“Recent regulatory changes were not made autocratically”: Reji Mathai

The Pune-based Automotive Research Association of India (ARAI) has many plans to benefit consumers. Outlined by the Automotive Research Association of India (ARAI), they signal a significant step towards increasing consumer confidence and transparency in the automotive industry, especially in the area of ​​electric vehicles (EV) and safety standards.

For example, after May 2024, when a consumer purchases an electric vehicle, they will be able to obtain detailed information about the actual range of the vehicle.

ARAI plans to enhance its testing capabilities and leverage the opportunities offered by connected vehicles and 5G. To make this happen, a budget of Rs 200 crore has been allocated to bring the testing agency’s protocols in line with global standards and enhance existing EV testing capabilities. It’s not everything. For ADAS, ARAI currently uses a database of driving conditions in India, compiled by over 5,000 volunteers for digital benchmarking and ergonomic research.

The leading agency conducts initial testing for BNCAP at its crash test center in Pune, which is compliant with Indian and UNECE crash standards, offering full offset frontal, side offset and rear offset impacts.

The lab also provides crumple zone and side pole impact optimization, airbag ECU calibration, post-crash fuel leak assessment, and comparative testing using instrumented crash test dummies and child dummies.

At the recent SIAT technology expo in Pune, ARAI director Reji Mathai discussed his plans to accelerate India’s transition to electric mobility and make ICE products carbon neutral.

Will regulatory changes continue to disrupt OEMs as they did last year? What are your tips for OEMs or component manufacturers as they prepare for the times ahead?

All regulatory changes that have taken place in recent years have been discussed in detail and have not been made in an autocratic manner. Issues such as battery life, M1 crash standards and other ongoing issues are carefully considered before any regulatory changes are made.

I would like to share with you the fact that all stakeholders involved in the industry understand the situation perfectly. Challenges arise when we implement regulations.

For this purpose, we have a detailed process for meeting with stakeholders. ARAI also has a Modified Indian Driving Cycle (MIDC) for real-world range testing of electric vehicles, where we ensure that all stakeholders are informed, consulted and their views are incorporated into the final decision-making process.

Currently, the Modified Indian Driving Cycle (MIDC) test for electric vehicles covers half of the MIDC cycle, so there is a discrepancy between the range calculation and what the customer actually receives on the road, i.e. the actual driving range. Your thoughts?

In my opinion, after May 2024, when a consumer buys an electric vehicle, they will have real range. The government plans to help Indian EV buyers make an informed decision at the time of purchase. To fill the information gap, we are switching to the full MIDC testing system, which will become mandatory after May 24-June.

While the notification is yet to be released, we are ready on our end and are communicating the results of the upcoming full MIDC to various OEMs. The government has also asked for an understanding of the impact of air conditioning on the range for which we collect data.

Once the data is collected, it will be presented to OEMs so they can understand the impact of testing on the claimed range. We know these numbers will have an impact on OEMs. So, once for both solutions, we will consult with stakeholders and share the results transparently with OEMs. We are also developing a new Audible Vehicle Alerting System (AVAS) for electric vehicles to solve the problem of quiet operation of electric vehicles. This system will be rolled out across the electric vehicle segment once all tests and approvals are completed.

What are you doing to speed up the certificate issuance process, considering that out of 90 odd candidates, only a few managed to get eligible?

Eligible applicants have 90 days to apply. We inform applicants about the requirements during the pre-screening process, but there are still some gaps.

Sometimes candidates may ask why we can’t make a decision even though there are gaps. In our opinion, such decisions are ethically, morally and scientifically incorrect because they contradict the ministry’s guidelines, which we must adhere to. We will inform applicants if we find any errors and also if we are unable to obtain specific data.

And finally, we are monitored by government agencies like CAG who examine our data, there is no room for any leeway. If the formalities are good, we can get it done in less than 30 to 45 days as you have seen in the case of Ola Electric, M&M, Toyota Kirloskar Auto Parts, Sona Comstar and even Tata Motors.

At PLI Auto, different component manufacturers are reluctant to share their locations, which slows down the PLI process. Your comments?

If some large OEMs and component manufacturers have done well and achieved certification, I must say that the devil is in the details. Transparency to the company and the regulator depends on OEMs/component manufacturers’ long-term relationships with their leading suppliers. It is in their long-term interest for the OEM to stand out and benefit from government programs, and it is the OEM’s responsibility to synchronize such Tier I documentation with government DVA compliance standards.

How many PLI car certificates do you plan to distribute?

We plan to distribute at least 17-19 certificates, and in the next two to three months we could distribute eight to ten certificates to existing and new OEMs or component manufacturers.

What’s happening with the introduction of BNCAP?

Not only do we expect other manufacturers to come to the test, but various automakers will also introduce new products for their customers, and since safety is at the forefront of consumers’ minds, they would like to make them available to BNCAP to showcase their build quality and ability to withstand impact testing regime.

From a testing perspective, OEMs have to send at least 20 cars to different dealers and from among them, the Central Institute of Road Transport (CIRT) selects which one will undergo the final crash tests.

When the implementation of E20 is completed by 2025, what will be its impact on CAFE standards since the current calculations are based on e10 standards? How will this impact several OEMs on the brink?

The general observation about the CAFE standards is that the government has provided clear guidelines in this regard, and corporations are being punished for violating the standards that currently apply to passenger vehicles.

We notice that some players are seriously looking at CAFÉ, and some cases are borderline. The latter may need to increase their efforts.

Currently, E10 standards are the basis. We are discussing with the government how the calculations will change when the industry switches to e20 as a fuel by 2025.

To ensure fair calculations, ARAI is fully aligned with industry needs and we will conduct detailed discussions and consider industry concerns.

This interview was first published in the June 15, 2024 issue of Autocar Professional.