kamaz_march cv

Rs. 100

At the heart of the indian trucks & bus industry

Volume 4 Issue 6 • March 2010

Kamaz-Vectracarves own niche

HRTC seeks revival • York ‘axle’rates

In-depth report on DEFEXPO 2010

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The Indo-Russian combine recognises that there is a big space to play between European and Indian specifications. The trucks straddle the best of both worlds at prices that are not exactly stratospheric.Story Sridhar Chari Photography Rajesh Kumar

Kamaz-Vectra carves own niche

50 / COMMERCIAL VEHICLE / MARCH 2010

promising player

COVER STORY KAMAZ VECTRA

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The Tatra Vectra He-mang dumpers may have reached the end of their life in India. But few are lamenting their loss. The reason is the in-troduction of the Kamaz 6540 31 tonne 8x4 rigid. Well-suited to both deep mining as well as construction and infrastructure du-ties, this is an intelligent fi rst serving from Russian CV giant Kamaz Inc. In March 2009, Kamaz allied (51:49 JV) with the sprawling Vectra Group to form KAMAZ VECTRA MOTORS LIMITED JV.

Kamaz-Vectra carves own niche

Denis Trifonoff says that homologation of this truck was completed in a record time of 3 months.

MARCH 2010 / COMMERCIAL VEHICLE / 51

KAMAZ VECTRA / COVER STORY

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WEIGHT CAPACITIES (Kgs)

Payload 19000 (as per CMVR)

GVW 31000

FAW(max) 12200

RAW(max) 18800

ENGINE

Model Kamaz 740.30-260

Type V8, Twin Turbocharged with intercooler

Max. Engine OutPut 260 hp (188kW) @ 2200rpm

Max Torque 1093Nm (112kgm) @ 1400 rpm

Swept Volume 10850 cc

GEAR BOX

Make ZF 9S 1315 TO all gears synchromesh

No. of speed 9 forward with 1 overdrive 1 Reverse

CLUTCH DIA 430 mm

DIMENSIONS (MM)

Overall Length 7640

Overall width 2500

Height 3326

Wheel Base 1800-2080-1320

FUEL TANK

Capacity 210 ltrs X 2 steel tanks

STEERING

Make ZF, Hydraulic Power steering

Turning Radius 10.1 meters

SUSPENSIONS

Front Semi elliptical single pin leaf assembly with heavy duty shock absorbers and anti-roll bar

Rear Bogie type arrangement with anti-roll bars with 11 leaf plates

WHEELS

Front 4 Nos.

Rear 8 Nos.

Size 11x20-16 Ply rating

Rim Size 8.0 x 20 inches

BRAKES

Dual circuit pneumatic brakes with load sensing valve.

Brake lining: Non-absestos with total braking area of 8400 cm2

CAB & BODY

Fully built tiltable cab

Tipping body of 16m3 box type with tail gate

GRADEABILITY 25%


COVER STORY / KAMAZ VECTRA

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The 6540, powered by a Euro II compli-ant 11-litre 260 HP, boasts of a torque out-put of 1060 NM. The high power V Type arranged overhead cam engine boosted by twin turbochargers offers extra tonnage and longevity. The special 8x4 integrated axle design lends high level of stability coupled with manoeuvrability, even weight distri-bution on the wheels that results in high road grip and low stress on tyres. The body with a low centre of gravity is balanced on all specifi ed speed operations. One sees

all the goodies associated with a truck of this class, twin steered front axles, tandem driven axles, a 9 speed gearbox, bogie sus-pensions on the rear axle with anti roll bar, dual circuit pneumatic brakes with a load sensing valve, asbestos-free brake lining, tiltable cabin and 25 percent gradeability. But, the biggest plus is that this truck is inexpensive to maintain and repair due to its simple design and easy handling. This is an especially important concern in de-manding Indian conditions. This truck platform has been proven itself in defence applications over the last four decades. The same rugged characteristics and versatility of construction lend themselves easily to the tough requirements of the Indian mar-ket. ‘We use a common frame across all trucks in platform. This frame allows not only easy fi tment of range of aggregates, but also their serviceability. For instance, unlike some European-origin trucks, one does not need to remove the entire engine to access the transmission,’ explains Denis Trifonoff, CEO, Kamaz Vectra Motors Limited.

This versatility will prove useful when Kamaz fi nalises its shopping list of local aggregates. Currently, the truck is put to-gether post receipt of CKDs from Russia, with the local content being just 12 per-cent. The Indo-Russian combine targets an aggressive 30 percent target next year,

with virtually 100 percent localisation by 2012. First on the shopping list are engines and gearboxes. The Euro II engine may be a great fi rst option but post imports it is expensive, and Kamaz will need a smaller and more fuel-effi cient Euro III compli-ant local engine. The company is in dis-cussions with local players like Cummins as also international suppliers like Deutz. ‘We are looking at 300HP Euro III en-gine to meet changing norms as of April 1, 2010. There has not been a freeze on a local supplier. If local development were to take time, we are open to bringing in a 360HP electronic version of our current 11 litre engine offering,’ explains Trifonoff. Kamaz already works with Cummins in CIS countries. Similarly, the 6540 also uses a 9 speed ZF gearbox imported from Russia. But, a similar specifi cation gear-box could be sourced from ZF India or other suppliers for that matter. The target

with virtually 100 percent localisation by with virtually 100 percent localisation by

The 11-litre , 8-cylinder Euro II compliant 260 HP Kamaz engine

Keys of the truck being presented to the first customer.


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is to price this truck aggressively for its ap-plication. It is already available at an all inclusive price of Rs 32 lakh and the going can only get better.

In keeping with the economy-seeking behaviour of the Indian market, the trucks do not feature extravagant cabin trims, or cabin AC and radials as standard fitment. Even the level of electronics is rudimentary.

‘We want to position our 20 tonne pay-load truck between expensive 25 tonne payload European origin offering and the inexpensive but underperforming 14-15 tonne Indian trucks. Therefore, we will fo-

cus on making our trucks value for money, without providing for expensive features like plastic panels in the cabin, AC or ra-dials. Similarly we have decided to resist the temptation to go in for extensive elec-tronics. What is the point if a truck has to be taken to a service centre to just replace a defective fuse in the instrument panel?’ reasons Trifonoff.

In line with this middle-path approach to the market, Kamaz has decided against taking the existing players head-on in the popular 16,25 and 49 tonne GVW catego-ries. Sticking with the 6540, Kamaz has plans to offer a longer wheel-base option of the 31 tonne GVW vehicle. ‘With such an option, we can address the needs of the construction equipment industry. For in-stance, the mounting of a 42-metre concrete boom pumps and excavators becomes that much easier while still staying with cur-rent GVW norms,’ explains N. Hemanth Kumar, GM, marketing and sales.

But, the idea is not to stay restricted to merely one product bracket. Kamaz is actively mulling a 31 tonne GVW 6x4 truck – a segment thus far unexplored in India. The domestic market currently sees 25 tonne GVW 6x2 rigids, 25 tonne GVW 6x4 rigids and 31 tonne GVW 8x4 rigids. ‘CIS countries have long favoured the 20 tonne payload 6x4 confi guration. We could create a new market with this product in India,’ sets out Trifonoff. This develop-ment is expected to come through by the

Hosur FacilityIt is interesting going around the Hosur plant. The area surrounding the factory not only ferries CKD kits for production but also doubles up as a test area for the trucks. We spot axles, frames, cabins, fasteners, brackets, electrical fi ttings stashed away in separate containers. Around the same space is a washing area. Upon entering the factory, the statistics roll out. A total of 130 CKD kits have arrived at the factory. A small number of 649 parts go into each truck and it takes 49 man hours to put together each truck.

The assembly is a 10 stage aff air as various aggregates keep getting mounted on the frame. As we told you earlier, Kamaz uses a common frame for the 6540 platform with drill holes to mount brackets for the aggregates. Step by step, the rear axles, air brakes, front axles, propeller shafts and exhaust pipes get fi tted. Then come, the suspensions, engines and transmissions, radiators, fuel tank, air cleaner, cabin mounting and coolant fi lling. There is a fi nal inspection of chassis, following which, the tipper bodies are mounted.

The tandem driven rear axles provide a strong and stable base for this truck.. Below, the front axle is supported by semi-elliptical leaf-springs.

G Srinivasan and Hemanth Kumar represent the R&D and Marketing arms of Kamaz Vectra.



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second half of next fi scal. In the immediate future, the 5460

platform long-haul 40 tonne 4x2 trac-tor is also expected to join the fray. This truck could be powered by a 300-360 HP electronic, Euro III compliant engine. An ultra-low fl oor city bus is also on display at the company’s Hosur facility, but this bus has yet some while to go before being commercialised.

All in all, Kamaz expects to sell 1,500 trucks next year, with a plan to put out 7,000 trucks by 2013. The plant can be pushed to a capacity of 9,000 trucks per annum. The numbers may not seem so big at the out-set, but, it is important to understand that the Kamaz Vectra JV has invested just Rs 40 crore for production effort. Vectra had already deployed the compact Hosur plant to cater to the Hemang dumpers. ‘We are

AT A GLANCEKAMAZ Inc. is one of the largest truck manufacturers in Europe and leader in the cargo vehicle market in Russia and the CIS countries, such as Ukraine, Kazakhstan, Turkmenistan, and Belarus. KAMAZ Inc. manufactures a wide range of cargo vehicles, including tractors, side-board trucks, and tippers. The vehicles come with wheel arrangements in diff erent sizes and dimensions: 4x2, 4x4, 6x4, 6x6, 8x4, and 8x8, and with gross weights up to 120 tons.

The Vectra Group’s core businesses include aviation, engineering, material handling and construction equipment, automotive, real estate, information technology, and the services sector. The operations of Vectra Group are primarily in India and Eastern Europe, spanning more than 18 companies, with eight manufacturing facilities in four countries (India, UK, Czech Republic, and Slovakia). In addition, Vectra Group has offi ces and/or investments in France, Russia, Singapore, and Hungary.

Kamaz Vectra have had to make relatively meagre investments since Vectra already

had a functioning plant used to put together the Hemang dumpers.

MARCH 2010 / COMMERCIAL VEHICLE / 55


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confi dent of a breakeven in just 6 months even at current CKD production. Whatever localisation were to happen at later stages would straightaway result in additions to the bottomline,’ reveals Hanuman Sharma, Chief Financial Offi cer.

In order to facilitate this effort, Kamaz plans to have a network of 20 dealers by next year. These dealers will be chiefl y located in the mining and infrastructure development corridors of southern and central India.

EXPORT STRATEGYIndia has been a welcome cog in Kamaz’s strategy to grow its presence in the BRIC countries. The company is already strong in Russia and growing its share in the Chi-nese market. It is not just India that is on the radar for Kamaz, but also similar Right Hand Drive markets in Asia and Africa. The

company’s automated production line in Russia is only geared towards the produc-tion of Left Hand Drive trucks and achiev-ing frequent modifi cation to RHD trucks is tough. But, it was certainly not diffi cult to make the truck RHD in India. ‘The en-tire homologation process was completed in just three months. This included, mak-ing the steering and lighting systems, right hand drive. Similarly, in keeping with the hot tropical conditions in India, we have had to introduce special painting and lo-cate the heated exhaust pipes away from rubber parts,’ states Trifonoff.

Incidentally, Kamaz and Vectra have established a production and engineering centre for Kamaz’s business development in the left-hand traffi c countries of Asia Pacifi c and Africa. This centre will devel-op a new products taking into account the needs and preferences of local customers

and will localise vehicle production.

ALLIANCE WITH BEMLKamaz is in discussions with PSU con-struction and defence equipment special-ist, BEML to bring in 5 tonne payload 4x4 defence trucks. Discussions are underway between the two companies, as to how the trucks can be cost effectively localised. Among the options on the table are to man-ufacture the chassis of the trucks at BEML under technology from Kamaz. On the other hand the cabins for these trucks could still be put together at Kamaz’s Hosur fa-cility. Whatever, the case, the initial level of localisation will be at least 50 percent to match the Indian army’s demanding cost targets. Currently, the Indian army owns a fl eet of 70,000 such trucks and wants to replace some of the older lot. Kamaz ex-pects this alliance to bring in volumes of anywhere from 2,000-6,000 trucks in a year. Defence apart, Kamaz hopes that it can bundle its products with BEML’s of-ferings in the civilian construction equip-ment sector. ‘Customers could need upto two tippers for every motorgrader offered by BEML. We can step into the picture,’ puts forth Trifonoff. ■

Kamaz uses a common frame across a range of trucks. This helps reduce both cost and

setup time.

This ultra-low fl oor Kamaz bus is likely to hit the market only

in the medium term.

We may see this 4x2 tractor built on the 5640 platform by the end of next fi scal. (A) A sleeper bunk provided for the long haul drive.

A



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