar V23 ($13,000) show China's commitment to mass-market if all this wasn't enough, flying cars—Xpeng's electric vertical take-off and landing (eVTOL) concepts and CATL's urban air mobility plans—revealed China's long-term the western brands looked conservative by comparison. Even high-end players like Volkswagen and Toyota focused on catch-up features, while Chinese models led in innovation, speed-to-market and customer dominance in the EV space is no accident. Decades of government policy, fierce domestic competition (supercharged by Tesla's early presence) and a national obsession with technology have helped Chinese automakers surge ahead. Today, China controls 85% of the world's battery manufacturing capacity, giving it an unmatched cost and tech its core, China's automotive rise was a carefully cooked recipe with the following ingredients:1.: Subsidies, charging infrastructure and export incentives fuelled an EV-first ecosystem.2.: China moved fast—from concept to showroom in under 24 months.3.: Battery, software and car production happen under one budget hatchbacks to luxury SUVs to eVTOLs, China builds for every customer segment to this the alleged instances of corporate espionage on western automotive firms, and the dish is much so that while earlier innovation flowed from West to East, now it's the reverse. Chinese automakers are setting global standards in EV design, software, battery tech and autonomous driving. 'In many ways, the West is now playing catch-up,' says Ravi Bhatia, president of auto market researcher Jato Dynamics. 'China isn't just innovating faster, it is commercialising at scale.'It would be a relief to Indian and western automakers in the country that geopolitical tensions and India's FDI restrictions have complicated Chinese OEM the Chinese were less antagonistic and more conciliatory—like the Japanese in the 1980s—this would be an easy story of success, akin to what Suzuki did with Maruti in the for other automakers, they are not, and as a result Chinese OEMs face FDI restrictions, due to which they have challenges like 110% import duties on cars built tie-up with JSW and BYD's alliance with MEIL (Megha Engineering & Infrastructures Ltd) are efforts to localise and sidestep such regulatory barriers. MG has invested ₹4,000 crore to expand Indian capacity to 300,000 units. BYD, with ₹1,600 crore invested, eyes India as an export hub for South portfolios remain narrow—MG has three EVs, BYD has four. For now. As and when they do bring their latest to India, aided by partnerships with Indian companies, it would become tougher for Indian automakers. MG has 380 dealerships across 170 cities, aiming for 520 by the end of 2025, while BYD is expanding from 24 to 63 outlets, focusing on high-end metro buyers and a slew of western names with Chinese connections, like Leapmotor (via Stellantis) and Geely (through Volvo ), entering the fray, the Indian EV market is entering its most competitive phase Bhatia puts it, 'Chinese EV makers are leapfrogging. EV's 2.6% share in India is just the beginning. The real battle lies in who defines what a car will be in the next decade.'Players like Tata Motors and Maruti Suzuki face a stark choice: rapidly localise battery and EV production under India's production-linked incentive (PLI) schemes or risk falling behind.'Maruti Suzuki's delayed EV launch with the Grand Vitara, unveiled at the latest auto show, reflects a cautious approach amid India's sluggish EV adoption. Swift action is critical to regain momentum in this niche but growing market,' says also have to invest in innovation and hire non-traditional talent to reimagine the automobile the way the Chinese have done. What might also help is looking at the market beyond Indian auto companies benefit from strong brand loyalty and a vocal for local appeal, Chinese brands are slowly overcoming scepticism with reliability, tech, value and a variety of body types. That gap will increase if extraordinary effort doesn't go are clearly trying. Tata's and Mahindra's Inglo platforms have cut costs and sped up production. Mahindra is investing ₹12,000 crore by 2027 to ramp up EV and battery manufacturing. It also recently launched BE 6e and XEV 9e in the ₹22-30 lakh price range. Both Mahindra and Tata have lined up several premium electric PV launches for 2025. Tata Motors' premium electric SUV Avinya is expected towards the end of the the broader story is clear: China has redefined what a car can be and what global consumers expect. For Indian and western players alike, the lesson is clear: adapt, localise and innovate even more—or be left behind in the rear-view mirror of a fast-moving Chinese EV.
Yahoo
6 days ago
- Automotive
- Yahoo
Pony AI's Gen-7 Robotaxi enters mass production
Pony AI has commenced the mass production of its seventh-generation (Gen-7) Robotaxi, propelling the company towards its target of a 1,000-vehicle fleet by the end of the year. In April, the company revealed its Gen-7 autonomous driving system at the Shanghai Auto Show and has since initiated 'mass production' of the Guangzhou Automobile Group (GAC) in June, and Beijing Automotive Industry Corporation (BAIC) Gen-7 Robotaxi models in July. Following the commencement of mass production, Pony AI also started road testing in Guangzhou and Shenzhen, moving from laboratory and closed-track testing to real-world traffic scenarios. The Gen-7 system features a platform-based design for quick adaptation across different vehicle models and is said to be the first in the world to leverage 100% automotive-grade components. It is claimed to reduce bill-of-materials expenses for the autonomous driving kit by 70% as compared to the earlier generation. Established in 2016, Pony AI operates in China, East Asia, the Middle East, and Europe. Utilising its vehicle-agnostic virtual driver technology, which merges the software, hardware, and services, the company is said to be forging a commercially viable business model. This model facilitates the mass production as well as the deployment of vehicles for various transportation needs. In a move to expand its global footprint, Pony AI partnered with Dubai's Roads and Transport Authority in May 2025, aiming to introduce the advanced robotaxi fleet to the Middle Eastern region. In April, joined forces with Tencent Cloud and Smart Industries Group, the cloud business division of Tencent Holding, to progress autonomous driving technology. "Pony AI's Gen-7 Robotaxi enters mass production" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Yahoo
25-06-2025
- Automotive
- Yahoo
Intel hits the brakes on its automotive business, and layoffs have started
Intel is shuttering its automotive architecture business and laying off most of its staff as part of a broader restructuring at the chipmaker. The news was first reported by The Oregonian/Oregon Live, which cited an internal memo that was shared with employees Tuesday morning. Intel confirmed to TechCrunch that plans to wind down the auto business were communicated internally on Tuesday. 'As we have said previously, we are refocusing on our core client and data center portfolio to strengthen our product offerings and meet the needs of our customers,' according to a company statement provided by spokesperson Cory Pforzheimer. 'As part of this work, we have decided to wind down the automotive business within our client computing group. We are committed to ensuring a smooth transition for our customers.' Pforzheimer said the company does not disclose the number of affected employees based on specific region, location, or business. Intel's automotive business might not be the dominant revenue generator at the semiconductor company, but the division has been active in automated vehicle technology and the emerging trend of so-called 'software-defined vehicles.' Intel made numerous multi-million investments in automotive, particularly during the heady and early days of autonomous vehicle tech that kicked off around 2015. Back then, the company's venture arm committed to invest $250 million into automotive tech. Its profile was lifted after Intel acquired Mobileye in 2017 for $15.3 billion in a bid to expand its self-driving tech. Mobileye would later spin out as a standalone publicly traded company, in which Intel is a major shareholder. In 2020, Intel's automotive business acquired Moovit in a deal that valued the Israeli startup at $900 million. The layoffs come six months since Intel's automotive business showcased its technology at the global tech trade show CES 2025. Intel Automotive, while not one of the company's dominate businesses, has tried to sell automakers on its software-defined vehicle technology, which included an AI-enhanced system-on-chip designed for vehicles and set for production by the end of 2025. The company debuted the SoC at the Shanghai Auto Show in April. But the division's future looked shaky by April — even as it met with Chinese automakers at the Shanghai Auto Show — when new CEO Lip-Bu Tan warned Intel employees of layoffs across the company due to falling sales and a dim outlook. Earlier this month, the company said it planned to lay off 15% to 20% of workers in its Intel Foundry division starting in July. Intel Foundry designs, manufactures, and packages semiconductors for external clients. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
