INSUBCONTINENT EXCLUSIVE:
Transcript and text by Amber Banerjee
EV penetration has shot up in recent times with electric two-wheelers driving the game for the larger part
Overall, in the Indian two-wheeler segment, electric two-wheelers account for 6 percent market share but within that share, electric
scooters specifically make up approximately 20 percent of sales, which is significant
The space has seen the introduction of several brands over the years and the first set included the likes of Hero Electric, Okinawa and the
second set saw an influx of startups like Ather and Ola
However, legacy brand Bajaj seems to have a slow-paced and different approach to the action with its 100 percent subsidiary Chetak
Technology Limited (CTL), an e-scooter company that has been selling just one scooter since 2020.TOI Auto recently sat down with Eric Vas,
President, Bajaj (electric vehicles), CTL and Board Member, Yulu
We asked Vas about the lukewarm approach of CTL towards the EV rush and how it plans to catch up with the high-volume sellers of the segment
The second set is at the top end of the market and is now trying to move its portfolio down.In contrast, we have stuck to one product so far
but what looks from the surface as one product is not just one for the OEM
We have another line of business, where we supply a specific product for mobility as a service, called the Yulu Bike
Yulu already has an operational fleet of close to 12,000 units, deployed across three cities and it is expected to grow to around 25,000 by
very different battery chemistry than the Chetak electric scooter, giving Bajaj expertise in two different products and handling different
battery chemistries (LFP and NMC), something that the President and Board Member believes is a big differentiator for the legacy brand and
To succeed here, you need to have basic competencies around batteries, motors, controllers, communication, Controller Area Network (CAN)
devices and chargers.Do all parties in the market have these competencies? I very much doubt so
Today I can say with complete confidence that we are the only OEM in the country that owns the intellectual property of its motor, battery,
motor control unit and vehicle control unit, BMS and onboard charger
Nobody else owns their own, they are buying the motor from someone and they might be working on the battery or it is the other way around
to ensure the right outcomes such as longevity, dependable battery life and long-term ownership satisfaction are achieved
of battery health is left after a full charge, just like a smartphone
I am guaranteeing you that Chetak's battery SOH would be about 500 basis points better than any of the competitors after 40,000 km
continuous power (kW) mentioned on the spec sheets of other electric scooters in the market
Everybody will show you a higher peak power but the continuous power figure will be sitting at 70 percent of that figure
For an electric scooter, continuous power is more important, it is not a motorcycle which has to do performance runs or wheelies and needs a
Just picking up the highest-spec motor does not work
This is why it is a long game, it is a game where we have developed our technology stacks in a fairly comprehensive manner and put a lot of
OEMs typically attract buyers by promising attractive range figures or top speeds, concepts that are easily comprehensible
Why should a layman research the technology stack of a Chetak electric over other attractive features such as a touchscreen and GPS
rather it is the ICE scooter that needs to be beaten in this game
An ICE scooter of today, is very high-quality, well-engineered and has been refined over years and works brilliantly
certain? In the presence of subsidies right now, OEMs can do many things
We can package a 5kWh battery with the government subsidising it, we can offer it at a great price point as well and the customers are happy
about getting a great range figure 150 to 160 km
However, when the subsidy vanishes, no one is going to pay for these long-range scooters and that is where the big problem lies.The
important issue is how OEMs will continue to sell these scooters when the subsidy starts coming down, which will happen sooner or later as
no government can infinitely subsidise
So how do you win? That is the question that any enterprise needs to ask itself in the long run and this is also why a battery that lasts
F77 First Ride Review | The best electric bike in India? | TOI AutoVas claimed that their study shows that buyers are not interested in
flashy gadgets and features if it means they end up spending more for them
They are happy if they get it for free but in that case that feature is not a recipe for success."He further pointed out that it is
important to recognise the limitations of such a strategy and play to your strengths
Can we put a fancy display on the Chetak? Ofcourse, we can, it is just a matter of cost but it is already priced at a particular point which
because it involves a whole other process called metal stamping
He also believes that scooters made of metal are the most suitable for India as historically such scooters have been successful in the
The simple reason is durability and longevity
local repair shop to bash out dents and getting a repaint and so on
These things cannot be achieved with plastics and they look shabby after 2.5 years
many buyers right now but Vas is confident that they have everything ready for the meat of the market and its requirements
said.However, the current focus of the legacy brand is on developing products that are subsidy-safe and affordable even without them
Vas assured us that when consumers will have to pay unsubsidised costs for an electric scooter, then the market dynamics will change and
Bajaj and Chetak would be ready to take on the wave.What do you think about the comments made by Eric Vas and is Bajaj really geared up for
the future or has it been left behind by companies such as Ather and Ola? Let us know in the comments
