BON VOYAGE

The journey we undertook to understand truck drivers better

Mumbai-Bangalore

Origin                                           :   Mumbai, Maharashtra
Destination                                  :   Bangalore, Karnataka
Total Distance Travelled           :   1050 kms onwards and 300 kms on the way back (till Hospet).
Time taken                                  :   55 hrs onwards and 12 hrs for return journey.
Route details                               :   NH4, (Golden Quadrilateral) NH13.
Vehicle Details                            :   TATA 2518 TC, Ashok Leyland 3516.







8th March Monday








2130 hrs – Finally off man.
2332 hrs – 40 kms from Baroda. On the National Expressway 1. Take the exit to Anand. Three wierdos getting on to the bus get a massive send-off. A bus load of people came to see off the 3 dudes accompanied by chants of ‘Jai Mata Di’.

9th March Tuesday

0015 hrs – enter Baroda. I am trying not to be judgemental, but i think i saw a sex worker enter the bus.
The three wierdos are still on the bus.
0115 hrs – First stop outside Baroda.
During the night – Cross into Maharashtra. Good/disturbed sleep for about 5 hrs.
0645 hrs – Highway Hotel Roopa, Charoti Naka, Dahanu, Thane District.
Mumbai – 126 kms.
0921 hrs – Malad, a suburb of Mumbai. Crawling traffic. But surprisingly, this is better than the traffic flow in Bangalore. This can mainly be attributed to the lane following seen at most places here. So many flyovers in Mumbai.
1755 hrs – Waiting at Plot no 153, Sector 19/C, Vashi for the truck to arrive. Meet Mr Gurmeet Singh. Should say he is a very fine, sensible gentleman. Seemed to know his stuff. Very much a been there-done that kind of person.
1930 hrs – Reach truck MH06 AC 7657. TATA 2518C Turbo.
1947 hrs – Waiting for some documents to arrive. Driver Kailash, meanwhile is chewing away on tobacco and does not seem to be interested in a conversation.
2010 hrs – Truck on the go. Cargo details: Grease, lubricating oils etc from HPCL. Total load 16 tonnes.
2032 hrs – Ambling along on the Mumbai – Pune Expressway (Yeshwantrao Chavan Expressway). Cars are just zooming past. Could identify the tail lights of an Audi, closely followed by a Mercedes E Class before they disappear at a distance.

2045 hrs – First tunnel.

2103 hrs – First toll naka on the expressway at Khopoli. Toll Rs 710. Ouch !!! That must have hurt.

2110 hrs – Food plaza on the expressway. Pulls over for fuel.

Kailash removes a plastic container from the stowage area over the windshield. Takes some powder from the container and puts it in a glass. Fills the glass with water, stirs nicely and then drinks the contents. Puts some more water, rinses the contents and then drinks it again.

Drives the truck to the diesel pump.

Total fuel : 336 litres, Rs 12950.

2136 hrs – Out of the pump. Back on the road.

2140 hrs – First cop sighting. Two hawaldars on a motorbike waiting for a victim by the side of the road. ( the same people make rules saying that 2-wheelers are not allowed on the expressway).

2142 hrs – Struggling trailer on the left. Swooping Skoda on the right. 2 Axle trucks seem to be faster than the other trucks on this stretch of road.

Kailash is using the phone while driving.

Truck is able to pull the load up a reasonable gradient in 3rd gear.

2200 hrs – Life seems like a slow motion movie while the truck goes up Khandala Ghat. The view of the city lights in the valley below is breathtaking.

Audi Q7 with 5 police escort cars passes the truck.

2207 hrs – Traffic jam at the top most point on the expressway!! Have already seen 5 broken down trucks on the expressway.

2518 pulls clean on 2nd gear.

2215 hrs – Top of Khandala Ghat. The view down below, into the dark valley, in Kailash’s words is ‘PATHAAL PURI’. Anything that falls down becomes the size of a match box.

2300 hrs – Kailash has a few ‘not-so-kind’ words to say about the Indian political scene, especially Shiv Sena in Mumbai.

I am feeling hungry.

2305 hrs – Toll Plaza.

Kolhapur - 263 kms

2316 hrs – Expressway ends. Pune by-pass.

2320 hrs – Dinner time.

10th March Wednesday

0014 hrs – Good, but spicy food at Shivraj, just beyond Pune city. Chicken Kadai and roti washed down with some good old Kingfisher Premium.

0040 hrs – Back on the road again. Stopped at the naka after Pune. I am struggling to open the window grille, which I managed to get stuck in the first place. Kailash shows me how it is done.

0055 hrs – Bangalore 847 kms.

0128 hrs – Toll booth Rs 165.

Kailash keeps himself awake by moving to the beats of the song ‘Maa da Ladla Bigad Gaya’ which is blaring on the speakers.

0155 hrs – Bangalore – 795 kms.

(ABHILASH)

0158 hrs – Gopala is flat. Crawls up in one of his typical wierd positions and is already in dreamland.

0200 hrs – Warning sign : BEWARE OF CROSSING CATTLE!!

I dint know they had signs like that !

0205 hrs – Background music. ‘Jadoo hai nasha hai’.

I realise that sketching in the dark with just one dim red light flickering in the cabin isn’t going to get the best sketching out of me.

0222 hrs – Quite surprising actually to see so much traffic going up the hill. A trailer is stuck on the middle of the road, trying to groan its way up the slope as we overtake it from the right. The more time i spend in this cabin, i realise all the more how uneasy a job being a truck driver actually is.

Gopala just woke up clutching my pant. Looks like he had a nightmare. Probably falling off a window or something. He’s crawled back into another weird position and gone off to sleep again.

0235 hrs – Kolhapur – 146 kms

Bangalore – 758 kms

I think I have seen more than 50 road signs in the past one hour. That is too much of an information overload considering that most of the signs are repeating.

0230 hrs – Toll booth . Rs 85.

(Gopal)

0355 hrs – Pulls over at Simranjeet Dhaba at Jambalwadi for the night. Kailash has retired to the back of the dhaba on a ‘khaat’, while abhilash and me sleep inside the truck. We are supposed to leave in another two hours. I can still hear trucks plying on the highway. But for now i am going to get as much sleep as i can.

We are 21 kms beyond Satara and 90 kms away from Kolhapur.

0700 hrs – Wake up after a good 3 hrs sleep. The cabin, although cramped, was warm and very sleep inducing.

0727 hrs - After a bruch and a refreshing face wash, we sit gazing at the vehicles plying on the road. I recall Kailash dancing to the music last night and can imagine how crucial that dance must be to keep him awake. I wonder what else do drivers do to stay awake for such long hours. Its not surprising why sleep deprivation is the major cause of so many accidents.

Kailash is still asleep. Another truck pulls into the dhaba and immediately the driver gets down and performs the tire tapping ritual to check for any potential problems.

0805 hrs – Meet Kendre Chandrakant Shivaji.

0845 hrs – Still sitting on the bench outside the dhaba staring at the road.

0917 hrs – having had a bath and other things, Kailash prepares for the journey. Fills the radiator with cold water. He then lights some incense sticks and prays to Lord Hanuman. Breakfast follows. Aloo paranthas and daal. Over breakfast, Kailash tells us the secret of his endurance. OPIUM.!!So thats what he kept mixing in that glass  !!

CONTRAPTIONS OF DREAMS

How trucks are made the Indian way


Body Building Practices in India

Case Study : TATA SE1613

Absence of a subframe. Load bed sits directly on wooden cross members. ‘Babul’ (Acacia arabica) wood used extensively.
Chassis length is extended beyond the actual by welding sheet metal sections.
 

Cabin is made by making a framework of welded sheet metal bars which is in turn are welded to the cowl.
Wooden sheets are then attached to this framework with fasteners.

- Most of the work is manually done.

- Craftsmanship and detailing.

Hazardous working conditions

High side deck is made with wood and is supported by metal reinforcements.

-Absence of guidelines, engineering drawings, assembly instructions etc.

-No ergonomic considerations.

-HVAC no taken into account.

-No safety devices.

-Frequent cases of refurbishment of trucks where the same  chassis is used again. 

Owner needs to wait anywhere from 15-20 days for the delivery of the truck.

BUILDING DREAMS

How to the companies help drivers build their trucks abroad



The truck body building scene is India is very prominent as compared to Europe or North America. The owner procures only the chassis and cowl from the manufacturer and the truck is then built to suit the owners requirements and monetary constraints. A lot of customization is also done to the truck. The owners buy these trucks in spite of the manufacturers offering fully built options. The main reason for this is the customizable options available. They also believe that body built trucks are more durable and can be refurbished from time to time which is not possible in fully built trucks. Moreover they believe that factory built cabins and bodies are more difficult to maintain and service.

The body builders vary in the scale of their operations ranging from roadside garages working manually to large scale mechanized factories. The smaller operators are very unorganized in the way they function. They do not follow any guidelines or drawings while making the truck. There is no coordination between the chassis manufacturers and the body builders and no exchange of information takes place.

Approval from MAN FORCE for a body or a chassis modification:
Approval by MAN FORCE is not required if the bodies or modifications are being carried out in accordance with this guide.
If MAN FORCE approves a body or a chassis modification, this approval refers
• In the case of bodies only to the body’s fundamental compatibility with the respective chassis and the interfaces to the body
(e.g. dimensions and mounting of the subframe)
• In the case of chassis modifications only to the fact that, from a design point of view, the modifications to the chassis
in question are fundamentally permissible.
The approval note that MAN enters on the submitted technical documents does not indicate a check on the
• Function
• Design
• Equipment of the body or the modification.
Observance of this Guide does not free the user from responsibility to perform modifications and manufacture bodies properly from
a technical point of view. The approval observations only refer to such measures or components as are to be found in the submitted
technical documents.
MAN FORCE reserves the right to refuse to issue approvals for bodies or modifications, even if a comparable approval has already
been issued. Later submissions for approval are not automatically treated the same as earlier ones, because technical advances
achieved in the interim period have to be taken into account. MAN FORCE also reserves the right to change this guide at any time or
to issue instructions that differ from this guide for individual chassis. If several identical chassis have the same bodies or modifications
MAN FORCE can, to simplify matters, issue a collective approval.

1.2.5 Submission of documents
Documents should only be sent to MAN FORCE if bodies/conversions diverge from this guide. Before work begins on the vehicle,
technical documents that require approval or inspection must be sent to MAN FORCE. Chassis Drawings, data sheets etc.

Approval from MAN FORCE for a body or a chassis modification:
Approval by MAN FORCE is not required if the bodies or modifications are being carried out in accordance with this guide.
If MAN FORCE approves a body or a chassis modification, this approval refers
• In the case of bodies only to the body’s fundamental compatibility with the respective chassis and the interfaces to the body
(e.g. dimensions and mounting of the subframe)
• In the case of chassis modifications only to the fact that, from a design point of view, the modifications to the chassis
in question are fundamentally permissible.
The approval note that MAN enters on the submitted technical documents does not indicate a check on the
• Function
• Design
• Equipment of the body or the modification.
Observance of this Guide does not free the user from responsibility to perform modifications and manufacture bodies properly from
a technical point of view. The approval observations only refer to such measures or components as are to be found in the submitted
technical documents.
MAN FORCE reserves the right to refuse to issue approvals for bodies or modifications, even if a comparable approval has already
been issued. Later submissions for approval are not automatically treated the same as earlier ones, because technical advances
achieved in the interim period have to be taken into account. MAN FORCE also reserves the right to change this guide at any time or
to issue instructions that differ from this guide for individual chassis. If several identical chassis have the same bodies or modifications
MAN FORCE can, to simplify matters, issue a collective approval.

1.2.5 Submission of documents
Documents should only be sent to MAN FORCE if bodies/conversions diverge from this guide. Before work begins on the vehicle,
technical documents that require approval or inspection must be sent to MAN FORCE. Chassis Drawings, data sheets etc.
can also be requested from this office.
For an approval process to proceed swiftly, the following are required:
• Documents should be submitted in duplicate, at the very least
• The number of individual documents should be kept to a minimum
• All the technical data and documents must be submitted.

1.2.6 Liability for defects
Liability claims in respect of defects only exist within the framework of the purchasing contract between buyer and seller.
In accordance with this, liability for defects lies with the respective seller of the goods.
Claims against MAN FORCE are not valid if the fault that is the subject of the complaint was due to the fact that
• This Guide was not observed
• In view of the purpose for which the vehicle is used, an unsuitable chassis has been selected
• The damage to the chassis has been caused by
- the body
- the type of body mounting or how the body has been mounted
- the modification to the chassis
- improper use.
          
1.2.9 Manuals from body and conversion companies
In the event of a body being added or modifications to the vehicle being carried out, the operator of the vehicle is also entitled
to receive operating instructions from the conversion company. All specific advantages offered by the product are of no use if
the customer is not able to:
• Handle the product safely and properly
• Use it rationally and effortlessly
• Maintain it properly
• Master all of its functions.

As a result, every vehicle body builder and converter must check his technical instructions for:
• Clarity
• Completeness
• Accuracy
• Comprehensibility
• Product-specific safety instructions.

Inadequate or incomplete operating instructions carry considerable risks for the user.

Possible effects are:
• Reduced benefit, because the advantages of the product remain unknown
• Complaints and annoyance
• Faults and damage, which are normally blamed on the chassis
• Unexpected and unnecessary additional cost through repairs and time lost
• A negative image and thereby less inclination to buy the same product or brand again.
Depending on the vehicle body or modification, the operating personnel must be instructed about operation and maintenance.
Such instruction must also include the possible effects on the static and dynamic performance of the vehicle.

2.1.1 Door designation

The door designation comprises:

Model range + permissible weight + engine power

Abbreviated notation of model range CLA = Cargo Line A

technically permissible weight in [t]

engine power, rounded to the nearest 10hp.

2.1.2 Variant descriptor

The variant descriptor = vehicle designation which comprises the door designation + wheel formula + suffix.

The terms ‘wheel formula’ and ‘suffix’ are defined in the following section.

Model range + permissible weight + engine power + wheel formula + suffix

CLA 16.220 4x2 BB CLA 26.280 6x4 BB-CKD

In each individual case when a body is fitted care needs to be taken to ensure the following:

• Under no circumstances may the permissible axle weights be exceeded

• A sufficient minimum front axle load is achieved

• The position of the centre of gravity and loading must not be one-sided

• The permissible overhang (vehicle overhang) is not exceeded.

3.4 Permissible overhang

The overhang (vehicle overhang including body) is the measurement from the resulting rear axle centre (determined by the theoretical

wheelbase) to the end of the vehicle. For definition, see diagrams in the following section 3.5. The following maximum values are

permitted, expressed as a percentage of the theoretical wheelbase.

• For 2 axle vehicles 60%.

• For vehicles with more than 2 axles 70%. Local legal restrictions may occur.

5. Bodies

5.1 General
For identification purposes, each body must be fitted with a model plate that must contain the following data as a minimum:
• Full name of body manufacturer
• Serial number
The data must be marked permanently on the model plate.

Bodies have a significant influence on handling properties and the vehicle’s resistance to movement and consequently also on fuel
consumption. As a result, bodies must not unnecessarily:
• Increase running-resistance
• Impair handling characteristics.
The unavoidable bending and twisting of the frame should not give rise to any undesirable properties in either the body or the vehicle.
The body must be able to absorb such forces safely.

The frame must not be deformed before or during installation. Before positioning the vehicle for installation, it should be driven
backwards and forwards a few times to release any trapped stresses arising from torsional moments. This is particularly applicable
to vehicles with tandem axle units because of the secondary bending of the axles during cornering. The vehicle should be placed on
level ground to install the body. If possible, the maintenance intervals of the bodies should be matched to those of the chassis so that
maintenance costs are kept low.

5.3 Subframes
5.3.1 General
The sub frame must have the same outer width as the chassis frame and must follow the outer contour of the main frame.
Exceptions to this require prior approval by MAN FORCE.
Should a subframe be required it must be of a continuous design, it may not be interrupted or bent out to the side.
No moving parts may be restricted in their freedom of movement by the subframe structure.


4.1.1 Subframe material
The subframe must be made of steel. For reasons of strength materials with yield point σ0,2 < 235 N/mm2 are not allowed at all.
Materials with yield point σ0,2 ≥ 235 N/mm2 and ≤ 350 N/mm2 are only suitable for use to a limited degree. They are therefore only
permitted for subframe longitudinal and cross members that are subject only to line loads from the body. Should point loads arise or if
auxiliary equipment is to be fitted that exerts localized forces, then steels with a yield point of σ0,2 > 350 N/mm2 must always be used.

4.3.1 Drill holes, riveted joints and screw connections on the frame
If possible, use the holes already drilled in the frame. Drilling must not be carried out in the flanges of the longitudinal frame member
profiles, i.e. in the upper and lower flanges (see Fig. 9). The only exception to this is at the rear end of the frame, outside the area of all
the parts fitted to the frame that have a load-bearing function for the rearmost axle (see Fig. 10). This also applies to the subframe.

GREENER PASTURES

The superior technologies being employed in trucks by countries abroad    

Lift Axle Systems

Lift able suspensions enable truck operators to deploy an auxiliary axle when needed to support heavy loads, and to retract the axle to improve maneuverability and tire life when not needed.

The Tata LPT 3118 TC 8x2 BS II Truck is India’s first 8 X 2 Multi Axle truck with ‘Lift Axle’. It is fitted with Automatic Load Sensing Value for optimum Lift Axle function. The Gross Vehicle Weight (GVW) is 31,000 kgs, thus offering more payload, minimum operating cost and in turn more earnings for the customer. It delivers a maximum power of 177HP@ 2500 rpm and torque of 650 Nm@1500 rpm and gradeability of 21%. It has a max gear speed of 79.1kmph, an overall length of 9290 mm (for cab) and a ground clearance of 248 mm. It has 3 variants - cowl, cab chassis and cab load body. Ideal vehicle for cement, containers, tankers, petrochemicals, fertilizers, food grain, timber and general cargo.

In good control - ECAS suspension.

The ECAS electornic control guarantees a uniform ride height,irrespective of the load .It big advantage is brought into play in the rapid mounting of swap platforms.The chassis can be lowered 90mm and raised by 190mm from the driving level.Here the ECAS control system makes it possible to adjust the frame height precisely.It is equipped with a memory function from which the two heights can be accessed and it can be very easily operated at the tap of the finger.Building site air suspension on the rear axle is MAN speciality avaible for construction vehicles with medium-height-build and all-wheel drive.This system is ideal for the tough going on building sites(overload reserve) and difficlut terrain.

Electronic Stability Programme (ESP)
The standard ESP,in the TGX semitrailer tractors protects drivers from any unplesant surprises.For example,when suddenly avoiding obstacles,when rapidly cornering or if there are changes in the road surfaces.The ESP sensors constantly monitor the situation of the driving dynamics.If there is a risk of skidding or overturning individual wheels of the semitrailer tractor are efficiently braked and if necessary the engine torque is reduced.In this way the ESP stabilises the train and keeps it safely on track.

Study of Interiors

Volvo FH Globetrotter Cabin

Interior lighting
Fold-down table
Space for refrigerator
Bed with adjustable backrest
TV preparation kit
Pull-out drawers
Storage on the sides
Relax seat
Front shelf
Tough interior trim materials
Matching interior trim colours
Combined instrument
Rain sensor for windscreen wipers
Steering wheel with leather grip
Relocated I-Shift/Powershift lever
Box in the middle section
Inlay in instrument panel
Middle section with cup holder/ashtray
Global Audio System
Upper bed with higher attachment points
Control panel
Space for strong-box
Storage space accessible from outside
Special introduction paint options.

THE CHOICES here

The trucks and technology in the offering to the Indian truck driver



A commercial vehicle is a type of motor vehicle that may be used for transporting goods or passengers.

A truck (American English) or lorry (British English) is a motor vehicle designed to transport cargo. Trucks/lorries vary greatly in size, power and configuration, with the smallest being mechanically similar to an automobile. Commercial trucks/lorries can be very large and powerful, and may be configured to mount specialized equipment, such as in the case of fire trucks and concrete mixers and suction excavators. Modern trucks are powered by either gasoline or Diesel engines, with the latter dominant in commercial applications.

Trucks are generally classified into the following segments


Light Commercial Vehicles (LCVs) : Trucks with a Gross Vehicle Weight (GVW) of less than 9 tonnes. Eg. Tata 407, TATA 909. The importance of a light commercial vehicle is obvious especially in a newly industrialized economy with large regions to cater where such vehicles play a niche role in transporting goods from one place to another throughout the country. 
In the Indian automobile context, light commercial vehicles have assumed a great degree of significance with the national economy poised for a greater leap forward. No wonder, all the leading automobile manufacturers are having their operations in the field of LCVs. Eicher 10.60 and Eicher 10.70 are the other popular LCVs that are visible on Indian roads.


Intermediate Commercial Vehicles (ICVs) : Trucks with a GVW of between 9 and 14 tonnes. Eg. TATA 1109, Eicher 11.10


Medium Commercial Vehicles (MCVs) : Trucks with a GVW of between 15 and 20 tonnes, generally with 2 axles. Eg. TATA 1613, Eicher 20.16, Ashok Leyland Ecomet 1612


Heavy Commercial Vehicles (HCVs) : Trucks with a GVW of more than 20 tonnes. The number of axles are three or more. They include tractor trailers and Over Dimension Cargo pullers. Eg. TATA 2515, Eicher 30.25, Ashok Leyland Comet. Their popularity in the Indian context has significantly increased after the ban on overloading.

The major commercial vehicle manufacturers in the Indian market are :

TATA Motors : Tata Trucks are amongst the most sought-after heavy commercial vehicles (HCV) in India. Products of Tata Motors Limited – the largest automobile companies in India with a consolidated revenues of Rs. 70,938,85 crores (in 2008-09), Tata Trucks not only outplayed its competitors by its qualities, but also by its services. It’s also the leading player in the list of TNS TruckTrak 2006 Customer Satisfaction Study in Trucks.Tata Motors is the fourth largest truck manufacturers in the world. Established in 1945, it first rolled out its vehicle in 1954. Since then, more than 4 million Tata vehicles run on the Indian roads. It has its manufacturing units located in various locations across the country including Jamshedpur, Pantnagar, Pune, Dharwad, and Lucknow. Another plant is coming up at 

Sanand in Gujarat.

Tata Trucks have created a niche in the truck industry worldwide. Tata Trucks also lead in the key medium and heavy truck category with an index of 90 in the segment of Tractor-Trailer. 

Ashok Leyland : Ashok Leyland is a commercial vehicle manufacturing company based in Chennai, India. Founded in 1948, the company is one of India’s leading manufacturers of commercial vehicles, such as trucks and buses, as well as emergency and military vehicles. Operating six plants, Ashok Leyland also makes spare parts and engines for industrial and marine applications. It sells about 60,000 vehicles and about 7,000 engines annually. It is the second largest commercial vehicle company in India in the medium and heavy commercial vehicle (M&HCV) segment with a market share of 28% (2007-08). With passenger transportation options ranging from 19 seaters to 80 seaters, Ashok Leyland is a market leader in the bus segment.The company claims to carry over 60 million passengers a day, more people than the entire Indian rail network. In the trucks segment Ashok Leyland primarily concentrates on the 16 ton to 25 ton range of trucks. However Ashok Leyland has presence in the entire truck range starting from 7.5 tons to 49 tons. The joint venture announced with Nissan Motors of Japan would improve its presence in the Light Commercial Vehicle (LCV) segment (<7.5 tons).

Eicher Motors Limited  : Eicher Group is a conglomerate of the firms Eicher Goodearth Ltd., Eicher Ltd., Eicher Motors Ltd., Eicher International Ltd., and ECS Ltd., based in New Delhi, India. Eicher Motors was founded in 1982 to manufacture a range of reliable, fuel-efficient commercial vehicles of contemporary technology. As a significant player of the Indian automobile industry, it is involved in the design, manufacture and marketing of commercial vehicles, motorcycles (Royal
Enfield), components as well as providing engineering solutions. As of 1 July 2009 renamed Volvo Eicher Commercial vehicle Ltd. It is a joint venture with AB Volvo. 

Swaraj Mazda : Swaraj Mazda Limited is promoted by Punjab Tractors Limited with a technical collaboration with Mazda Motor Corporation. The company was established in the year 1983 and started production in 1985. In 1992, the company has supplied 500 trucks to the defence. The company launched its new truck model – Swaraj Mazda Premium. Over the years it has built up a wide product portfolio covering regular as well as niche segment needs. Swaraj Mazda Vehicle population today stands over 1,15,000. The company introduced indigenously developed bus in 1987. They manufactures Light Commercial Vehicles like Ambulance, Police personnel carriers, Trucks, Buses, water tankers and special vehicles.

MAN Force Trucks : MAN FORCE TRUCKS Pvt. Ltd. is a 50:50 Joint Venture between MAN Nutzfahrzeuge AG of Germany and FORCE Motors Ltd. India. Force Mo

tors has played a pioneering role in the development of light commercial vehicle transport in India, with iconic vehicle brands like Tempo, Metador, Trax and the Traveller.

Combining MAN’s proven leading edge technology with FORCE Motors 50 years experience in the Indian Commercial Vehicle Industry; these Trucks are made for the Indian conditions and market, using the Top Technology from MAN.

With an installed capacity of 24,000 trucks per annum at its ‘state of the art’ plant at Pithampur, near Indore (MP), half the production is earmarked for exports through the global MAN Sales Organization.
The range of products manufactured includes Mining & Construction Tippers, Haulage Tractors and Multi Axle Trucks, from 16t GVW to 49t GCW.

Mahindra Navistar :  Mahindra Navistar Automotives Ltd is a 51:49 Joint Venture between Mahindra & Mahindra Ltd. (M&M) and Navistar Inc. USA. Mahindra Navistar will manufacture the entire spectrum of commercial vehicles ranging from 3.5 – 49 tons GVW/GCW. These products are developed to suit Indian conditions and will set new levels of reliability, efficiency and customer experience unseen & unheard of in the commercial vehicle industry. Huge investments are being made in product development and in setting up of a Greenfield manufacturing facility at Chakan near Pune.

Volvo India :  Volvo is one of the leading heavy commercial vehicles manufacturer in the world. The trucks of Volvo are sold in more than 130 countries. Volvo Truck Corporation is the third largest heavy-duty truck manufacturer in the world. Apart from trucks, the company makes city buses, intercity buses and coaches.Their  products are present at the heavy duty end of the Indian market namely in the heavy tipper , tractor trailer  and over dimension cargo segment . They have been market leaders in this segment since the launch in 1998.

Asia Motor Works (AMW) : AMW specialises in design and manufacture of high tonnage vehicles on a hybrid platform. AMW has entered into collaborative partnerships with pioneering aggregate suppliers like Cummins, ZF, Valeo and Meritor, and has produced India’s first global truck series: 4923 TR and 2523 TP. After extensive research, AMW has sourced these components and amalgamated them with its top-of-the-line product development and design skills. AMW then employs a stringent testing and quality control process, to deliver to its customers, vehicles that can withstand the diverse and often demanding operating conditions.AMW has a state-of-the-art fully integrated manufacturing facility spread over 8, 50, 000 sq mts. in Bhuj. The facility houses advanced production units built in collaboration with world leaders like Schuler. The sprawling facility comprises an advanced Assembly plant, Steel Stamping Press, Chassis Rolling plant, Fabrication unit, Paint Shop, Crash Barrier manufacturing unit and Wheel Rim manufacturing unit.Highly customer focused, AMW is in the process of rolling out a vast and dependable, nationwide sales service and spares network, comprising 

30 Main Dealers and 450 sub dealers. These centres cover most of the major highways like the Golden Quadrilateral, North-South Corridor & East-West Corridor

Mercedes Benz : DaimlerChrysler has launched the Mercedes-Benz Actros trucks in the Indian market. This would mark their entry into the competitive commercial vehicles market in India. These trucks are designed to cater to the high-tonnage special applications market. Daimler Chrylser has launched two variants: the Actros 4040K and the Actros 4840K.These trucks feature state-of-the-art technology, robust build quality and the Mercedes-Benz standards of vehicle engineering and safety.They are available as a completely built imported chassis and feature a 12-liter engine with delivery output of about 400-horse power at an rpm as low as 1800. This kind of engine capacities makes these trucks the most powerful products available in the Indian market.

TATRA : Tatra, a name that reflects strength, durability, ruggedness and raw power pioneered automobiles by manufacturing cars, trucks, ships and aircrafts. 

In India, Tatra has a major presence with more than 7000 Vehicles being used by various customers including the Indian Government. Tatra Vectra Motors Limited was established in June 1998 as a manufacturing base in India.

The truck portfolio in India includes high  tonnage tippers and tractor trailers.

The other players with minor stakes in the scene are:

`HINO

Renault Trucks

KAMAZ

Sub 4 tonnes GVW

Vehicles in this segment

- Mahindra Gio

- Bajaj GC 1000 (Rs 133000)

- Piaggio Ape  (Rs 135000)

-Piaggio Ape Truk (Rs 230000)

-  Mahindra Maximo

- Tata Ace (Rs 266000)

- Mahindra Pik-Up  (Rs  470000)

- Tata 207 DI EX (Rs 451000)

LIGHT COMMERCIAL VEHICLES

(LCVS) 4-9 TONNES GVW 

Vehicles in this segment

- Mahindra Cabking  (Rs 554000)

- Tata 407 (SFC/LPT) (Rs  570000)

- Tata 709 (SFC/LPT) (Rs  660000)

- Eicher 10.59 (Rs 524000)

- Eicher 10.95 (Rs  740000)

- Ashok Leyland Ecomet 912 (Rs   780000)

INTERMEDIATE COMMERCIAL VEHICLES(ICV) 11-15 TONNES GVW

Vehicles in this segment

- Tata 1112 EX (Rs 761000)

- Ashok Leyland Ecomet 1112 (Rs 822000)

- Eicher 11.10 (Rs 722000WW

MEDIUM COMMERCIAL VEHICLES(MCV) 18-20 TONNES GVW

Vehicles in this segment

- Eicher  15.16 (Rs 999000)

- Eicher  20.16 Jumbo (Rs 1029000)

- Tata 1613 (all variants of SE & LPT series) ( Rs 990000) 

-T ata 1613 EX

- Ashok Leyland 1612 H (Rs  888000)

- Ashok Leyland Ecomet 1613 (Rs 1069000)

HEAVY COMMERCIAL VEHICLES(HCV) 25 TONNES 3 AXLE RIGIDS

Vehicles in this segment

- Eicher 30.25 FE Galaxy (Rs 1220000)-- Eicher 30.25 FE XL (Rs 1226000)

- Tata 2515 TC (Rs 1168000)

- Tata 2516 EX (Rs 1207000)

- Ashok Leyland Taurus 2214/2515 (Rs 1167000)

- Ashok Leyland Ecomet 2516 (Rs 1198000)

- MAN Force CLA 25.180 

- Mahindra Navistar  MN25

TIPPERS 15-25 TONNES GVW 2&3 AXLE RIGIDS

Vehicles in this segment

- Eicher  Terra16 HD (Rs  1179000)

- Tata LPK 709/909 EX 

- Tata  SK/LPK 1613 (Rs 1224000)

- Tata LPK 2516 TC (Rs 1900000)

- Tata LPK 2518 TC EX Super Turbo 

- Ashok Leyland Ecomet 1613 Tipper (Rs 1215000)

- Ashok Leyland Taurus 2516 Tipper (Rs 1780000)

- Mahindra Navistar MN25 Tipper

- MAN Force CLA 16.180 

25 TONNES AND ABOVE GVW 3&4 AXLE RIGIDS 

Vehicles in this segment

- Tata Novus 2530 Tipper (Rs 

- MAN Force CLA 25.180

- AMW 2518/2523 (Rs 2610000)

- Ashok Leyland 3118 Tipper 

- Volvo FM9 6x4

- Volvo FM400 8x4

- Tatra Hemang / T815

- Mercedes Benz Actros

- Scania P380 (sold through L&T)

HEAVY COMMERCIAL VEHICLES(HCV) 32 TONNES GVW AXLE RIGIDS

Vehicles in this segment

- Tata 3118 EX

- Eicher 35.31 Hercules

- Ashok Leyland 3121

- Mahindra Navistar MN31

- AMW 3118HL 

TRACTOR TRAILERS 35-40 TONNES GVW 4/6 AXLES

Vehicles in this segment

- Eicher 40.40 Mega (Rs  1447000)

- Tata LPS 3516/4018 (Rs  1393000)

- MAN Force CLA 40.180 (Rs 1812000)

- Ashok Leyland 3516 (Rs 1257000)

- Ashok Leyland 4018/4020 (Rs 1400000)

- Mahindra Navistar  MN40

- AMW  4018/4023 TR (Rs 1741000)

TRACTOR TRAILERS 49 TONNES GVW 5/6 AXLES

Vehicles in this segment

- Tata 4923 EX (Rs 2153000)

- Tata Novus 4930 (Rs 3378000)

- MAN Force CLA 49.280 (Rs 2952000)

- Ashok Leyland 4921(Rs 1986000)

- AMW 4923 TR (Rs 2332000)

- Volvo FM9 

HEAVY DUTY PULLERS FOR OVER DIMENSION CARGO(ODC) UPTO 200 TONNES GVW

Vehicles in this segment

- Volvo FM12

- Volvo FH12

- Ashok Leyland Hippo

- AMW 4930 TR