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"All the Truck which is a Vehicle which Pakistan designed and built first time but was scrapped due to red tape"
Even in the auto industry, very high levels of indigenisation were achieved but fell prey to mysterious forces.
The local automobile industry does not stand on its own, the development involves other smaller components such as metal, plastic , mechanical and the glass industry.
The development of the industry will therefore depend on the development of the input industries. An organized network of these sub-industries plays a vital role in the overall industrial development of the automotive sector in the country.
Unfortunately, in the case of Pakistan, every successive government has come to power with its own rather peculiar notion of industrial growth. Policies have been short-lived and though the government, have time and again, expressed concern for the industrial sector, their own modus operandi vis-a-vis this sector has remained far from satisfactory. The level of indigenisation achieved is given in the table.
Different government, have shown different positive signs of formulating a long-term industrial policy. This brings some hope for the industrial sector, on the other hand any effort on the part of the policy-makers would go in vain unless it is backed by the expertise of professionals and how far have our policy-makers and the professionals in the auto industry been working together in the country has not been very satisfactory.
Pakistan Association of Automotive Parts & Accessories Manufacturers (PAAPAM), formed in 1988 to represent the auto parts manufacturers or vendors as they are known at various government departments and to provide technical and management cooperation to the members, has not in a way been fully able to contribute its share to the development of the sector.
The Association commands over 180 members with capital over 8 billion rupees manufacture, for the local assemblers, auto parts such as pistons, engine valves, gaskets, camshafts, shock-absorbers, struts, steering mechanism, cylinder head, wheel hubs, brake drums, wheels, bumpers, instruments and instrument panels, gears of all types, radiators, cylinder liners, blinkers, lights, door locks and auto air conditioners.
But according to critics in the industry, the Association has not put in enough efforts to take the industry forward — failure which the Association has blamed partly on the policy-makers and partly on the assemblers who have not been encouraging the local vendors as such.
Level of indigenisation achieved
Suzuki Mehran 800cc 58%
Suzuki Khyber 1000cc 44%
Suzuki Margalla 1300cc 35%
Suzuki Pick up 800cc 52%
Suzuki Potohar 1000cc 35%
Suzuki Van 800cc 47%
Toyota Corolla 28%
Honda Civic 28%
Tractor Massey Ferguson 84%
Tractor Fiat 84%
KIA Ceres 26%
Honda Motorcycles 70%
Yamaha Motorcycles 70%
Suzuki Motorcycles 65%
SOURCE: Pakistan Association of Automotive
Parts & Accessories Manufacturers.
National Motors, the company that first took the innitiative of indigenization, was said to have reached above 80% indigenization of the bedford lorries and trucks it was assembling in the 60s before the company decided, according to sources, "to pack up and leave".
Next came 'Nishan' , a jeep copied on the pattern of Willeys Jeep of USA by the Pakistan Army. Produced at the present Naya Daur Motors site, it was said that the Army had successfully produced about 80 jeeps and were still on trial run when the then Production Minister to Z.A. Bhutto put his foot on the idea and thus came the end of it all. The same blueprint is said to be still in use in Iran till today under their own brand name.
'Proficient', a brainchild of a roadside mechanic, late Khalil-ur-Rahman, in the early eighties was said to be successful but lacked any patronage from any quarter whatsoever and instead it was reported that the government then introduced a policy of concessionary rate on CBU of Suzuki pickups, same capacity as the one that was conceived locally and to put the last nail in the coffin the late mechanic though he would get attention in the capital and thus shifted his garage there but could not succeed. Though the children of the late mechanic are still carrying on their father's projects, they would rather keep a low profile till things finally come out by themselves.
Suzuki which promised to indigenise the total operation in about five years time is still not halfway, blaming the local vendors for poor quality of parts. But according to Riaz-ul-Hassan, editor of Engineering Review, a fortnightly journal that has been following the developments in the auto industry the beginning, the foreign car principals have no justification for their complaints. "Hino Trucks have started manufacturing wheel drums locally while Suzuki is still complaining about the quality of silencer it received from the local vendors."
Accordig to him, Suzuki in neighbouring in India is a hundred percent local and is locally branded as 'Maruti'.
New Approach
Having tired of seeing different vehicles in different units, the former Chief of Army Staff General Aslam Beg is reported to have asked his people (Army) to come up with a 'Pakistani truck' which they did.
Under the Army's indigenisation scheme, it was reported that there were four options to choose from, it was said that the Army could either ask a Japanese or Western truck manufacturer to get associated with the effort and set up a plant with promises of quick indigenisation. The second option was that the Army could count on National Motors capabilities. National Motors achieved almost 80% deletion during the Bedford days. The third option was for the Army to start ab-initio while the fourth option was to associate with various component manufacturers and then put them together, which the Army did.
According to Col. Minhaj Uddin Hasan, the managing director of Engine Systems Limited, the company that looked after the project in collaboration with Pakistan Automobile Corporation, 'Yasoob' the truck is called, is a combination of three different foreign manufactrurers. Its transmission is supplied by Eaton, Clutches by Lipe and axles by GKN.
The company, though producing only two military trucks a day at present, has the capacity to manufacture ten trucks daily and is designed by Cummings of USA on European standards. The military trucks have been successfully put into operation while the civilian version is on trial.
Development
The decision to proceed with the development of a family of military and commercial trucks was taken by the Pakistan government in July 1989. The first two prototypes of the resultant military truck, named Yasoob after the fastest horse of the Prophet, were handed over to the Pakistan Army for trials during 1990. These vehicles had 40 per cent local content, which increased when full production commenced. Components for all major vehicle units, such as the engine, transmission, axles and transfer, are manufactured under licence (with provision for buy-back arrangements). The first production unit was delivered to the Pakistan Army in 1994.Development of a Yasoob 4 ; 4 Mark II model was completed. This model had a forward control cab manufactured by the then Leyland Trucks Limited of the UK. Apart from the standard cargo body, recovery, tanker, mobile workshop and long wheelbase versions were scheduled. As of 1999 Trans Mobile Limited (manufacturers of the Yasoob range) were understood to have ceased trading. No production figures for the Yasoob range were officially released, however it is understood that around 450 and 250 models were delivered between 1993-95.
Description
The Yasoob (6 X 6) 6,000 kg truck was designed as an all-purpose vehicle intended for general logistic purposes that can also be used to tow artillery or trailers. The standard model is a cargo truck with a maximum highway load capacity of 12,000 kg (6,000 kg off-road). Layout is conventional, with the 8.3 litre diesel engine at the front, a two-door, three-seat, fully enclosed cab in the centre and the cargo area with high drop sides and a tailgate at the rear. The cargo area can be covered by bows and a tarpaulin, with the bows stowed behind the cab when not in use. Bench seats can be fitted for troop carrying.The frame uses rolled channel construction with six reinforced cross members. The front and rear axles have spiral bevel hub reduction.Three wheelbase lengths (front axle to rear bogie) were stated as available: 4.3 m, 4.6 m and 5.5 m. The standard cargo version having the 4.6 m wheelbase chassis but there was also to be a lengthened cargo bed variant that would utilise the longer 5.5 m chassis. Van-bodied variants (for command post or mobile stores functions) were proposed for all three wheelbase lengths. Other variants in the Yasoob range were to include a dump truck, a wrecker and a tractor truck for towing loads up to 25,000 kg; all three using the 4.3 m wheelbase chassis. A fuel or water tanker version (4.6 m chassis) and a bridging equipment carrier (5.5 m chassis) were also proposed.
Cancellation:
Corruption and kick backs increased Price of units+due to a fact that some unknown person wasn't in favor of such Beast being Manufactured in Pakistan.Project was cancelled after 300-400 unit delivery.
Here is Description about truck i found online:
"1. The truck was not only built locally but was also designed by our Pakistani engineers. My friend told me that he started with a blank sheet in front of him and out of scratch designed the whole truck.
2. The truck (one with six wheels) was unlike the normal 4wd. It was 6wd truck, i.e. all the six wheels moved.
3. Yassoob had the unique capability that it did not jam up in water even if the water went inside its combustion chamber (engine). They tested the truck in Kalri Lake and for hours, the truck was left in the water. When my friend and his team finished their picnic, the truck started in the first self.
4. I was told that the company received orders for more than 400 trucks from Mexico and probably Poland (which was never materialized due to red tape and corruption).
Credit should be given where it is due. I would highly complement the technical experts who made it all possible. And I lament on the mentality of those, who for their own vested interests jeopardized one of the most important projects for self-reliance."
SOURCE:
Publication Title Jane's Military Vehicles and Logistics
Publication date Aug 14, 2008
Section Trucks
Indigenisation: Only a matter of will
@syedali73 @DESERT FIGHTER @Akheilos @Zarvan @MastanKhan @That Guy @Sulman Badshah @FaujHistorian @WAJsal @fakhre mirpur @kaonalpha
Even in the auto industry, very high levels of indigenisation were achieved but fell prey to mysterious forces.
The local automobile industry does not stand on its own, the development involves other smaller components such as metal, plastic , mechanical and the glass industry.
The development of the industry will therefore depend on the development of the input industries. An organized network of these sub-industries plays a vital role in the overall industrial development of the automotive sector in the country.
Unfortunately, in the case of Pakistan, every successive government has come to power with its own rather peculiar notion of industrial growth. Policies have been short-lived and though the government, have time and again, expressed concern for the industrial sector, their own modus operandi vis-a-vis this sector has remained far from satisfactory. The level of indigenisation achieved is given in the table.
Different government, have shown different positive signs of formulating a long-term industrial policy. This brings some hope for the industrial sector, on the other hand any effort on the part of the policy-makers would go in vain unless it is backed by the expertise of professionals and how far have our policy-makers and the professionals in the auto industry been working together in the country has not been very satisfactory.
Pakistan Association of Automotive Parts & Accessories Manufacturers (PAAPAM), formed in 1988 to represent the auto parts manufacturers or vendors as they are known at various government departments and to provide technical and management cooperation to the members, has not in a way been fully able to contribute its share to the development of the sector.
The Association commands over 180 members with capital over 8 billion rupees manufacture, for the local assemblers, auto parts such as pistons, engine valves, gaskets, camshafts, shock-absorbers, struts, steering mechanism, cylinder head, wheel hubs, brake drums, wheels, bumpers, instruments and instrument panels, gears of all types, radiators, cylinder liners, blinkers, lights, door locks and auto air conditioners.
But according to critics in the industry, the Association has not put in enough efforts to take the industry forward — failure which the Association has blamed partly on the policy-makers and partly on the assemblers who have not been encouraging the local vendors as such.
Level of indigenisation achieved
Suzuki Mehran 800cc 58%
Suzuki Khyber 1000cc 44%
Suzuki Margalla 1300cc 35%
Suzuki Pick up 800cc 52%
Suzuki Potohar 1000cc 35%
Suzuki Van 800cc 47%
Toyota Corolla 28%
Honda Civic 28%
Tractor Massey Ferguson 84%
Tractor Fiat 84%
KIA Ceres 26%
Honda Motorcycles 70%
Yamaha Motorcycles 70%
Suzuki Motorcycles 65%
SOURCE: Pakistan Association of Automotive
Parts & Accessories Manufacturers.
National Motors, the company that first took the innitiative of indigenization, was said to have reached above 80% indigenization of the bedford lorries and trucks it was assembling in the 60s before the company decided, according to sources, "to pack up and leave".
Next came 'Nishan' , a jeep copied on the pattern of Willeys Jeep of USA by the Pakistan Army. Produced at the present Naya Daur Motors site, it was said that the Army had successfully produced about 80 jeeps and were still on trial run when the then Production Minister to Z.A. Bhutto put his foot on the idea and thus came the end of it all. The same blueprint is said to be still in use in Iran till today under their own brand name.
'Proficient', a brainchild of a roadside mechanic, late Khalil-ur-Rahman, in the early eighties was said to be successful but lacked any patronage from any quarter whatsoever and instead it was reported that the government then introduced a policy of concessionary rate on CBU of Suzuki pickups, same capacity as the one that was conceived locally and to put the last nail in the coffin the late mechanic though he would get attention in the capital and thus shifted his garage there but could not succeed. Though the children of the late mechanic are still carrying on their father's projects, they would rather keep a low profile till things finally come out by themselves.
Suzuki which promised to indigenise the total operation in about five years time is still not halfway, blaming the local vendors for poor quality of parts. But according to Riaz-ul-Hassan, editor of Engineering Review, a fortnightly journal that has been following the developments in the auto industry the beginning, the foreign car principals have no justification for their complaints. "Hino Trucks have started manufacturing wheel drums locally while Suzuki is still complaining about the quality of silencer it received from the local vendors."
Accordig to him, Suzuki in neighbouring in India is a hundred percent local and is locally branded as 'Maruti'.
New Approach
Having tired of seeing different vehicles in different units, the former Chief of Army Staff General Aslam Beg is reported to have asked his people (Army) to come up with a 'Pakistani truck' which they did.
Under the Army's indigenisation scheme, it was reported that there were four options to choose from, it was said that the Army could either ask a Japanese or Western truck manufacturer to get associated with the effort and set up a plant with promises of quick indigenisation. The second option was that the Army could count on National Motors capabilities. National Motors achieved almost 80% deletion during the Bedford days. The third option was for the Army to start ab-initio while the fourth option was to associate with various component manufacturers and then put them together, which the Army did.
According to Col. Minhaj Uddin Hasan, the managing director of Engine Systems Limited, the company that looked after the project in collaboration with Pakistan Automobile Corporation, 'Yasoob' the truck is called, is a combination of three different foreign manufactrurers. Its transmission is supplied by Eaton, Clutches by Lipe and axles by GKN.
The company, though producing only two military trucks a day at present, has the capacity to manufacture ten trucks daily and is designed by Cummings of USA on European standards. The military trucks have been successfully put into operation while the civilian version is on trial.
Development
The decision to proceed with the development of a family of military and commercial trucks was taken by the Pakistan government in July 1989. The first two prototypes of the resultant military truck, named Yasoob after the fastest horse of the Prophet, were handed over to the Pakistan Army for trials during 1990. These vehicles had 40 per cent local content, which increased when full production commenced. Components for all major vehicle units, such as the engine, transmission, axles and transfer, are manufactured under licence (with provision for buy-back arrangements). The first production unit was delivered to the Pakistan Army in 1994.Development of a Yasoob 4 ; 4 Mark II model was completed. This model had a forward control cab manufactured by the then Leyland Trucks Limited of the UK. Apart from the standard cargo body, recovery, tanker, mobile workshop and long wheelbase versions were scheduled. As of 1999 Trans Mobile Limited (manufacturers of the Yasoob range) were understood to have ceased trading. No production figures for the Yasoob range were officially released, however it is understood that around 450 and 250 models were delivered between 1993-95.
Description
The Yasoob (6 X 6) 6,000 kg truck was designed as an all-purpose vehicle intended for general logistic purposes that can also be used to tow artillery or trailers. The standard model is a cargo truck with a maximum highway load capacity of 12,000 kg (6,000 kg off-road). Layout is conventional, with the 8.3 litre diesel engine at the front, a two-door, three-seat, fully enclosed cab in the centre and the cargo area with high drop sides and a tailgate at the rear. The cargo area can be covered by bows and a tarpaulin, with the bows stowed behind the cab when not in use. Bench seats can be fitted for troop carrying.The frame uses rolled channel construction with six reinforced cross members. The front and rear axles have spiral bevel hub reduction.Three wheelbase lengths (front axle to rear bogie) were stated as available: 4.3 m, 4.6 m and 5.5 m. The standard cargo version having the 4.6 m wheelbase chassis but there was also to be a lengthened cargo bed variant that would utilise the longer 5.5 m chassis. Van-bodied variants (for command post or mobile stores functions) were proposed for all three wheelbase lengths. Other variants in the Yasoob range were to include a dump truck, a wrecker and a tractor truck for towing loads up to 25,000 kg; all three using the 4.3 m wheelbase chassis. A fuel or water tanker version (4.6 m chassis) and a bridging equipment carrier (5.5 m chassis) were also proposed.
Cancellation:
Corruption and kick backs increased Price of units+due to a fact that some unknown person wasn't in favor of such Beast being Manufactured in Pakistan.Project was cancelled after 300-400 unit delivery.
Here is Description about truck i found online:
"1. The truck was not only built locally but was also designed by our Pakistani engineers. My friend told me that he started with a blank sheet in front of him and out of scratch designed the whole truck.
2. The truck (one with six wheels) was unlike the normal 4wd. It was 6wd truck, i.e. all the six wheels moved.
3. Yassoob had the unique capability that it did not jam up in water even if the water went inside its combustion chamber (engine). They tested the truck in Kalri Lake and for hours, the truck was left in the water. When my friend and his team finished their picnic, the truck started in the first self.
4. I was told that the company received orders for more than 400 trucks from Mexico and probably Poland (which was never materialized due to red tape and corruption).
Credit should be given where it is due. I would highly complement the technical experts who made it all possible. And I lament on the mentality of those, who for their own vested interests jeopardized one of the most important projects for self-reliance."
SOURCE:
Publication Title Jane's Military Vehicles and Logistics
Publication date Aug 14, 2008
Section Trucks
Indigenisation: Only a matter of will
@syedali73 @DESERT FIGHTER @Akheilos @Zarvan @MastanKhan @That Guy @Sulman Badshah @FaujHistorian @WAJsal @fakhre mirpur @kaonalpha
