The problem with chicken or the first egg in the country has evolved in the industry of electric trucks, while the government pushed the manufacturer to adhere to the ambitious localization plan, while electronic truck manufacturers will be prolonged by indigenizing concerns about lukewarm demand.
Two people who are aware of recent consultations between the Ministry of Heavy Industry Union and electronic truck manufacturers such as Tata Motors, Ashok Leyland, Volvo Eicher Commercial Vehicles and Muirugappa-Group’s Iplets, said the government asked the manufacturer to consult in October.
Phase production program (PMP) for e-trucks introduced in July as part of £The 10,900-Crore PM E-Drive scheme has set terms for components that electronic truck manufacturers could import. Most of these products and components are currently imported from China.
It featured products and components such as HVAC (heating, ventilation and air conditioning), electric compressors, including charging inputs for standard EV chargers, battery control system, vehicle control unit and traction motors. The date of restrictions for imports of most of these components was 1 September 2025, and the import of several of them was permitted by March 1, 2026.
One of the recent relaxation was when the government allowed electronic truck manufacturers to import traction engines with rare soil magnets from Chinese suppliers as a result of cutting off the supply of rare soils from China.
The PM e-drive scheme for e-acons and e-buses was extended by two years to FY28 in August this year, just a few months before it was determined that the funds for these two vehicle segments were not used.
The £The 10,900 Crore support in the system is earmarked for subsidies for the purchase of electric two wheels, three wheels, electronic sebus, electronic kamil, electric and hybrid ambulances and charging infrastructure. E-buses made up about 40% allocation.
Delay testing
Meanwhile, even more than two months after the notification of electronic truck instructions, no e-tourism model passed the localization test on the date, one of the above mentioned and demanded anonymity. This shows that the shift to localization is slow.
“The government has asked the manufacturer of e-market to speed up the test process,” said the first. Testing will show what local parts are used in electronic costs and e-buses.
This is despite Indian car manufacturers who are beginning to create critical parts locally. Companies such as Sona Comstar (listed on exchanges like Sona BLW Precision Forgings Ltd) produce traction engines and Toyota Kirloskar Auto Parts LTD plan trans-axles for EVS natives. These two products, as well as several others, are included in the government £25,938-Crore Producting motivational scheme for cars and automatic parts, where localization criteria require 50% of spare parts and raw materials to come in India.
The creators of electronic trucks report uncertainty in demand for a slow transition to local components, while the government faced companies using trucks in sectors such as ports, steel and cement, showing the intention to go to the green Logistics, according to the above -mentioned other person.
E -mail queries sent to the Ministry of Heavy industries, as well as Tata Motors, Ashok Leyland, IPTTE and Volvo Eicher manufacturers, remained unanswered.
According to domain experts, moving to electronic costs for businesses is expensive because these are 20% to 50% more expensive than diesel models. Sales growth of the so-called N2 and N3 e-trucks is 27.5% healthy between the fiscal year 2025 and the previous fiscal year, but the basic numbers are very small: 301 electronic kamil was sold in India in the fiscal year 2025, less than 0.1% of the number of diesel trucks sold in the year. (N2 trucks have a rough weight of the vehicle 3.5 to 12 tons and larger variants of N3 range from 12 to 55 tons.)
Expert for local manufacturers for local manufacturers is viable only with greater demand, said the expert. The creators of electronic vehicles have a complex effort in “Control of suppliers not only at level 1 but also level 2 and level 3,” said Sharif Qamar, associated director for transport and city management at the Energy and Resources Institute. “If they do not have the necessary scale and demand for their products, the use of expensive local components can affect their margins.”
(Tagstotranslate) e-trucks
