What's new

Indian Economy-News & Updates

How is the plan?

  • Good

    Votes: 161 61.7%
  • Average

    Votes: 53 20.3%
  • Poor

    Votes: 47 18.0%

  • Total voters
    261
i don't know about india,but there are lots of problem in china's village ,the coverage rate of basic oldage pension and medical insurance systems is very low, hope the recent medical reform and government grants will make the situation better,CP should always remember it's the peasant gived them the jobs.水能载舟,亦能覆舟
 
.
The Prospects of a Country on the Rise

July/August 2009

Edward Luce

EDWARD LUCE is Washington Bureau Chief of the Financial Times and the author of In Spite of the Gods: The Strange Rise of Modern India.


"Businessmen, after all, do not usually make good public intellectuals," writes Nandan Nilekani early in his book, as he recalls discussing with a friend whether to put finger to keyboard. A few pages later, he describes himself as an "avid amateur" when it comes to modern India's political economy. Avid and proficient, it turns out, for his efforts have produced one of the best and most thought-provoking books on India in years. Few Indian, or indeed Western, businesspeople would be capable of drafting such a dispassionate and self-critical account of their country's prospects. And perhaps no other Indian public intellectual could write across so many disciplines -- politics, economics, finance, education, the environment -- with as much clarity and acuity.

Nilekani's book, Imagining India, charts how India arrived at the potentially transformative moment it has reached today and describes the gargantuan challenges the country will have to overcome if it is to fulfill that potential. ("Potential" is always a key word with India, which explains why the titles of so many books about this extraordinary country begin with Imagining . . . or The Idea of . . . or The Invention of . . .) Nilekani, one of the most prominent faces of India's success in information technology (IT), is especially well qualified to write this book. As a co-founder of Infosys, the country's second-largest IT company and one of its biggest earners of foreign exchange, he both departs from the traditional Indian way of doing business and embodies its recent promise.

First, Nilekani did not inherit his business or his wealth. His father, a smalltime mill manager and a supporter of Jawaharlal Nehru, India's first prime minister, raised him to believe that the state, rather than the private sector, would provide for India's future. Nilekani remembers the logic that dominated in those days: "Why allow wealth to be created in private hands where it would probably be used for nefarious purposes?"

Second, Nilekani is a risk taker. Nobody, including his father, gave him or his company much chance of success when he was talking about launching it in 1981. He remembers one conversation: "'Don't be an idiot,' an uncle told me. 'A start-up will find it impossible to do business here.' Two decades later, however, I was being fêted as a first-generation entrepreneur, and my socialist father was in attendance at each of Infosys's shareholder meetings."

Third, Nilekani is a genuine philanthropist. In a country where giving private wealth usually involves building a temple to a Hindu god and receiving pride of honor there for generations, Nilekani is a socially progressive altruist. He has given millions of his own wealth to improve civic governance in his hometown, Bangalore, and education at his alma mater, the renowned Indian Institute of Technology Bombay. (In contrast, Mukesh Ambani, India's richest man and the chief executive of Reliance Industries, a company founded by his late father, is building a $1 billion home with 27 floors and accommodation for 600 servants on the site of a former orphanage in Mumbai.)

Finally, Nilekani is a meritocrat. This should be unremarkable, but with its caste system, Indian society is entangled in perhaps the world's most binding network of traditional social ties and obligations. Both in theory, through his stated dislike for kith-and-kin patronage in public life, and in practice, as co-chair of a company that has provided many lower-caste Indians with a ladder to wealth and respectability, Nilekani is an unapologetic modernist.

THE STRENGTH OF WEAKNESSES

Imagining India is essentially divided into two halves. The first explains why democratic, English-speaking India is starting to achieve its potential and how that could lead to a globally influential position for the country. The second catalogs the often-alarming, although never alarmist, reasons why the country could still fall apart.

"India now stands evenly balanced, between [Indians'] reluctance to change in the face of immense challenges and the possibilities we have if we do tackle these issues head-on," Nilekani writes, in reference to the country's dismal public health policies, growing energy deficit, and unwillingness to confront environmental problems. "In the long term we will either become a country that greatly disappoints when compared with our potential or one that beats all expectations."

Nilekani makes a persuasive case that key attributes, some of which were once seen as India's weaknesses, have "matured at the same time" and together have become strengths. For example, although for years after independence many Indians saw the English language as a humiliating reminder of British imperial rule, it has been an essential ingredient of India's growing competitiveness and one of the few decisive advantages India has over China. (A chapter title of Imagining India says it all: "The Phoenix Tongue: The Rise, Fall and Rise of English.") Whereas India's state governments were until recently trying to stamp out English in schools -- an effort as ineffective, fortunately, as many other misguided policies -- nowadays even communist West Bengal and Hindu-nationalist Gujarat have made the teaching of English compulsory starting in the first grade.

Or take two other former "weaknesses": India's often-chaotic democracy and its booming population. In the 1970s and 1980s, Indians and foreigners alike bemoaned the fact that New Delhi, unlike Beijing, could not control the country's galloping population growth. Autocratic China was believed to have a clear advantage over India because it could do things like limit families to one child apiece. No sane Indian politician would propose such a measure; it would have guaranteed defeat at the ballot box, writes Nilekani. Prime Minister Indira Gandhi did attempt draconian population control once during India's only brief spell of autocracy in the 1970s by imposing a brutal sterilization policy on millions of India's poor, particularly its Muslim poor. She was booted from power as soon as free elections were restored.

Gandhi's failure three decades ago has become India's twenty-first-century "demographic dividend." Starting in 2015, the ratio of workers to retirees in China will start to drop relentlessly, imposing a large and then growing tax on production and creating a severe policy challenge for a communist state that has yet to devise a modern social safety net. In India, by contrast, the median age is 25 years and falling. India's increasing youthfulness will boost savings rates and economic growth almost as far as the eye can see. In this respect, at least, India's "democracy tax" would appear to be an advantage.

Another of India's great weaknesses historically has been its addiction to bureaucracy: near-infinite paperwork offers the government middlemen who master it many opportunities for corruption. And although much of that remains, large parts of the Indian state, most important, its tax-collection operations, have become IT savvy in recent years thanks to the demonstration effect provided by the extraordinary growth of India's private sector.

When computer imports were first proposed in the 1960s, Indian parliamentarians described them as "man-eating machines." Now, computer-related business generates millions of jobs. The communist government of West Bengal has even banned strikes at local call centers -- an extraordinary step for authorities backed by trade unions and a far cry from the day, in the 1980s, when a bureaucrat called the first computers to enter Indian government offices "advanced ledger posting machines."

It is now widely acknowledged that India has benefited from this ALPM revolution. By putting an end to the culture of "export pessimism" and helping create a dynamic private sector, people such as Nilekani have given their country a perfect demonstration of what Indian businesses can achieve overseas. Gone are the days when Indian products were known for their "terrible quality" -- "yellow paper, refrigerators that didn't cool and cars that backfired on their way off the assembly line," as Nikelani puts it. Gone, too, are the days when kleptocrats could stuff the ballot boxes. India's fully electronic and much more tamper-resistant voting system was on full display in India's general elections in April and May.

AFTER THE RISE

Challenges -- to use a polite word -- still loom, of course, and Nilekani's book really comes into its own in describing those. By far the most worrying ones relate to India's rapid environmental degradation and shortsighted energy policies. On these issues, it is again Gandhi, that towering figure of strength -- "the only man in a cabinet of old women," according to one wit of her time -- who now looks like the leading culprit. By proclaiming "development before environment," she created a mindset that endures.

She was not alone in endorsing this approach, but governments in the West have gotten away with it more easily. For much of the nineteenth and twentieth centuries, European powers could plunder their resource-rich colonies while exporting any surplus population there. But India today has no such outposts and no possibility of gaining any either. It is four times as populous as the United States with just one-third the territory. And New Delhi cannot plead ignorance of the consequences of environmental degradation at home (brown clouds, chemicals in rivers -- holy rivers, no less) or abroad (global warming). After all, the Intergovernmental Panel on Climate Change, which is headed by the Indian scientist Rajendra Pachauri, shared the Nobel Peace Prize with former U.S. Vice President Al Gore in 2007.

Which is why it is particularly vexing to hear Indian leaders declare that global warming is "nothing more than a 'Western conspiracy' meant to keep India poor and underdeveloped," as Nilekani recalls one cabinet minister telling him in an all-too-believable aside. Nilekani argues that given India's population density and shocking level of deforestation, its government must transcend the dichotomy between development and the environment. Soil degradation has reduced India's agricultural output by roughly one-fifth, and growing salination caused by poor water usage will cut output further still.

Indeed, India has already suffered so much environmental degradation at such a low level of development that it is now at risk of squandering perhaps its biggest achievement since independence: food security. Today, India has a food surplus: it exports a small amount of food and stores a large quantity in warehouses in case of famine. But according to Nilekani, if current trends continue, by 2030 it will need to import 30 percent of the food it consumes. It is already a prominent victim of global warming, and yet Indian politicians continue to see climate change through the prism of postcolonial rhetoric. The melting of the Himalayan glaciers has turned the once-bounty-providing grand rivers of Asia -- the Ganges, the Brahmaputra, the Irrawaddy -- into dry riverbeds for much of the year.

Then there is the deteriorating quality of life. India's biggest cities are grinding to a halt with the rapid rise in private vehicle ownership. There are just two private vehicles for every 100 Indians, compared with more than 80 cars per 100 Americans. An India that advanced even one-tenth of the way toward the United States' version of a modern lifestyle would be a vision of purgatory. Describing the risk that ever-worsening congestion will lead to ever-tighter economic bottlenecks, Nilekani departs from his usually understated prose: "If we ignore these warnings and eventually see our growth rates tumble as our economy becomes unsustainable, we will have no-one to blame but ourselves."

Nilekani issues much the same cry of alarm regarding energy. India is blithely spewing out an increasing quantity of coal-fired emissions, exceeded only by China. The story of development is, of course, a story about carbon. As the West developed, its carbon usage grew, and so it is with India today. But it would be absurd for India to cut off its nose to spite its face by following the high-consumption route taken by the United Kingdom, the United States, and other countries as they industrialized simply because that was the route they took. At the moment, India imports 70 percent of its oil; it is expected to be importing 90 percent by 2025. As a result, Nilekani argues, India's development model now faces the "triple challenge of global warming, rising costs and insecure energy supplies."

Happily, India's relatively low level of development offers the country a hidden advantage, namely, the chance to leapfrog intermediary stages of progress. It exploited this advantage during its recent deregulation of the telecommunications sector: the absence of a deeply entrenched network of fixed phone lines enabled it to move directly to mobile telephony. Twenty years ago, it took educated city people months, sometimes years, to get a fixed line installed; today, even impecunious villagers can afford to buy a cell phone off the shelf. More than ten million new subscribers sign up for service every month.

If only Indian policymakers would take note, they could also turn the country's relative lag when it comes to energy and the environment into an advantage. Nilekani offers many solutions, including building an integrated national gas grid to transport India's growing supply of relatively clean natural gas. Many of the world's most promising biotechnology and alternative-fuel entrepreneurs are Indians based in Silicon Valley. India could create a more attractive venture-capital sector to lure back more of its own scientists and entrepreneurs from abroad. Examples of potentially transformative Indian products that are already being developed at home include the $25 laptop and a carbon-positive electric car, which has a photovoltaic sunroof. Many more would be in the pipeline if India had a U.S.-style financial system for start-ups.

IN PRACTICE

The only area in which Nilekani's solutions come across as either impractical or unrealistic is in his treatment of Indian politics, the necessary vehicle for reform. If Indian politicians were like Nilekani, there would be reason to be optimistic about India's future. India possesses the human know-how and natural resources to surmount its challenges. For example, it could devote much more agricultural land to growing biofuel crops such as switchgrass -- a move that would expand its energy stocks and relieve the country's much-abused water table, which is being drained by water-guzzling crops such as rice and wheat. But reform would mean getting rid of the layer of bureaucrats and the groups of farmers who live off India's lavish and grossly corrupt subsidy system. Maintaining India's existing system of patronage-based subsidies is the raison d'être of many lower-caste political parties, which are essential partners for the formation of coalition governments.

Nilekani does spot some hopeful trends in Indian politics, for example, the country's move away from a top-down "cathedral model" of the state toward a more decentralized "bazaar model" that draws on the country's "open source" talents. He is right to identify this. But India is no closer to being a "deliberative democracy," despite what he optimistically avers, than Italy was in the 1950s (or is today, for that matter). That said, as Nilekani rightly points out, China's worse record on some of these issues means that Indian democracy continues to be preferable to Chinese autocracy.

For good or for ill, the decisions of Indians will hold ever greater sway over the fates of other countries, including that of the United States. The solutions to India's enormous problems may not be around the corner, but they deserve very close attention. Nilekani's book is an ideal place to start contemplating India's great challenges and its no-less-breathtaking potential. The world could do with a lot more "avid amateurs" like Nilekani.

India's Fortune
 
.
China for its part, its reforms started in 1978 was to build economic reforms on top of large 'kibbutz' type agricultural reforms typical of the soviet union. While largely successful in increasing state GDP output of agriculture, it never gain individuals to become successful farmers or increase wealth through agriculture. Therefore the huge disparity between the Chinese farmer seeking wealth in large cities against the Indian farmer remaining in the farms of India.

china is lack of cultivated lands,if we cann't creat enough jobs for farmer in the city,the agrarian reform will be very hard to proceed
 
Last edited:
.
china is lack of cultivated lands,if we cann't give farmer enough jobs in the city,the agrarian reform is very hard to proceed

Indian memebers: see this is the diffrence in china and indian thinking they are bloody so far ahead , but still they know where they lack and they accept it and face the bull by his horns.

except for this -so called communism - Chinese accept all the problem they hae and face it. and communism too - if they are happy and loving it - its not a problem.

:cheers:

@ aimarraul borhter - we all know china have a lack of cultivating land - but the idea of - total commercialisation is also hurting china? ( i am asking if it is hurting or not )

in my notion i think there have to be balance between - agriculture and industrialization. since chian got a big population to feed they cant relay on - others for their requirment - because we all know most are jeoalous of china's development and some are just terrified ( just in case china dont like them and for some wweird reason think to hit em) like india. althought its insane to even think china would go on a war with india.
 
Last edited:
.
TO ALL THE INDIAN memebers: see this is the diffrence in china and indian thinking they are bloody so far ahead , but still they know where they lack and they accept it and face the bull by his horns.

except for this -so called communism - Chinese accept all the problem they hae and face it. and communism too - if they are happy and loving it - its not a problem.

:cheers:

@ aimarraul borhter - we all know china have a lack of cultivating land - but the idea of - total commercialisation is also hurting china? ( i am asking if it is hurting or not )

in my notion i think there have to be balance between - agriculture and industrialization. since chian got a big population to feed they cant relay on - others for their requirment - because we all know most are jeoalous of china's development and some are just terrified ( just in case china dont like them and for some wweird reason think to hit em) like india. althought its insane to even think china would go on a war with india.


what are you so exciting about,you have more cultivating land? cultivation is not the only option for chinese famer,there are over 200million migrant workers living in the city,all we have to do is improve their skills and create more jobs in the city,or bring the city to countryside
 
Last edited:
.
we face the same problems...regardless of the article.i was always convinced that the case would be just the converse.china is a communist country...their policy was to rise from below and not let the rich get richer and the poor to keep on trying in their own time, with their own money.
but even then, china has crossed much of the threshold barriers of slowing the economy...it's like a juggernaut now...they have the money to implement varying schemes to pull-up their down-trodden lot.
we are going sloooo-mo...but it works too.and i though the 'grameen yojanas' were for the IAS babus..and that nobody watched 'krishi darshan'...!
 
.
we face the same problems...regardless of the article.i was always convinced that the case would be just the converse.china is a communist country...their policy was to rise from below and not let the rich get richer and the poor to keep on trying in their own time, with their own money.
but even then, china has crossed much of the threshold barriers of slowing the economy...it's like a juggernaut now...they have the money to implement varying schemes to pull-up their down-trodden lot.
we are going sloooo-mo...but it works too.and i though the 'grameen yojanas' were for the IAS babus..and that nobody watched 'krishi darshan'...!

Everyone missed a key clue??? Another propaganda piece by the WSJ. Yes the disparity has increased - however, the whole boat has been lifted up. Another attempt by WSJ at antagonizing India & China....... tisk tisk.

Please see with your own eyes! :smitten: I realized one major truth: We are more similar than we are led to believe. The difference is minute. :cheers:
 
.
Auto sales on a roll, up for 5th straight month

TIMES NEWS NETWORK

New Delhi: Spurred by discounts and easy retail finance, car and passenger vehicle sales raced ahead in June, for fifth month in running, with the top three manufacturers—Maruti, Tata and Hyundai—fuelling the growth. Maruti led the drive as its numbers grew 9.5% at 61,773 units against 56,411 units in June last year on the back of its new compact Ritz. Sales of Maruti’s small-car portfolio were up 22% at 46,156 units against 37,767 units in June 2008.

The combine of Tata Motors and Fiat also gained, led by a four-fold increase in sales of Fiat cars. The combine saw an increase of 11% in June at 19,513 units (17567 units). While Tata Motors’ numbers were flat at 17,039 units (17,017 units), it was Fiat’s sales increased from 550 units in June last year to 2,472 units.

Hyundai’s sales increased by 5% to 23,016 units against 21,881 units last June. “We hope that, in the coming Budget, the government will continue its initiatives which it had taken to support the domestic market. I hope it would take positive steps to support exports,’’ said Arvind Saxena, senior vice-president, Hyundai India.

Luxury carmaker Honda, which launched the Jazz hatchback last month, saw a 6.5% surge in sales at 5,039 units. Mahindra’s utility vehicle sales were up 56% at 17,653 units.

Two-wheeler sales were also healthy with Hero Honda witnessing a 24% surge at 3.65 lakh units against 2.95 lakh units in June last year. TVS also saw a 12% increase in sales, while sales for Honda Motorcycle and Scooter India (HMSI) grew 28%.

13446067ba29ed0ba987b5b2747baef2._.jpg
 
.
Can India run ahead of China? - Views - livemint.com

Indians have for long suffered from an advanced case of China envy. It has never been just a question of higher growth rates in China. Visitors from India have also inevitably come back with breathless tales about the new downtown Shanghai, the magnetic levitation trains or the new highways being built across that country.
However, the World Bank said on Monday that India is expected to grow at a slightly faster pace than China in 2010. And the two economies will expand at around the same rate in 2011.

Is this a turning point in the long race between the hare and the tortoise?
There is little doubt that the gap between the rates at which the two emerging giants are growing has started narrowing. China used to grow around 3 percentage points faster than India earlier this decade. That gap has now narrowed to the point of insignificance in the past couple of years, even without discounting China’s dodgy macroeconomic numbers.
This change is likely to be enduring for several reasons. First, China is more exposed to the vagaries of the world market because of its high trade intensity. A Japan-style secular slowdown in the US and Europe over the next decade will hurt China more than India unless China moved beyond its admittedly successful mercantilism.

Second, the foreign direct investment boom in China since the mid-1990s pushed up its investment rate, enabled technology transfer and plugged the nation into global supply chains. All this took China closer to the global efficiency frontier, but it now seems that diminishing returns are setting in. Future growth will have to depend more on domestic demand and local innovation, which means that China will have to change its growth model.
Third, China is a fast ageing society, thanks to a one-child policy. This demographic change will increase dependency ratios and social costs.
India seems to be on a stronger wicket right now, thanks to its higher dependence on domestic demand, its vibrant entrepreneurial culture and a young population. But that should not mean that catching up or overtaking China is inevitable.

The joker in the pack is the quality of national leadership. India needs to do several things if it has to realistically overtake China in the next decade: economic reforms, better infrastructure, less bureaucracy and intensive skill development, for example.

The ending excerpt sums it all IMO. India has all the chances of overtaking China earlier than excepted, provided that political class cooperates.
 
.
Coming to an Ex–Car Dealer Near You: Pickups from India

Dramatically weakened by recession, U.S. automakers in the next few years are likely to be challenged on their home turf by car manufacturers from the developing world. But while the Chinese were expected to be the first to land in North America, it now looks like India will beat China to the U.S. market — and not with cars, but with light trucks.

By the end of the year, Mumbai-based conglomerate Mahindra & Mahindra — best known outside India for manufacturing tractors — plans to launch two-door and four-door compact pickups that would compete with established brands such as the Toyota Tacoma, the best-selling compact truck in the U.S., and the Ford Ranger. Powered by clean-burning diesel engines and tailored for U.S. buyers, prices for the as-yet-unnamed pickups will range from $20,000 to $30,000, says Pawan Goenka, president of Mahindra & Mahindra's automotive business. The company also plans to launch two SUVs, called the Scorpio and the Bolero, in the U.S. next year.

Mahindra & Mahindra, which has annual sales of $6.3 billion, is the third largest tractor company in the world and India's largest SUV maker. The company is no stranger to North America — it's been selling tractors in the U.S. since 1995 and has assembly plants in Texas, Georgia and California.

By launching vehicles aimed at American consumers, the Indian company is wading into a market that has been decimated by higher fuel costs and plunging sales amid a recession that has driven General Motors and Chrysler to restructure under bankruptcy-court protection. U.S. sales of gas-guzzling SUVs have fallen from a peak of 2.84 million in 2003 to just 1.26 million last year, according to J.D. Power and Associates. SUVs accounted for 17.1% of U.S. auto sales in 2003; in the first five months of 2009, SUVs made up just 7.8% of the market.

Goenka, however, says Detroit's woes create opportunities for new brands to gain a foothold in the U.S., which remains the top market in the world for light trucks. "The automakers' struggles have definitely given us an opening," says Goenka, who spent 14 years in GM's research and development division. For one thing, Chrysler, GM and Ford are steering away from trucks and SUVs and toward smaller cars, leaving room for newcomers. And as the Big Three shed hundreds of dealerships, Mahindra & Mahindra, along with its U.S. partner Global Vehicles of Alpharetta, Ga., is finding it easier to establish a sales network. Global Vehicles, an auto importer and distributor, has signed up 336 dealers, some of them former outlets for GM, Chrysler and Ford, in 50 states, says John Perez, the company's CEO.

Although Chinese carmakers like Geely Automobile Holdings and Chery Automobile have announced plans to break into the U.S., so far none have been able to secure distribution networks.

Despite the weakened state of U.S. automakers, Mahindra & Mahindra will face a tough battle convincing consumers to switch truck brands, analysts say. "The pickup market is one of the most challenging to enter, since the loyalty to Detroit products in this segment is high," says Colin Langan, an auto-industry analyst for UBS Financial Services in the U.S. "A lot depends on pricing, brand recognition, reliability and consumer acceptance," says Darius Lam, associate editor of Autocar Professional, a Mumbai magazine.

Mahindra's truck will be powered by a 2.2-liter engine, which uses clean-diesel technology that complies with California's stringent emissions requirements. Diesel could give the Indian truck an advantage: it offers better fuel efficiency than that of rival gasoline-powered pickups. "Most [competing] vehicles do not offer diesel, which gives better fuel economy, making the Mahindra pickup unique," says Langan. "It may appeal to cost-conscious businesses."

Perez notes that the Mahindra pickup, while capable of getting 30 m.p.g., will have a payload capacity of 2,700 lb. In comparison, the Toyota Tacoma has a payload capacity of 1,570 lb. and delivers 26 m.p.g., he says. "Once Americans see that their neighbor has a pickup which gives 30 m.p.g., they'll say, 'Maybe I should look at that,' " Perez says.

But U.S. consumers have in the past shunned diesel-powered vehicles, and it's unclear whether the Mahindra trucks will have a clear advantage when it comes to sticker price. Mahindra says the price, which analysts expect to be about $20,000, will be divulged closer to the December launch date. Perez says the trucks "will not be cheap, but will be reasonably priced." Competitors have base models starting at about $15,000. "Mahindra will have to tread the thin line between cheap and value," says Mohit Arora, J.D. Power's senior director for India. "Too cheap will affect quality perceptions, while a higher price will alienate buyers."
(See pictures of the world's cheapest car.)


Mahindra will also have to contend with skepticism surrounding the made-in-India tag. Indian companies are recognized by Americans for outsourcing and call centers, not for manufacturing prowess. The most famous Indian manufacturer today may be Tata Motors, which garnered international recognition earlier this year when it launched its $2,000 minicar, the Nano. Tata plans to start selling the Nano in the U.S. in 2011.

To create brand awareness for its pickups and SUVs, Mahindra is expected to spend about $20 million on Internet and print advertising leading up to the trucks' debut. The vehicles will be imported from India; the company has no immediate plans to build pickups in the U.S.

Mahindra and its U.S. partner have been working closely to design trucks that suit American tastes. Whenever newly minted U.S. dealers have visited Mahindra's production and research facilities in India, they have come armed with cups from McDonald's and Starbucks to test the size of the cup holders. Even the seats will be larger than those on Mahindra vehicles in India. "We are big guys with big *****," says Perez.

Coming to an Ex-Car Dealer Near You: Pickup Trucks From India - TIME
 
.
Mahindra Will Help India Beat China to U.S. Market With Pickups

June 17 (Bloomberg) -- Mahindra & Mahindra Ltd., India’s largest maker of sport-utility vehicles, is betting its diesel pickup trucks can beat the Chinese to the U.S. market.

Early next year, Mumbai-based Mahindra plans to start selling small 2- and 4-door pickups with a diesel engine that meets California’s strict exhaust rules. U.S. plans for Chinese brands such as Chery Automobile Co. and Geely Automobile Holdings Ltd. have yet to materialize, five years into their announcements.

“Once you establish the brand, volumes will come,” Pawan Goenka, Mahindra’s president in charge of the automotive business, said in a June 16 interview. “There is a hole available to us which is not populated.”

Mahindra’s trucks will arrive in the U.S. even as recession and job losses have pushed auto sales to the lowest in three decades, triggering bankruptcy filings for General Motors Corp. and Chrysler LLC. A weak economy and cheaper diesel prices may help the Indian automaker win buyers seeking a bargain, said industry analyst Eric Noble.

“It’s not a bad time to launch a durable, value-oriented brand,” said Noble, president of Car Lab, an Orange, California-based consulting firm for automakers. “There’s no real competition in compact trucks with a diesel powertrain.”

“Totally Unknown”

With a brand that’s “totally unknown” to U.S. customers, an Indian automaker will face the same challenges Hyundai Motor Co., Toyota Motor Corp. and Honda Motor Co. faced when they entered the world’s largest economy, said Puneet Gupta, a New Delhi-based analyst at CSM Worldwide Inc. In India, Mahindra makes Scorpio and Bolero SUVs.

“It’s a big challenge,” Gupta said. “Selling a very cheap vehicle may not work. Selling in a matured market may also spoil your reputation if your product is not up-to-the expectations of customers there.”

Mahindra’s shares have more than doubled this year in Mumbai trading. That’s the best performance in the benchmark 30- share Sensex index during that period.

The vehicles will be “competitive” with similar vehicles in the range of $20,000 to less than $30,000, Goenka said, without giving a specific price. The company has spent between $60 million and $70 million in reworking its Scorpio SUV into a pickup for the U.S. market. Mahindra has set up a network of 336 dealers throughout the country.

Fuel Economy

Mahindra expects the pickups to get at least 30 miles per gallon in highway driving and carry a payload of at least 2,600 pounds. By comparison, Toyota’s gasoline-engine Tacoma, the best-selling small pickup in the U.S., gets 26 mpg on the highway and can carry 1,570 pounds in its bed. Diesel engines are generally at least 20 percent more fuel efficient than gasoline engines.

Key to Mahindra starting sales on schedule will be completing U.S. crash and safety tests by August, said Larry Daniel, senior vice president of sales and marketing at Global Vehicles U.S.A. Inc., Mahindra’s distributor.

“We’re cutting it close, but are confident the trucks will do well in the tests,” Daniel said in a June 12 interview.

Plans for U.S. models from China’s Chery, first announced in late 2004, failed because of disagreements with its U.S. distribution partner Visionary Vehicles LLC. Chrysler LLC also abandoned plans to sell Chery-made cars in the U.S. Geely, China’s biggest privately owned carmaker, hasn’t met its initial goal of selling cars in the U.S. by 2008 amid talks with Ford Motor Co. on buying its Volvo Car unit.

GM’s Small Car

Last month, GM agreed with a United Auto Workers request to build small cars at an unnamed U.S. assembly plant instead of importing them from overseas. Detroit-based GM’s initial plan was to sell a U.S. version of a car built by Chinese venture partner SAIC Motor Corp., according to the Associated Press.

The first highway-legal Chinese car in the U.S. may be the Coda sedan, a battery-powered model that Santa Monica, California-based Miles Electric Vehicles plans to retail in California in late 2010. The model will be supplied by China’s Hafei Motor Co.

Mahindra was set up in 1945 as a franchise to assemble Jeeps of Willys, according to its Web site. The automaker later had a partnership with Ford Motor Co. and now makes the Logan sedan with Renault SA in India.

India Engineering

While China’s auto market has drawn more attention, India’s experience in the industry is longer, broader and more sophisticated, said Noble. China is the world’s largest auto market in the first five months of the year, ahead of the U.S.

“Probably half the global vehicle structural analysis for automakers gets done overnight in India,” Noble said. “Indian engineers have been part of the fabric of the automotive industry for 15 years. China’s engineering capabilities are much more nascent.”

Honda, which entered the U.S. pickup market four years ago with the midsize Ridgeline model, said Mahindra should be viewed as a serious competitor.

“We discount any new entrants at our own peril,” John Mendel, Honda’s U.S. executive vice president, said in a June 11 interview. “I think they can get it right.”
Mahindra Will Help India Beat China to U.S. Market With Pickups - Bloomberg.com
 
.
he didnt get the points,and i can sure you that this man didnt understand China.
we had a different system here,for example,every farmer has his or her own land to do his job, but he can not be rich with 1/2 or 1/3 acre even now they dont have to pay tax and get some money from the goverment.
in China ,most of the families in rural area have memmbers work in cities,just my provice with a population of 80 million had more than 10million work in cities out side of our provice,and 10 million work in cities of our province.

if u want change the situation ,u need more jobs
funny thing is when financial crisis happened ,a lot of them go back homeland ,and some of them can invest in their hometown,and make money,why?they had more money ,skill, vision,ambition,and i think that we will do better in this way.

for this writer . i dont think he really want to understand China ,and just want to bash China in a certain way.
as chinese we all know that the trouble is in cities,we need more high-tech companies,and put economic operation on a legal basis/
if u dont have enough jobs in city ,your country will be poor for a long time,why?we all know how many farmers in the US,if you have 0.7 billions farmer ,and i can sure you that u will keep most of them poor,because you can not dig out gold from you small size land
we r not so naive in economics
 
.
Indian automakers aim to eat Detroit's lunch

NEW YORK (CNNMoney.com) -- It wasn't too long ago that the thought of buying a reliable car from Korea seemed laughable. Today, Korean vehicles are common fare and automakers from India are getting ready to invade the U.S. market. :yahoo:

Experts say their vehicles are no joke. Plus, Detroit's turmoil could give Indian automakers a foot in the door here.

With General Motors and Chrysler both looking to save money, in part by trimming their dealer ranks, hundreds of new-car dealers could be ready to sign up with new competitors like these.

By the end of 2009, U.S. auto shoppers will be able to buy a mid-sized Mahindra pick-up truck and already almost 350 dealerships have signed on to sell it nationwide, according to Georgia-based Global Vehicles U.S.A., Mahindra's North American distributor. As a serious towing-and-hauling truck, Mahindra's small pick-up is aimed at taking a chunk of America's big bread-and-butter market.

In addition, Tata Motors has said it intends to begin selling its Nano microcar here by 2011 for those seeking an ultra-cheap and fuel-efficient vehicle.

Who's going to drive Indian? While it's targeted at a core part of America's vehicle market, Mahindra's truck is unusual by American standards. Global Vehicles hopes the trucks' unique features will appeal to cost-conscious but open-minded truck buyers.

The typical customer will be an "independent thinker" with an active lifestyle, said Larry Daniel, Global Vehicles' vice-president for sales.

"They don't really care what people think of what they drive," he said.

The trucks are much smaller than full-sized rigs like the Ford F-150 and Dodge Ram. They are closest in size to mid-size trucks like the Dodge Dakota but their cargo beds are about as big as the big trucks'. With high ground clearance, a tall cab and large bed, the trucks look oddly proportioned compared to competitors.

Most importantly, the Mahindra trucks are diesel-powered. Diesel engines produce more pulling power than gasoline engines while getting better fuel mileage. Mahindra boasts that its truck, with its 4-cylider diesel engine and 6-speed transmission, will get 30 miles per gallon on the highway and will also be able to haul more than competitors' V6-powered trucks.

The relatively high cost of diesel engines, combined with the additional technology required to make dirty diesel emissions conform to air quality rules in all 50 states, has so far kept major manufacturers from offering diesel in smaller trucks, Levine said.

Currently, diesel engines are used only in the biggest pickups sold in America, ones intended for strictly commercial use.

Buyers of smaller trucks would probably snap up diesel-powered ones, some analysts say, because truckers understand diesel.

"They realize what both the power fuel economy benefits of diesel are," said Mike Levine, an editor for the Web site Pickuptrucks.com.

Mahindra insists it can sell its truck here in the low $20,000 range. That's in spite of a 25% tariff on imported pick-ups that has even foreign companies like Toyota and Nissan building their trucks here. Mahindra might open its own factory here, too, in order to beat the tariff, but only if sales take off.

India's key to success. Mahindra's truck sales may benefit from the fact that, in rural markets, the name is already well known, said Levine. Mahindra is already one of the biggest-selling tractor manufacturers in the American market and even sponsors a Nascar team.

The first couple of years will be critical to Mahindra's success, said Levine. If other truck manufacturers decide to offer diesel engines in their better-known small truck models, that could undercut Mahindra's main selling point, especially if they can do it at a similarly low price.

Beyond that, Mahindra just has to keep an eye on quality.

"The two questions will be final pricing and the trucks' reliability and dependability," Levine said.

If the Mahindra trucks aren't rock solid, they will be quickly shrugged off, he said.

Mahindra trucks probably won't sweep the market right off, said Jeff Schuster, an analyst with J.D. Power and Associates. With so much on the line, the trucks will probably get a slow-rolling, toe-in-the-water introduction he said.

"I think it's likely to be in limited quantities and with limited fanfare, at least initially," he said.

Global Vehicles, for its part, insists that there will be a strong retail market for these trucks, but Levine and Schuster both argue that commercial fleet buyers, focused on functionality and cost over style, will be the more likely buyers for these vehicles.

Despite changes to improve the trucks' interior amenities and exterior design for the competitive U.S. market, the Mahindra truck will still be more of a rough-and-tumble work truck than the nearly car-like conveyance American buyers are used to, said Levine. Global Vehicles really ought to concentrate on commercial buyers, he suggested.

"I think fleet is an optimal way for them to get in and have them win," he said.

Schuster agrees that ordinary, non-business truck buyers will be slow to warm up to a new entry.

"The small commercial use person or contractor or someone that just needs a truck for hauling," is how Schuster describes a likely customer, not the fun-loving, motorcycle-carrying young man Global Vehicles' Daniel said the importer envisions.

Still, by entering the market with a diesel-powered mid-sized truck, a product that strikes at a weak spot in the market, Mahindra is smartly treading the path of least resistance, said J.D. Power's Schuster. Americans like trucks and they're becoming more interested in fuel economy.

When Tata Motors enters the market later it will be trying to sway buyers toward a much smaller car than Americans are used to at a price that will compete against larger used compact cars from well-known brands.

"The risk associated with the Nano is much greater than Mahindra's risk with the truck," he said.

Indian cars and trucks ready to sell in the U.S. - Jun. 24, 2009
 
. .
he didnt get the points,and i can sure you that this man didnt understand China.
we had a different system here,for example,every farmer has his or her own land to do his job, but he can not be rich with 1/2 or 1/3 acre even now they dont have to pay tax and get some money from the goverment.
in China ,most of the families in rural area have memmbers work in cities,just my provice with a population of 80 million had more than 10million work in cities out side of our provice,and 10 million work in cities of our province.

if u want change the situation ,u need more jobs
funny thing is when financial crisis happened ,a lot of them go back homeland ,and some of them can invest in their hometown,and make money,why?they had more money ,skill, vision,ambition,and i think that we will do better in this way.

for this writer . i dont think he really want to understand China ,and just want to bash China in a certain way.
as chinese we all know that the trouble is in cities,we need more high-tech companies,and put economic operation on a legal basis/
if u dont have enough jobs in city ,your country will be poor for a long time,why?we all know how many farmers in the US,if you have 0.7 billions farmer ,and i can sure you that u will keep most of them poor,because you can not dig out gold from you small size land
we r not so naive in economics

Hey one thing i read was th major percentage of the Chinese economy is export oriented that is around 60 percent.. That creates serious dependency on other countries and also results in serious issues in a global down turn scenario. I think we should make the domestic economy more strong, and we should majorily cater and create to the domestic consumption. Else the rise would be fast but so will be the fall.
 
.

Pakistan Defence Latest Posts

Back
Top Bottom