EV

There is a revealing irony at the heart of India’s clean mobility push. The government has committed ₹10,000 crore under FAME-III, launched a ₹11,000 crore PM E-Drive Scheme, and staked the credibility of its Viksit Bharat narrative on electric vehicles — and yet consumer surveys consistently show that only 5% of prospective buyers intend to […]

India’s electric vehicle revolution has a fundamental problem, and it has nothing to do with technology. The batteries are improving, the designs are maturing, and the policy intent is genuinely ambitious. Yet for the daily commuter in Bareilly or the smallholder farmer eyeing a two-wheeler in rural Bihar, the arithmetic simply does not add up.

India’s electric vehicle ambitions are colliding headlong with a crisis that no amount of subsidy can paper over. With the government eyeing 30% EV penetration by 2030 and FAME-III committing ₹10,000 crore to accelerate adoption, the uncomfortable truth is that the after-sales ecosystem — the unglamorous backbone of any automotive market — remains dangerously underdeveloped.

Your electric car charges overnight whilst you sleep. So do your neighbour’s. And the entire apartment complex’s. And every vehicle across Delhi-NCR simultaneously drawing power from a grid already stretched to capacity. India’s electric vehicle revolution targeting 30 per cent market penetration by 2030 faces a stark infrastructure reality: charging demand could surge by 100

The global electric vehicle revolution just hit its first speed bump. After years of relentless growth that saw manufacturers commit hundreds of billions to electrification, global electric vehicle registrations—a reliable proxy for sales—contracted 3% year-on-year to 1.2 million units in January 2026 according to Benchmark Mineral Intelligence data, hammered by China‘s new purchase tax and

On February 5, 2026, India’s Ministry of Heavy Industries delivered a jolt to the electric vehicle charging sector with sweeping benchmark price reductions ranging from 13% to 28% across different charger capacities. A 60-kilowatt charger’s benchmark price plummeted 28% to £3,040, down from £6,520 for the previous 50-kilowatt equivalent, whilst 100-kilowatt units dropped from approximately

India’s electric two-wheeler market just received its most significant premium entrant: Yamaha’s EC-06, arriving on February 3, 2026, at ₹1,67,600 ex-showroom Delhi, into a segment where Ola and Ather have been slugging it out for market dominance whilst consumers remained largely confined to existing options. The world’s largest scooter market, accounting for 95% of India’s

Finance Minister Nirmala Sitharaman’s Union Budget 2026-27, tabled on February 1, contains no headline-grabbing direct subsidies for automobile purchasers—yet beneath the surface lies a structural transformation that could shave ₹1-2 lakh off electric vehicle prices whilst insulating India’s automotive supply chains from Chinese dominance. Against the backdrop of GST 2.0‘s September 2025 recalibration that established

On January 27, 2026, India delivered an unambiguous message to Beijing at the World Trade Organisation’s Dispute Settlement Body: “not today.” New Delhi blocked China’s inaugural panel request challenging India’s Production-Linked Incentive schemes for automobiles, Advanced Chemistry Cell batteries, and electric passenger cars—a strategic veto that buys time whilst fortifying the nation’s self-reliance ambitions against

Every electric vehicle motor in a Tata Nexon, Ola S1 scooter, or Mahindra BE 6e depends on a single critical component: rare earth permanent magnets containing neodymium, praseodymium, and dysprosium. And 90 per cent of those magnets come from China, which tightened export controls in December 2025, halting production lines and forcing Indian manufacturers to