EV Reporter Mar

April 2024
Issue no. 39
EVreporter
What's
INSIDE
06 India EV sales and top OEMs for Mar 2024
10 Li-ion battery pack connector plates with high conductivity |

Advertorial | EMS
16 High speed electric scooters with advanced BMS | Advertorial

| Gaura Electric
18 Recent policy updates for India’s electric vehicle ecosystem
22 Towards standardization of DC charging for light EVs
28 The role of lead-acid batteries in the evolving energy landscape
31 Automotive software can improve customer experience beyond

just diagnostics
35 Detailed characteristics of BESS
37 News and updates
Disclaimer
The information contained in this magazine is for general information purposes only. While we endeavour to keep
the information up to date and correct, we make no representations or warranties of any kind about the
completeness, accuracy, reliability or suitability of the information, products, services, or related graphics for any
purpose. Any reliance you place on the information is strictly at your own risk.
Technology Partner Accelerated by

Apr 2024 Page 6
Category wise Electric Vehicle sales, Mar 2024 | India

Total Registered Electric Vehicle Sales - Mar'24 - 2,11,615 I Feb'24 -1,41,403
E-rickshaw refers to low speed electric 3Ws (up to 25 kmph) used for passenger transportation. E-cart designates low
speed electric 3Ws (up to 25 kmph) used for goods transportation.
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs. Data as of Apr 2, 2024
Category wise-Sales Trend from Mar 2023 to Mar 2024

16,78,905 EVs sold in last 12 months from April 2023 to March 2024
Copyright © 2024 EVreporter. All rights reserved. EVreporter | Intelligence. Research. Outreach.
Apr 2024 Page 7
Fuel wise 2W Sales Trend, Mar 2023 - Mar 2024
High Speed E-2W Sales Trend by OEM
Note: Low speed Electric 2 Wheelers data is not included
Apr 2024 Page 8
Fuel-wise 3W L5 Passenger Sales Trend
E-3W L5 Passenger Sales Trend by OEM
Source: Vahan Dashboard. Data as per 1360 out of 1447 RTOs across 34 out of 36 state/UTs | Data as of Apr 2, 2024
Apr 2024 Page 9
Fuel wise 3W L5 Goods Sales Trend
E-3W Cargo L5 Sales Trend by OEM
ADVERTORIAL
LI-ION BATTERY PACK CONNECTOR PLATES

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Increasing demand for high power and high-capacity cells are major growth factors
for the Li-ion cylindrical battery market. As such, the demand for battery packs with
higher energy output is also growing in sectors such as electric vehicles, industrial
power tools, energy storage, consumer electronics, aerospace, defense, and others.
These packs have a need for efficient, dependable, and cost-effective ways to
electrically connect the cells to maximize performance, optimize safety, and add
value to the end application for the customer. In a typical battery pack module, the
cells are organized in an array and then welded together in series and parallel to
achieve the desired pack output.
ADVERTORIAL
The selection of the metal used for this “connection” is not only critical for
the overall performance and safety of the battery pack, but also for the
efficient manufacturability of the pack.
This simple part of a battery pack assembly process is often overlooked.

Manufacturers do not realize how they can save production costs and build higher
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use.
Engineered Materials Solutions designed such a material using our innovative

cladding technology that is highly conductive to provide greater thermal and electrical
performance while being easily weldable.
High conductivity CLAD Metal Battery Cell

Connectors (SigmaClad®) that
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Are Easily Welded and Soldered
For detailed information on this novel connector plate material for Li-Ion battery
pack assemblies, click the download button below to access the free white paper.
Contact
Lauren Catalano
lcatalano@emsclad.com
https://www.emsclad.com/
Apr 2024 Page 12
E-rickshaw Sales Trend by OEM
E-cart Sales Trend by OEM
E-rickshaw refers to low speed electric 3Ws (up to 25 kmph) used for passenger transportation. E-cart designates low
speed electric 3Ws (up to 25 kmph) used for goods transportation.
Apr 2024 Page 13
OEM wise E-4W sales, Mar 2024
Others include Audi, Porsche etc.
OEM wise Electric Bus Sales, Mar 2024
For deeper insights into India EV sales trends - city-wise, state-wise, segment-wise
and OEM wise, check out the EVreporter Data Portal here.
Apr 2024 Page 14
Electric vehicles are increasingly making their presence felt and are tying for the top sales
among all vehicles irrespective of the fuel type, especially in the 3W L5 Auto segment. In Mar
2024, the overall penetration of EVs in the 2W sales market was 9.1%. For passenger 3W
autos, it was 24.3%, and for cargo 3W autos, it was 45%.
This section aims to showcase where EV sales stand when compared with the overall
vehicle sales in the 2W and 3W categories.
India’s Top 2W OEMs | ICE vs EV Sales for Mar 2024
India’s Top 3W Pax Auto OEMs | ICE vs EV Sales for Mar 2024
Apr 2024 Page 15
India’s Top 3W Goods Auto OEMs | ICE vs EV Sales for Mar 2024
EVREPORTER DATA PORTAL
India's leading Electric 3W Companies list To be added this month:
Passenger E-4W fleet operator list Comprehensive FY 2023-

24 India EV sales &
Electric Auto L5 sales CY 2023 investment report
CY 2023 Indian EV Sales report
Q4 2023-24 India EV
EV testing & measurement companies Report
City-wise OEM sales for 50 Indian cities Curated Global e-2W

launches
India's leading Electric 2W Companies list
EV companies Investment Tracker
EV charger manufacturers list
SUBSCRIBE
EV battery pack manufacturers list
High Speed Electric Scooters with Advanced BMS
In the landscape of green mobility, Gaura Electric emerges as a notable player
dedicated to innovation and sustainability. Since its establishment in 2011, Gaura
Electric has been actively involved in the development of electric vehicle components and
eco-friendly transportation solutions.
Gaura Electric has witnessed the evolution of battery-operated vehicles into a viable
alternative to traditional internal combustion engine vehicles. Our commitment to
environmental consciousness drives the integration of Prismatic LFP Cells into battery
packs, backed by in-house production leveraging advanced laser technology. Safety is
prioritized with the LFP chemistry, which is ideal for India's diverse climate.
Gaura Electric's Advanced Battery Management System optimises performance and

ensures responsible battery disposal, reducing ecological impact. Our BMS prevents
overcharging, over-discharging, and overheating, ensuring battery longevity. Battery
packs meet IP67 standards for superior safety. Notably, we obtained battery pack
approval from ARAI with the latest AIS 156 norms in Phase 2, showcasing our
commitment to excellence and industry compliance.
In 2019, Gaura Electric initiated the indigenous development of a high-speed electric
scooter in India. The rigorous testing standards set by the Automotive Research
Association of India validate the company's dedication to quality and innovation.
Key Highlights of Gaura Electric Scooter

In-house Battery Pack Production ARAI-certified Range up to 154 km
Advanced Battery Management System Eco, Sport and Power Modes
Regenerative Braking System Top Speed up to 65 kmph
CBS Disk Brake Battery Capacity up to 3.3 kWh
Bigger LED Headlights & Indicator Lights 0 to 80% Charge in 3 hours
Water Proofing - 230mm Wading Depth Cruise Mode & Reverse Assistance
Ground Clearance - 220mm Alloy Wheels with Broad Tyres
ADVANCED MOTOR ADVANCED INSTRUMENT

TECHNOLOGY CLUSTER
1800W 90%
Rated Power Conversion Rate
2700W IP 67
Peak Power Grade
Contact Gaura Electric

+91 - 8220020922
5/169, Main Road, Nagoor Extension,
info@gauraelectric.in
Thalaiyuthu, Palani, Tamilnadu - 624618
https://gauraelectric.in/
Apr 2024 Page 18
RECENT POLICY UPDATES FOR INDIA’S

ELECTRIC VEHICLE ECOSYSTEM
Two major policy updates in India’s electric vehicle ecosystem occurred in
March 2024. Preetesh Singh, Specialist - CASE and Alternate Powertrains
at Nomura Research Institute (NRI), summarises the Electric Mobility
Promotion Scheme 2024 and the Scheme to Promote the
Manufacturing of Electric Passenger Cars in India.
Electric Mobility Promotion Scheme 2024 (EMPS)
India is set to accelerate its transition towards electric mobility

with a significant outlay of INR 500 crore allocated under the
Electricity Mobility Promotion Scheme (EMPS) from April 1st to
July 31st, 2024. The move aims to support the adoption of
electric vehicles (EVs) across the country, with plans to bolster
the infrastructure and encourage the use of environmentally
friendly transportation options.
Under the EMPS, the government plans to support a total of
372,215 EVs, with a major focus on electric two-wheelers (e-
2Ws) and three-wheelers (e-3Ws). Specifically, 333,387 e-2Ws
and 38,828 e-3Ws are targeted for promotion. This strategic
emphasis on two-wheelers and three-wheelers comes as the
government diverts attention from electric four-wheelers (e-4Ws)
and e-buses, citing existing schemes such as the Auto
Production Linked Incentive (PLI) and the PM e-bus sewa
schemes designed to address these segments.
*The incentive shall be further capped at 15% of the ex-factory price of e-2W/e-3W.
Note: INR 6.45 crores have been allocated for the administration of the scheme
This latest initiative underscores India's commitment to accelerating the adoption of electric vehicles
and reducing reliance on traditional fossil fuel-powered transportation. While the EMPS scheme can
help bridge the gap and ensure that there are incentives available for EVs for the next four months,
it may not entirely mitigate the potential impact on sales, particularly in segments like 2Ws.
Apr 2024 Page 19
We feel that providing 3-5 years of support through schemes like FAME-III is essential for
nurturing the electric vehicle industry and enabling it to become self-sustainable in the long run.
Once the industry reaches a certain level of maturity and critical mass, it can thrive without the need
for extensive government support.
Counter view Dinesh Arjun, CEO and Co-founder | Raptee Energy
“The recent announcement of the Electric Mobility Promotion scheme represents

a positive step towards continuing support to accelerate EV adoption. This timely
initiative comes as the Faster Adoption and Manufacturing of Electric Vehicles
(FAME) scheme draws to a close by 31st March 2024, providing a crucial 4-
month transition period for the industry to stabilize.”
“Going by the long-term objective of self-sustenance of the EV industry, the Government has
been gradually reducing the FAME subsidy.
The last reduction was in May 2023, and the remaining funds were distributed for the
vehicles sold until March 2024.
The FAME subsidy until 31st March 2024 is around ₹22,500 per two-wheeler.
The Electric Mobility Promotion scheme kicks in on 1 April 2024, with a further reduced
subsidy of ₹10,000 per two-wheeler until July 2024.
This sends a clear signal that, while the FAME scheme cannot be extended, the Government is
here to ensure a smooth transition to a self-sustainable business model by the OEMs.
This move reflects a pragmatic approach towards gradually weaning the industry off heavy
subsidies, allowing it to sustain itself over the long run. In essence, this transition signifies the
progress of the EV market, where government support also evolves from subsidies to
strategic incentives aimed at fostering innovation and charging infrastructure development.”
Scheme to Promote Manufacturing of Electric Passenger Cars in India

In a significant move aimed at propelling India's electric vehicle industry forward, the Ministry of
Heavy Industries (MHI) has announced a pioneering scheme titled "Scheme to promote
manufacturing of electric passenger cars in India." This initiative seeks to foster the local
production of EVs by enticing global OEMs to invest in manufacturing facilities.
Key highlights of the scheme include a five-year tenure, with stringent eligibility criteria for
applicants. To qualify, OEMs must commit to a minimum investment of USD 500 million
specifically for manufacturing electric four-wheelers (e-4Ws) in India. Moreover, manufacturing
facilities are expected to be operational within three years of receiving approval from the MHI.
To avail the benefits of the scheme, applicants must adhere to certain conditions.
These include achieving a minimum of 25% Domestic Value Addition (DVA) within three
years of approval and escalating to a minimum of 50% DVA within five years.
If the conditions are fulfilled, a 15% import duty on Completely Built-in Units (CBUs) of e-
4Ws, valued at a minimum of USD 35,000, will be applicable for a period of five years.
Apr 2024 Page 20
Roadmap for availing the scheme benefits

To regulate imports, the scheme
imposes limitations such as allowing a
maximum of 8,000 e-4Ws to be
imported annually, with provisions for
carrying over unutilized import limits.
Import quantities are also capped
based on the total duty foregone or the
committed investment of the applicant.
The applicants must furnish a bank

guarantee to ensure their commitment
to establishing manufacturing setups
and meeting DVA targets. Failure to
fulfill these obligations will result in the
invocation of the bank guarantee.
This scheme can be widely seen as a response to efforts by global OEMs such as Tesla. The
scheme offers reduced import tariffs for completely built-in Units (CBU) EVs, aligning with Tesla's
aspirations for market entry and investment in India. Moreover, this initiative reflects a broader trend
within the industry, with other OEMs like Vinfast also proposing similar approaches. Vinfast's
commitment is evidenced by the commencement of construction of a manufacturing facility in Tamil
Nadu as early as February 2024.
The entry of global companies into the Indian EV market would bring significant benefits. Their
advanced technology and global reputation could rapidly advance innovation within India's EV
industry, driving improvements in product quality and affordability through increased competition.
Their investment in manufacturing operations could also accelerate the development of charging
infrastructure and create job opportunities, contributing to economic growth. Additionally, their
presence would enhance India's visibility and reputation in the global EV market, attracting further
investment and stimulating the growth of local supply chains for EV components.
ACMA, the body representing India’s auto component sector, congratulated the Government on the
announcement of the policy.
“The EV Policy marks another significant step towards accelerating the

adoption of cutting-edge technology and fostering innovation in India's
automotive sector. The policy not only aims to attract global EV
majors to invest in India but also emphasizes a significant Domestic
Value Addition (DVA) criteria, ensuring the creation of a robust supply
side ecosystem.”
Shradha Suri Marwah | President ACMA & CMD Subros
“Aligned with the Government’s vision of reducing our carbon footprint, promoting sustainable
manufacturing, and achieving net-zero emissions by 2070, this policy sets the stage for a
vibrant future-mobility global manufacturing hub in India.”
Special thanks to Chirag Jakhar, Consultant at Nomura Research Institute (NRI) for his extensive
contribution to this analysis.
Apr 2024 Page 22
TOWARDS STANDARDIZATION OF DC CHARGING

FOR LIGHT E-VEHICLES
With inputs from Bharat Charge Alliance
90% of EV sales in India comprise Light

Electric Vehicles (LEVs) - mainly 2Ws,
3Ws, and small 4Ws. LEV sales are
expected to make up 80% of all EV sales
in 2030. The two-wheeler and three-
wheeler industry is unorganized in terms of
charging interoperability and rapid
charging. There is no standardized
charging communication protocol, and no
common charging connectors have been
adopted across the 2W and 3W industries.
DC Charging for LEVs | Current Scenario
Light Vehicle OEMs do not prefer to provide an onboard charger due to its packaging and thermal
heat dissipation constraints. Low-power rectifiers can still be used as onboard chargers, but they
increase the charging time. Secure electrical isolation/separation and leakage detection are needed
when AC input is supplied to the vehicle. These are a few reasons why OEMs do not prefer onboard
chargers. Instead, they prefer to offer offboard DC portable charger (less than 1 kW) for ease of
charging, less complexity on the vehicle side and better customer experience and flexibility. The
portable charger converts the AC input from mains to a DC input at the EV inlet.
In most cases, the charging pins on the grid side are designed to be compatible with
normal domestic/industrial plugs (5A/15A), while the connector on the vehicle side is
usually of a proprietary design.
Most 2W and 3W vehicle manufacturers have proprietary charging hardware, connectors and
related communication protocols. The combination of vehicle inlet and charging communication
protocol is a major disadvantage for EV users and CPOs as it limits the ability to use fast
charging. For example, a public fast-charging DC network designed for one OEM may not be
accessible to EV users of other OEMs due to connector and communication protocol incompatibility.
This also limits the ability of the CPOs to provide widespread access to fast charging as they will
have to set up chargers with multiple combinations.
For interoperability between different 2W/3W and charging equipment, the 4 key elements of the
charging infrastructure need to be common. These are:
Vehicle connector
Charging communication protocol between EV and EVSE
Communication between EVSE and Charger Management System (CMS)
Communication between one CMS and another CMS for payment mechanism
Apr 2024 Page 23
Vehicle Connector and Charging Communication Protocol

The majority of the current LEVs are on 48V – 96V systems and are expected to remain so for a
decade. In 2Ws, the maximum battery pack size is generally 5kWh (100Ah), considering its form
factor and space availability, whereas in 3Ws, it is up to 11kWh (210Ah). It is anticipated that, with
the existing battery chemistries, the battery capacity for LEVs may not go beyond 15kWh in the short-
to-medium term because of space and pricing constraints.
Bharat Charge Alliance (BCA) is recommending the IS17017-2-6 standard published by BIS, which
specifies the vehicle inlet and charger connector for the LEV requirement. This connector is
recommended for up to 120VDC and 100A DC continuous current applications. The advantage of
this connector is that the locking feature is on the charger connector side and not on the
vehicle inlet side. This enables vehicle manufacturers to have minimum investment and no
architectural complexity to adopt this connector. “This IS17017-2-6 connector (also known as
Type-6 connector), coupled with IS-17017-25, can establish interoperable charging
infrastructure for Light EVs in India”, said Kapil Shelke from BCA. The vehicle inlet is already
localized, and several vendors are manufacturing it in India, he added.
The figure below showcases a brief comparison of the existing LEV connectors adopted by the
vehicle manufacturers and the proposed standard connector.
Source: Bharat Charge Alliance
Apr 2024 Page 24
Global Adoption of DC charging standards for Light EVs | Source: Bharat Charge Alliance
IS17017-25 is referred from IEC 61851-25 and IS17017-2-6 is referred from IEC 62196-6.
Features of IS-17017-2-6 and IS17017-25 standard
EV side - Low cost (no latching), simple electronics on VCU & BMS; suitable for 20V to 120V
DC, 15A to 125; minimum change in the vehicle.
EVSE side - Small form factor for public infrastructure. Off-the-shelf power electronics modules.
In both instances, whether an AC supply is used for the portable charger or a fixed DC supply is
used for fast charging, the same DC Charging Interface is used regardless of the type and
capacity of the power supply.
CHAdeMO Association has already developed the specifications (e-PTW), which define a DC
charging method covering voltage up to 120VDC and 100ADC current. OEMs can adopt the
same specifications.
The proposed connectors can support a spectrum of vehicles like e-bikes, Moped, scooters,
motorcycles, delivery scooters, tricycles, e-freight, e-rickshaw, e-ATV, e-buggy, e-cart, e-auto,
electric forklifts, golf carts, etc
Source: Bharat Charge Alliance
Several EV companies, such as OLA, TORK, Ultravoilette, Simple Energy, KETO, and Log9,
have started using the Type 6 connector.
Apr 2024 Page 25
ARAI, India’s leading testing and certification agency, has built the testing capability for the IS
17017-2-6 connector and the IS 17017-25 protocol.
As of today, the Indian 2W industry is quite spread out in terms of EV charging connectors.
Though there are 10+ kinds of connectors that different OEMs currently use, Type 6 and Ather
Connector are the two main efforts towards standardization of DC charging among e-2Ws.
Ather has pushed for a combined port solution [IS-17017 Part 2 / Sec 7], which includes
both AC and DC charging capabilities. So far, Ather Energy and Hero MotoCorp have
adopted the standard.
There have been reports about an e-motorcycle company opting for the CCS2 standard. However, it
must be noted that CCS2 is not suited for mass market LEV techincal specifications and doesn't
have financial viability for mass-market EVs.
Type 6 vs Type 7 Connector
When asked to compare Type 6 and Type 7 connectors, Kapil highlighted the ease of integration
and simplicity in transition as the main factors that favour Type 6.
With Type 6, existing vehicles that use separate ports for AC and DC charging can easily transition.
The switch involves replacing the existing connector (e.g., SB 75) with a Type 6 connector and
making minor adjustments to the hardware and software, such as adding a microcontroller to
monitor charging. In comparison, Type 7 may require more significant changes to vehicle
architecture, protocols, and wiring harnesses. Moreover, the Type 6 connector works in conjunction
with IS 17017-25 standards, whereas the electrical separation and communication standard for the
Type 7 connector is not yet specified.
Communication between EVSE and CMS

The CMS is typically a networked software that helps to manage the charging business by allowing
CPOs to track charger utilization, remotely start/stop operation, authenticate users, and collect
payments for chargers within its network. In some cases, the CMS could also be independent and
site-specific without any communication capability with a network. Open Charge Point Protocol
(OCPP) is the dominant communication protocol that defines the standard communication
between the EVSE and the CMS.
Communication between one CMS and another CMS

The fourth key element in interoperability is the payment mechanism. There has to be a
decentralized open protocol that enables any CPO to list their chargers and any EV user to charge
the vehicle on any charger. BCA recommends UEI (Unified Energy Interface), powered by the
Beckn protocol, a transaction protocol that allows for the discovery, booking, start/stop and paying
for a charging session between a user and a charge point.
About BCA - The BCA is an open platform for collaboration to create a safer and interoperable ecosystem for
the LEV industry. Cross-industry stakeholders like EV OEMs, charger and charging station makers,
component manufacturers, energy providers, charge point operators, and many others work together to form
interoperable charging infrastructure.
Special thanks to Kapil Shelke (Founder, Tork Motors) and Anirudh Amin (Founder, CPO Assist) for their
time and inputs.
Apr 2024 Page 28
THE ROLE OF LEAD-ACID BATTERIES IN THE

EVOLVING ENERGY LANDSCAPE
In this interaction with Harshavardhana Gourineni, Executive Director at
Amara Raja Energy and Mobility, we delve into the place of lead-acid batteries
in the evolving landscape for mobility and industrial applications, amid the
emergence of EVs and the adoption of lithium-ion batteries for electric mobility,
telecom and data centre energy storage requirements.
Please help us understand the current scale of Amara Raja's lead acid battery
business for automotive and industrial applications.
We began as an industrial battery player in the mid-eighties, pioneering maintenance-free valve-

regulated lead-acid batteries for telecom. These batteries revolutionized the sector with longer cycle
life and better performance in Indian conditions when power disruptions were frequent. Over the
years, we expanded into automotive and other industrial segments, achieving significant scale.
We are the second largest player in India today in terms of revenue. Automotive constitutes about
70% of our business, and a third of the revenue comes from exports. Last year, our revenue,
including automotive and industrial, crossed INR 10,000 crores. We have consistently achieved a
high single-digit CAGR in the lead-acid business. Our YoY growth for Q3 this year was around 12%.
Additionally, we have ventured into new energy space in a significant manner over the past 2 years.
How do you see the role of lead-acid batteries in the evolving mobility landscape, that
looks poised to be dominated by lithium-ion batteries.
ICE vehicles are not going away anytime soon and will continue to require the starter batteries.
Looking at the current trend of electrification of transport, we are looking at a 20-year runway for
lead-acid batteries in the mobility space. In the emerging e-mobility scenario, lead-acid batteries are
still a part of the solution with a lot of hybrid vehicles hitting the market. EVs also need a separate
energy system to power the critical safety and auxiliary functions, including windows, power steering
and features such as automatically tightening seat belts, which lead-acid batteries can serve. The
technology for these auxiliary batteries can evolve over time, and we are observant of the relevant
indications coming to the market.
Apr 2024 Page 29
In addition, the existing ICE vehicles are also expected to upgrade quite a bit. New technologies,
such as AGM, are coming into the market to serve the start-stop application and support the ever-
increasing electronic and electrical loads on the system.
Going forward, we anticipate continued demand for lead-acid batteries, especially in sectors like
automotive and telecom. Additionally, within lead acid batteries, innovations like AGM technology
are opening new avenues for growth.
Auxiliary batteries are primarily needed in 4W and heavier vehicles. Electric 2Ws and
3Ws running on lithium-ion batteries don't require auxiliary batteries.
Electric two-wheelers, especially from pure-play EV manufacturers like Ola and Ather, typically do
not require auxiliary batteries, while some traditional 2W manufacturers may include them. Unlike
four-wheelers, where auxiliary power is critical for functions like steering and locks, two-wheelers can
rely on a DC-DC converter to step down the voltage from the main battery for any auxiliary functions.
Also, we must note that the recent growth in 2W sales has not been at the expense of the existing
platforms. We are seeing quite significant growth in the e-2W space and, at the same time,
considerable growth even in the ICE space. Over time, EVs will take more of the market share. But I
think we're favourably placed where a tailwind in one direction is a headwind for us in another
direction, as we are also supplying lithium-ion batteries for electric 2Ws and 3Ws.
In the telecom sector, many 5G rollouts are happening on lithium-ion batteries, and
the same goes for data centres. How does that impact the role of lead-acid batteries in
these segments?
Within industrial applications, we have the telecom, data centre and UPS segments. Additionally,
there is a long tail with energy storage coming up in a big way. In telecom, we are seeing a big
migration to lithium for 5G rollouts because of advantages like a smaller form factor and better TCO.
At Amara Raja, we are also powering this transition by supplying lithium-ion packs to the telecom
sector. The data centres also require shorter backup times, and lithium is a better technology there.
Lead-acid batteries have a much bigger scope in industrial UPS, as there’s no form factor
constraint there. For industrial use cases, longer backup times are required depending on the
location and the power requirement of the industrial unit. Lead-acid technology works well where
opportunity charge is available at fairly frequent intervals.
We are also innovating on the ability of the battery to dynamically accept charge and operate
under a partial state of charge. These are the characteristics we need in the evolving power
scenario, where disruptions are less frequent and backup times need not be as long.
How is Amara Raja ensuring sustainability in its battery operations?
Every lead-acid battery can be recycled, and 99% of the resources can be turned back into raw
materials. Lead-acid is probably the most successful implementation of a circular economy
globally. However, in India, we have a parallel economy where unorganized players collect scrap
and recycle it through environmentally harmful methods. The policy now enables us to secure the
same scrap and put it back into our products, forcing some of the secondary melters to close down.
Apr 2024 Page 30
Most of our raw materials (about 80%), including lead, plastic and acid, come from
recycled sources.
We are developing our very own 150,000-ton recycling unit in Cheyyar, Tamil Nadu, which
should be coming up in different phases over the next financial year. It will cater to about 40%
of our lead requirements, and for the balance, we will continue to leverage our relationships
with existing recycling partners. The initial phase, focusing on lead refining, is scheduled for
the upcoming fiscal year.
We have been proactive in leveraging renewable energy sources, with approximately 30% of
our energy needs being met through clean energy, including rooftop solar and ground-
mounted systems. We are also exploring partnerships with renewable energy providers to
expand our reliance on clean energy. Thanks to our industrial engineering efforts and process
optimization, our specific and absolute energy consumption has seen a significant
decline year over year despite higher production volumes. We are committed to further
reducing our energy consumption while aiming for a net-zero status by 2050.
Could you elaborate on your exports and where do you plan to expand in the future?
Our exports are largely dominated by automotive batteries, with a focus on the Indian Ocean
Rim region over the past few decades. This includes Southeast Asia, the Middle East, and Africa,
where we have gained significant market shares. For instance, we are market leaders in the
automotive aftermarket in Singapore, Malaysia, Cambodia, the UAE, and several other GCC
countries. Additionally, we have made strides in the premium segment across various African
countries. In the industrial sector, our main focus has been on serving telecom and UPS markets,
primarily in Africa and the Middle East, where power conditions are comparable to ours. We have
made in-roads into South East Asia as well.
Looking ahead, we anticipate technological shifts in the telecom and data centre market similar to
India. We will continue to maintain a diversified approach overseas, adapting to emerging market
demands while penetrating new markets such as North America with advanced automotive
battery technologies like EFB and AGM.
How do you envision the co-existence of different technologies in the automotive and
industrial sectors?
While electric vehicles are part of the solution to reduce the environmental impact of transport, they
don't address the entire value chain. We must also focus on transitioning power generation to
renewable sources. Additionally, advancements in vehicle design and hybridization will contribute to
improving efficiency and reducing emissions.
I foresee a gradual shift towards EVs, with many existing vehicles transitioning to hybrids and
alternative fuel options like ethanol. Furthermore, hydrogen holds potential once commercial viability
is established. I believe in a future where various technologies co-exist, each contributing to
sustainability. This extends beyond automotive to stationary storage, where different technologies
are vying for relevance. It's an exciting time for innovation, with opportunities in energy storage and
a need for collaboration to drive progress in decarbonization.
Apr 2024 Page 31
AUTOMOTIVE SOFTWARE CAN IMPROVE CUSTOMER

EXPERIENCE BEYOND JUST DIAGNOSTICS
We had the opportunity to speak with Sripriya GN, who has worked at Ather
Energy, leading software-side product management. The interaction focuses on the
role of automotive software in the 2W space. Sripriya believes that automotive
software has the potential to improve customer experience and ride quality beyond
just diagnostics, which is currently the more prevalent area of software deployment.
Can you tell us a little about your work experience with automotive software?
I have a background in SaaS, and my introduction to automotive software came when I joined Ather
Energy. My tenure with Ather began around the time when their first model, the 450, was launching.
I've been part of Ather for approximately five years. Recently, I decided to take a career break for a
few months.
During my time at Ather, I led product management from the software side, including the companion
app and the platform for data analytics, digital channels, service, sales, delivery experiences, and
the dealer management system.
From a customer's point of view, what are some of the typical challenges that can be
mitigated by the use of automotive software.
We have found that the majority of individuals don't find their daily commute enjoyable and have
internalised the considerable anxiety associated with it. Concerns about navigation, traffic
congestion, safety (especially for two-wheeler riders, particularly at night and for women), and the
constant connectivity of modern life all contribute to this stress. The fact that commuting often
occurs during peak productive hours only worsens the situation, as it results in time being wasted
without accomplishing meaningful tasks.
Examining the entire journey, from the initial intent to travel to finding parking and beyond,
highlights the numerous friction points and sources of anxiety that individuals silently
endure. Fortunately, advancements in communication technology and solutions such as navigation
and call controls present an opportunity to address these challenges and enhance overall well-being
by alleviating the stress associated with commuting.
You primarily highlighted issues centred around customer experience. What types of
features would the solutions take shape as?
I primarily addressed issues in customer experience, though most people today still utilize this
technology primarily to enhance vehicle diagnostics. I believe that only uses about 5 to 10% of
automotive software's potential. Building an entire solution around addressing downtime seems
premature from the outset—the majority of the problem space and the opportunity to solve lies in
improving customer experience. It is not just about having technology and building any feature.
The key is to approach it with a product mindset. Take Ather's pioneering introduction of a
touchscreen dashboard on a two-wheeler, featuring maps as a core component. This addresses
a relatable problem for many who prefer avoiding the hassle of navigating unfamiliar locations.
Apr 2024 Page 32
While smartphones offer maps, constantly stopping to check directions during a journey can be
cumbersome, especially on a two-wheeler. Another impactful feature introduced was call controls.
Many view commuting as wasted time and wish for more efficient ways to utilize it, highlighting the
need for seamless solutions like call management while on the go. This demonstrates how software
innovations can significantly enhance the journey experience.
In an article you wrote, you said that automotive software has largely failed. We'd like
to understand why you feel that way.
That title was deliberately provocative, stemming from my deep passion and years of experience in
the field. When I say ‘automotive software has largely failed’, I'm referring to how success is
typically measured in consumer electronics or devices. It's about how consumers perceive your
product—are they talking about it, are the reviews positive, is there excitement and word of mouth
driving sales? This is the gauge of success. If you attend keynotes or look at gadgets, you can
gauge their potential success based on buzz and sales figures.
However, with automotive software, things are different. There's limited public information available
because it's not sold as an independent product; it's part of the automotive package. However, we
can still measure success through other indicators. For instance, press coverage rarely focuses on
automotive software, and many drivers don't even use the features. This lack of utilization means
it doesn't influence purchasing decisions or generate buzz. This is why I say it hasn't taken off
as predicted. The earlier expectations of revolutionizing the automotive business model, akin to
what the App Store did for iPhones, have fallen flat.
Monetization has been a challenge, as has getting people to use the software in the first
place. If there were more users creating noise about bugs or issues, it would indicate engagement,
but that's not the case. Overall, the lack of interest and utilization suggests that automotive software
has largely failed to make an impact.
Where is the industry falling short in harnessing the potential of automotive software?
I believe there are three key areas where OEMs are falling short.
Firstly, they need to view automotive software as a product, not just a tech add-on to
vehicles as an afterthought. It's not enough to simply enable features; there needs to be a
vision for the entire user experience, from onboarding to daily usage. Currently, many vehicles
have the capabilities, but the overall experience is lacking due to this fragmented approach.
Secondly, understanding that automotive software requires a different mindset akin to

communication technologies is crucial. Unlike traditional vehicle design, software development
operates on faster timelines and allows for continuous discovery and iterative development.
OEMs need to adapt to this approach to leverage the potential of automotive software fully.
Lastly, the organizational structure within many automotive companies needs to be updated.
The individuals responsible for automotive software often lack seniority and influence, leading to
key product decisions being made without their input. This lack of representation hinders the
effective integration of software into vehicle design. Addressing these gaps is essential to
unlocking the full potential of automotive software.
Apr 2024 Page 33
As an OEM, what are the factors that influence the decision whether to develop
automotive software in-house or turn to a specialist automotive software provider?
The answer depends on various factors. One of the most significant considerations is your
company's DNA and where you aspire to be.
If your company prides itself on innovation and introducing breakthrough technologies to the
market, it's unlikely that you'll find off-the-shelf solutions from vendors that meet your needs. In
such cases, building in-house capabilities is necessary.
However, if your competitive advantage lies in execution and you excel in areas like
manufacturing or distribution, and you can achieve parity in certain capabilities or features, then
working with external vendors may be a viable option.
Ultimately, understanding the dimension on which you compete and the market realities is crucial.
For instance, mature products may justify adopting off-the-shelf solutions, but in nascent industries,
in-house development is often required, with knowledge eventually spreading across the ecosystem.
Both approaches can coexist, but regardless of the path chosen, having a clear vision for the
product and executing it effectively is essential.
What are the up and coming trends in automotive software globally that excite you.
What truly excites me is not necessarily the automotive sector itself but rather the broader trends in
consumer electronics and how they can be applied in automotive contexts. One trend I'm closely
watching is the emergence of AI-driven devices.
While voice technology, including voice recognition and speech-to-text capabilities, has been
around for a while, it has often lacked the ability to comprehend intent accurately, leading to
limited interactions. However, with the advancements in conversational AI, the interactions
with devices can be more natural and conversational, reducing the barrier for users who may not
be digitally savvy. Imagine being able to instruct your vehicle using natural language commands,
such as asking for parking assistance or requesting navigation to a nearby cafe. These
advancements enable vehicles to understand user intent and provide personalized
recommendations seamlessly.
Another area of interest is enhancing productivity while

driving without compromising safety. Features like call
controls and message management are just the beginning, and
there's immense potential to integrate more productivity tools
seamlessly into the driving experience. Overall, I'm excited to see
how these trends continue to evolve and reshape how we interact
with vehicles and enhance our driving experiences.
Features related to EVs, particularly those focused on navigation

and smartly locating charging points, address a crucial aspect
of the navigation challenge.
Apr 2024 Page 34
What revenue opportunities can OEMs explore through the integration of automotive
software?
In the short term, when there are still relatively few vehicles on the road equipped with these
capabilities, assuming everything is functioning successfully and there is significant user
engagement - monetization can occur in two ways. Firstly, by commanding a premium on the
vehicle itself, perhaps up to 15%-25% higher than vehicles without these capabilities. Secondly,
offering these features as part of a subscription model is becoming more common even in the
Indian market. This second approach could potentially generate additional revenue of around 10%
to 15% per unit sold compared to companies that haven't focused on such offerings.
Looking ahead to the long term, with millions of these vehicles on the road, there is the opportunity
to build an entire ecosystem around these services. This could involve affiliate revenue, where
partnerships with brands could be established to showcase their products or services to engaged
users on the platform. While traditional advertising may not be the preferred route, exploring
innovative affiliate revenue models tailored to the engaged user base could be highly lucrative.
Do you think vehicle diagnostics enabled by software could become a standard

feature in all vehicles moving forward?
Like I said, much of the industry today still views connected tech as primarily serving the diagnostics
piece. From the feedback I've gathered from vendors and different players in the ecosystem, that
seems to be the prevailing perspective among OEMs as well. I believe it's not a huge value add
but rather an incremental one.
Consider this: Do you want to know what's working or not working in your vehicle? You would
assume that everything is working. Having a checklist to confirm this may bring some anxiety, as
you hope such issues are rare occurrences.
Similarly to safety features, while useful, you hope you never have to use them. So, any feature
designed with the hope that it's seldom used won't be perceived as a key value by
consumers. While servicing is considered important during vehicle purchase, the ability to remotely
monitor vehicle health may not significantly sway consumer purchasing decisions. It may be
perceived as useful but not necessarily something consumers are willing to pay a premium for.
Instead, diagnostics features are more valuable for OEMs to enhance their efficiency in
servicing through remote monitoring and predictive maintenance. Overall, while it's a
good-to-have capability, it's not a feature consumers actively seek out or value highly in
their purchasing decisions.
Apr 2024 Page 35
UNDERSTANDING BATTERY ENERGY STORAGE

SYSTEM (BESS) | PART 5
Detailed Characteristics of BESS
In February 2024, Rahul Bollini had written about the latest trend of 314Ah Cell and 5MWh BESS in
20 feet container. In this article, he discusses the 5MWh BESS in more detail.
The cell used in this solution is a 314Ah LFP prismatic cell. Below are its cycle life characteristics:
10,000 cycles at 0.3C/0.3C (80% SoH) at cell level at 100% DoD at 25°C.
8,000 cycles at 0.3C/0.3C (70% SoH) at BESS level at 90% DoD with calendar ageing up to 20
years at up to 35°C temperature.
6,000 cycles at 0.5C/0.5C (70% SoH) at BESS level at 90% DoD with calendar ageing up to 15
years at up to 35°C temperature.
C Rate of Operation: 0.3C/0.3C indicates 0.3C rate of charge and 0.3C rate of discharging.
Theoretically, it is 3.3 hours of energy storage backup.
State-of-Health: 80% SoH indicates the retention capacity that will remain in the battery after a
particular number of cycles.
Depth-of-Discharge: DoD indicates the depth of cell discharge in each cycle. 100% DoD would
mean the cell would operate between 0% and 100% SoC (state-of-charge). To achieve 100% DoD
in LFP, the cell must work between 2.5V and 3.65V, i.e. charge to 3.65V and discharge to 2.5V.
Calendar ageing: Calendar ageing refers to the degradation of the cell capacity with respect to
inactivity during the non-usage time. It contributes to the system level cycle life because a system is
not constantly charging or discharging at a given time like in the case of cycle life testing done for
cells. For projects with 2 cycles per day, there is lower calendar aging as compared to one cycle per
day projects because there is less time of inactivity per day.
Temperature: The 25°C temperature condition allows for a longer cycle life for cells. BESS can
operate up to 35°C on a regular basis because most cooling systems (air cooling or liquid cooling)
activate at 35°C and come with various cooling levels based on the temperature inside the system.
The cooling system activates at 35°C to save the auxiliary energy required for cooling the system.
Higher auxiliary energy consumption increases the total cost of ownership of BESS.
Price: Pricing is the most misunderstood part of BESS. There are various levels of pricing
depending on multiple factors, such as mentioned on the next page.
Apr 2024 Page 36
Design
Sizing ratio of PCS with BESS. More hours of backup would have smaller PCS sizing and hence
lower cost of the overall solution per kWh.
Container and other auxiliary utilisation. Larger containers with larger batteries tend to have
lower costs.
Type of Components
BESS pricing without PCS.

BESS pricing with PCS (with or without isolation transformer) for Commercial and Industrial
applications.
BESS pricing with PCS and Transformer for Grid-scale applications.
Type of Cooling Type of DC Voltage Architecture Warranty Period
Air cooling 1500V architecture 5-year standard warranty

Liquid cooling 1000V architecture Extended warranty from 6th year
Any change in the above parameters can cause a shift in the price, which varies between $110/kWh
and $140/kWh.
The BESS market is growing,
and with battery prices coming
down in 2023 and 2024, BESS
is more affordable than ever.
Combine that with increasing
cycle life capabilities in the
cell, and many record-low
pricing projects are being
executed in the BESS space.
Image: 5MWh 20ft container

liquid cooling design from
Xingdong / Lu Xiao Ye
For representation only
The next article, Part 6 of Understanding BESS, will focus on deeper aspects of the architecture of the 5MWh
liquid cooling container, which is gaining popularity across large-scale grid-connected projects.
About the author
Rahul Bollini is an R&D expert in Lithium-ion cells with 9 years of experience. He

founded Bollini Energy to assist in deep understanding of the characteristics of
Lithium-ion cells to EV, BESS, BMS and battery data analytics companies across
the globe. Rahul can be reached at +91-7204957389 and bollinienergy@gmail.com.
NEWS BYTES Apr 2024 Page 37
BYD launched the BYD SEAL in India. The EV claims 0-100

km/h acceleration in 3.8 seconds and a top driving range of up to
650 kilometres. The vehicle can achieve a 200-kilometre driving
range with a 15-minute charge. The ex-showroom price for the
DYNAMIC variant with a 510-kilometre range starts at INR
41,00,000.
BMW India launched the all-electric BMW iX xDrive50 at an

ex-showroom price of INR 1,39,50,000. The vehicle will be
imported as a CBU. It comes with a battery capacity of 111.5
kWh and offers a range of 635 km. The EV produces an
output of 523 hp and a peak torque of 765 Nm and can
achieve 0 to 100 km/hr in 4.6 seconds.
Greaves Electric Mobility, through its 3W subsidiary, launched

the electric passenger 3W, Greaves Eltra City. Greaves Eltra
City offers a 160+ km range per charge and comes with a 9.6 kW
motor and a 10.8 kWh lithium-ion battery.
SWITCH Mobility has officially rolled the first SWITCH IeV 4 off the
production line at their Hosur plant. The company aims to
manufacture approximately 3,000 units per year.
Motovolt M7, a multi-utility electric scooter, was launched in Kolkata. It

is equipped with a removable LFP battery of 3KWh. The M7 offers a range of
166 km IDC range.
EVreporter is proud to be the Official Media Partner

for VoltUp, an EV Accelerator Program by AIC at
the Indian School of Business. VoltUp is a 4-month
program aimed at propelling high-potential startups
solving for India’s EV space.
Explore and apply here - ISB VoltUp.
LOHUM has raised $54 Million (INR 450 crore) in a series B round from
Singularity Growth, Baring Private Equity, Cactus Venture Partners, and
Venture East, among other new and existing venture firms. LOHUM will
use these funds to fuel its market expansion, scaling up recycling
operations across India and expanding to new energy transition materials
markets in North America, the EU, the Middle East, Africa, and Asia.
Attron Automotive, a company specializing in motor and controller solutions for

electric mobility, has raised INR 4.75 crore in its seed funding round, led by Anicut
Capital LLP and co-led by Venture Catalysts. Pontaq VC and Yashovardhan Shah,
an angel investor, contributed to the funding.
TVS Motor Company is set to acquire additional shares in Singapore-

based e-2W company ION Mobility through its subsidiary, TVS Motor
(Singapore) Pte. Ltd. The investment amounts to USD 5.5M, increasing
TVS's aggregate shareholding in the company to 25.64%. Prior to this,
Ion Mobility had raised USD 18.7M in a Series A.
Atul Auto Limited has invested INR 19,99,98,560 in the equity share capital of its
subsidiary, Atul Greentech Private Limited (AGPL). The said shares were
allotted on March 06, 2024. With this investment, the company's total investment
in AGPL stands at INR 29.99 crore and owns an 80% stake.
Pre-owned car leasing startup PumPumPum raises INR 2

crores from Inflection Point Ventures. Pumpumpum plans to
increase its current electric fleet from 25% to 50% in 3-4 years.
Shoffr, a Bengaluru-based startup specializing in airport transfers and hourly

rentals using electric cars, has successfully raised $1.1 million from over 100
investors. This marks Shoffr's inaugural fundraising round following 15 months
of bootstrapping, during which they scaled to 75 cars, achieved profitability,
and generated over $1.5 million in annual recurring revenue with equity capital
of less than ₹50 lakhs, said a statement.
Himadri Speciality Chemical Ltd has acquired a 40% stake in Invati

Creations Private Limited for a consideration of INR 45.16 crores.
Invati Creations is a lithium-ion electrode material start-up that focuses on
engineering electrode materials for efficient energy storage with higher
energy density and an increased battery lifespan.
JBM Ecolife Mobility Private Limited, a subsidiary of JBM Auto,

has been awarded the Tender as a bus operator for the
Procurement, Supply, Operation and Maintenance of 1,390 e-
buses and the development of allied electric and civil
Infrastructure on the GCC model under the PM e-Bus Sewa
Scheme. The company has acknowledged the Letter of
Confirmation by Convergence Energy Services Limited. The
approximate order value is INR 7,500 crores.
JBM Auto, with 5,000 electric buses in its order book, shifts from carbon steel to stainless steel for
lighter, stronger, and more durable buses. Jindal Stainless will supply JT Tubes of low-carbon,
chromium-manganese austenitic stainless steel to JBM Auto. Material, designated N7, claims to offer
three times the strength of current carbon steel.
Blackbuck EV has started the trials of its ELON 3X electric

bus at its facility in Hyderabad. The vehicle will undergo
validation and testing ahead of certification. The 3-axle, 13-meter
bus is expected to be on the market in 2025. Following ground
trials, Blackbuck EV will commence public road trials of the bus
with one of India's largest reputed transport operators in Q1
2025. Production is expected to begin in Q1 2025.
JSW MG Motor India, the JV between JSW Group and SAIC

Motors, will focus on creating a robust EV ecosystem with
forward and backward integration of the supply chain. Starting
this festive season, it aims for a new launch every 3-6 months,
with a focus on New Energy Vehicles. The company will
expand its production capacity in Halol, Gujarat, from the current
1,00,000 plus to up to 3,00,000 vehicles annually.
BILITI Electric breaks ground for its upcoming e-3W and battery pack facility in
Velimela, Hyderabad. The ~13-acre plant will be designed to produce 2,000
electric 3Ws per month and Li-ion battery packs. The estimated private investment
for the new plant is more than INR 400 crore. The company already operates e-
3W assembly plants in the United States, Portugal, and Kenya and has deployed
vehicles and batteries across 15 countries.
IRP Systems will supply its Dynamic 6 motor controllers for

electric 3Ws manufactured by Mahindra Last Mile Mobility. The
agreement follows a successful rigorous testing and validation process
to meet Mahindra's demanding Indian market requirements and other
global markets, according to a company statement.
Indian Oil Corp and Panasonic Energy Co, a Panasonic Group

Company, are developing a framework for a JV to manufacture
cylindrical Lithium-ion cells and batteries in India. The details of the
collaboration are expected to be finalised in a few months.
Ultraviolette Automotive launches 10 SUPERNOVA DC Fast

Charging Stations in Maharashtra, Karnataka, and Tamil Nadu for
inter-city rides. This is part of Ultraviolette's initiative to deploy 100+
DC Fast Charging stations. The charging stations come equipped with
the Type 6 connector, ensuring compatibility with the IS17017-2-6
(IEC 62196-6) Standard recognized by the BIS.
Ministry Of Heavy Industries (MHI) and IIT Roorkee signed a

MoU to work together to encourage innovation and advance the
automotive and EV sector. With a total grant of ₹19.87 Cr by MHI
and an additional ₹4.78 Cr contributed by industry partners, the
total project cost is INR 24.66 Cr. ICAT Manesar will partner with
IIT Roorkee for this project. The funds will encourage research,
development, and implementation efforts, facilitating the
translation of concepts into tangible solutions.
EV battery management technology startup Fasmho Energy

Systems and Cyantron Synergies, manufacturers of battery
packs, have partnered to develop energy storage solutions for
high-voltage energy systems like e-buses and trucks. The
partnership will see the development and production of over
32,000 units of high-voltage intelligent Battery Systems,
estimated to be worth over USD 180 million.
Ashok Leyland announced an alliance with Minus Zero, an

autonomous driving technology startup that aims to deploy
autonomous solutions for commercial trucking. The initial
focus will be on developing autonomous trucking solutions for
ports, factory operations and corporate campuses. Future
endeavours include expanding into hub-to-hub applications and
long-haul trucking, subject to evolving regulatory frameworks.
Citroën India has signed a MOU with BluSmart to deliver

4000 ë-C3 vehicles over the next 12 months. 125 Citroën ë-
C3 vehicles were flagged off from BluSmart’s EV charging
superhub in Bangalore as part of the initial delivery phase.
Let's driEV and Moto Business Service India partner to

deploy 50 Ather Energy 450S scooters in
Bhubaneswar. Established in March 2021, MBSI's
shareholders include Yamaha Motor Co., Ltd, Japan, and
Yamaha Motor Biz Partner Co., Ltd, Japan. Functioning
primarily as an asset management entity, MBSI leases
2Ws to Mobility as a Service operator.
Okaya EV and Hindustan Petroleum will join forces to deploy

600 Fast DC EV chargers nationwide. The order includes
installing 60KW and 120KW CCS2 Dual Gun chargers, which are
equipped with advanced protective mechanisms and government
certifications.
Tata Passenger Electric Mobility (TPEM) has signed

a MoU with Hindustan Petroleum Corporation to
install 5,000 vehicle charging stations across India by
December 2024. HPCL boasts a nationwide network of
over 21,500 fuel stations. HPCL has installed a total of
3,050 EV charging stations, including battery swapping
stations, across the country.
EV Charger manufacturer Servotech Power Systems and

ElectraEV, an EV Powertrain solutions company, will jointly
develop solutions to enable fast DC charging of any GB/T
Bharat DC-001 vehicle (on sub 200V DC platforms) from the
CCS2 charging network through the addition of a connector
using a small additional gadget.
This move aims for charging compatibility, eliminating the need for dual infrastructure deployment,
and is relevant for both passenger and commercial vehicles that rely on the Bharat DC-001 protocol.
Uno Minda has signed a Technical License

Agreement with Starcharge Energy Pte Ltd (APAC),
focusing on the manufacturing and sales of EV chargers
in India. The partnership is for wall-mounted AC
chargers for passenger EVs designed for home
charging, which OEMs usually sell along with the EVs.
StarCharge is a global leader in EV charging
infrastructure and microgrid solutions with
manufacturing facilities in the USA, Vietnam, and China.
BMW Group and Tata Technologies signed a

JV to establish an automotive software and IT
hub in Pune, Bengaluru, and Chennai, subject
to regulatory approval. The JV aims to leverage
Tata Technologies' digital engineering expertise
to enhance BMW Group's global software
coding capabilities, emphasizing strategic
software development for premium vehicles
and SDV solutions.
Volvo Cars has teamed up with Breathe Battery

Technologies, a London-based startup, to incorporate its
charging software into Volvo's fully electric vehicles. Breathe
develops battery management software to improve battery
performance. Their software will reduce the time it takes to
charge fully electric Volvos by as much as 30% while maintaining
the same energy density and range.
Nissan Motor Corporation and Honda will explore a

strategic partnership in vehicle electrification and
intelligence.
The scope of the feasibility study includes automotive

software platforms, core components related to EVs,
and complementary products.
South Korea's Samsung SDI aims to start the mass production of

solid-state batteries for electric vehicles and other applications in
2027. The company outlined plans to produce high-performance solid-
state batteries with an energy density of 900 watt-hours per litre,
offering a 40% improvement over its lithium-ion cells.
Chinese smartphone maker Xiaomi launched the

SU7 EV in China. The standard model will cost
215,900 yuan ($29,900), while the Pro and Max
models will cost 245,900 yuan and 299,900 yuan,
respectively. Later, Xiaomi announced it received
nearly 90,000 bookings within 24 hours of the
launch. The top model of the Xiaomi SU7 is
equipped with a 101 kWh Qilin battery from CATL,
which claims a CLTC range of 800 km per charge.
MG MOTOR INDIA has recently launched a new

initiative EVPEDIA, to promote EV awareness and
educate the customers for faster adoption of electric
vehicles. EVPEDIA is a comprehensive EV education
repository which is curated by industry experts to bust
myths and cater to commonly asked questions about
EVs. EVreporter is proud to collaborate with MG Motor
India for this initiative to extend knowledge partnership.
Click here to explore
MHI has formulated the Electric Mobility Promotion Scheme -

2024 with an outlay of INR 500 crore, to be implemented over a
period of 4 months, w.e.f. 1st April 2024 till 31st July 2024, for
faster adoption of electric 2Ws and e-3Ws.
A demand incentive of INR 5,000 per kWh will be extended for eligible e-2Ws and e-3Ws -
capped at 15% of the ex-factory price of the vehicle.
INR 333.39 cr has been allocated towards demand incentives for 3,33,387 e-2Ws, with a max
ex-factory price of INR 1,50,000. The incentive will be capped at INR 10,000 per EV.
INR 33.97 cr has been allocated towards demand incentives for 13,590 low-speed e-rickshaws
and e-carts, with a max ex-factory price of INR 2,50,000. The incentive will be capped at INR
25,000 per EV.
INR 126.19 cr has been allocated towards 25,238 L5 e-3Ws with the max ex-factory price of INR
5,00,000. The incentive is to be capped at INR 50,000 per EV.
INR 6.45 cr has been allocated towards administrative expenses of the scheme.
Ministry Of Heavy Industries has also notified the 'Scheme to Promote the Manufacturing of
Electric Passenger Cars in India'. Key highlights:
Aims to attract investments from global EV manufacturers and promote India as a manufacturing
destination for EVs.
The approved applicants will set up e-4W manufacturing facilities in India with a minimum
investment of INR 4,150 crore (USD 500 million).
Minimum DVA (domestic value addition) of 25% within 3 years and 50% within 5 years.
Electric passenger cars can initially be imported (with a minimum Cost, Insurance and Freight
value of USD 35,000) at a reduced duty of 15% for a period of 5 years. The maximum number of
e-4W allowed to be imported at the reduced duty rate shall be capped at 8,000 per year.
The carryover of unutilized annual import limits would be permitted. Conditions apply.
MoRTH (Ministry of Road Transport and Highways)

issued a draft notification proposing amendments
to the Central Motor Vehicles Rules, 1989, to
accommodate the L2-5 category that combines
features of two-wheeled (L2) and three-wheeled
(L5) vehicles.
Its modular design allows users to switch between the two configurations.
Sub-category L2-5 M is meant for carrying passengers.
Sub-category L2-5 N is intended for carrying goods.
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April 2024

10 Li-ion battery pack connector plates with high conductivity |

16 High speed electric scooters with advanced BMS | Advertorial

18 Recent policy updates for India’s electric vehicle ecosystem

22 Towards standardization of DC charging for light EVs

28 The role of lead-acid batteries in the evolving energy landscape

31 Automotive software can improve customer experience beyond

35 Detailed characteristics of BESS

37 News and updates

Technology Partner Accelerated by

Category wise Electric Vehicle sales, Mar 2024 | India

Category wise-Sales Trend from Mar 2023 to Mar 2024

Fuel wise 2W Sales Trend, Mar 2023 - Mar 2024

High Speed E-2W Sales Trend by OEM

Fuel-wise 3W L5 Passenger Sales Trend

E-3W L5 Passenger Sales Trend by OEM

Fuel wise 3W L5 Goods Sales Trend

E-3W Cargo L5 Sales Trend by OEM

LI-ION BATTERY PACK CONNECTOR PLATES

This simple part of a battery pack assembly process is often overlooked.

Engineered Materials Solutions designed such a material using our innovative

High conductivity CLAD Metal Battery Cell

E-rickshaw Sales Trend by OEM

E-cart Sales Trend by OEM

OEM wise E-4W sales, Mar 2024

Others include Audi, Porsche etc.

OEM wise Electric Bus Sales, Mar 2024

India’s Top 2W OEMs | ICE vs EV Sales for Mar 2024

EVREPORTER DATA PORTAL

India's leading Electric 3W Companies list To be added this month:

Passenger E-4W fleet operator list Comprehensive FY 2023-

City-wise OEM sales for 50 Indian cities Curated Global e-2W

Gaura Electric's Advanced Battery Management System optimises performance and

Key Highlights of Gaura Electric Scooter

ADVANCED MOTOR ADVANCED INSTRUMENT

Contact Gaura Electric

RECENT POLICY UPDATES FOR INDIA’S

Electric Mobility Promotion Scheme 2024 (EMPS)

India is set to accelerate its transition towards electric mobility

Counter view Dinesh Arjun, CEO and Co-founder | Raptee Energy

“The recent announcement of the Electric Mobility Promotion scheme represents

Scheme to Promote Manufacturing of Electric Passenger Cars in India

Roadmap for availing the scheme benefits

The applicants must furnish a bank

“The EV Policy marks another significant step towards accelerating the

Shradha Suri Marwah | President ACMA & CMD Subros

TOWARDS STANDARDIZATION OF DC CHARGING

90% of EV sales in India comprise Light

DC Charging for LEVs | Current Scenario

Charging communication protocol between EV and EVSE

Communication between EVSE and Charger Management System (CMS)

Vehicle Connector and Charging Communication Protocol

Source: Bharat Charge Alliance

Features of IS-17017-2-6 and IS17017-25 standard

Source: Bharat Charge Alliance

Type 6 vs Type 7 Connector

Communication between EVSE and CMS

Communication between one CMS and another CMS

THE ROLE OF LEAD-ACID BATTERIES IN THE

We began as an industrial battery player in the mid-eighties, pioneering maintenance-free valve-

How is Amara Raja ensuring sustainability in its battery operations?

AUTOMOTIVE SOFTWARE CAN IMPROVE CUSTOMER

Secondly, understanding that automotive software requires a different mindset akin to