INDIAN COMMERCIAL VEHICLE INDUSTRY

Slowdown imminent as headwinds gain momentum

QUARTERLY REVIEW DECEMBER 2011 ICRA RATING FEATURE

Summary
After registering a strong 30%+ growth over the past two fiscals, the growth in the Commercial Vehicle (CV) industry has somewhat slowed down during the current year. During April-November 2011, the domestic CV industry posted a growth of 20.0% on YoY basis riding on a strong 29.3% growth in LCVs and a fairly muted 9.4% in M&HCVs. Steadily rising interest rates, contracting industrial output and a considerable increase in vehicle prices coupled with high-base effect of previous years are the main factors impacting growth. The operating environment for fleet operators has been deteriorating over the past six months. All factors that influence the viability appear to be weighing against the profitability and cash flows of operators. The sharp rise in overall cost of ownership combined with considerable rise in operating costs and an almost stagnant freight rates in a confluence are displaying signs of pressures on fleet operators. Our channel check suggests that several operators have postponed their expansion plans in view of rising interest rates and expectation of slowing industrial growth. Capacity utilisation is gradually declining and freight rates continue to remain stagnant despite rise in operating expenditure for operators. On the financing front, some of the financiers have also started tightening lending norms in addition to the rise in interest rates. Overall, the near term risks against M&HCV demand has increased significantly, though structurally, the demand over a longer period remains intact, subject to normalization of economic activity over the next 2-3 quarters. Given the current environment where the growth in industrial activity is at a two year low and the operating environment for fleet operators is gradually weakening, we expect the industry to defer capacity addition. As a result, the outlook for the near term appears to be subdued, resulting in a slowdown in new vehicle sales. Among segments, M&HCVs which tend to be more influenced by the macro-economic indicators is likely to register a weaker performance over the near term as against the steadily growing LCV segment. The proliferation of the hub-n-spoke model, improving last mile connectivity and last but not the least the strong demand originating from rural segment is likely to drive demand in the LCV segment over the medium term. We expect the M&HCV industry to grow by 3-4% in FY12 and LCV industry by 1718% in FY12. We maintain our long-term growth outlook for M&HCV with a CAGR (%) of 9.5-11.5% and for LCV with CAGR of 11-13% over the next five years. In terms of the competitive landscape, while some of the established but smaller OEMs have expanded their product portfolios and market coverage, the competition from new players is unlikely to hurt the strong market position of incumbents in the near term as the former go through a phase of developing credible track record for their products and create market reach, an imperative for the CV industry.

Corporate Ratings
Anjan Deb Ghosh RATING +91 22ICRA 3047 0006 FEATURE anjan@icraindia.com Contacts: Subrata Ray +91 22 3047 0027 subrata@icraindia.com Shamsher Dewan +91 124 4545 328 shamsherd@icraindia.com Ashish Modani +91 020 2556 1194 ashish.modani@icraindia.com

Table 1: Segment-wise volumes

Segments Volumes FY08 -12.6% -0.4% FY09 -7.0% -33.2% YoY Growth (%) FY10 43.4% 33.5% FY11 22.9% 31.8% FY12e 3-4% 17-18% FY08 FY09 FY10 FY11 FY12e* M&HCVs 274,582 183,495 244,944 322,788 332,472 LCVs 215,912 200,699 287,777 353,620 413,735 Source: SIAM, ICRAs Estimates; * computed at 3% growth for M&HCVs and 17% for LCVs

ICRA LIMITED

Domestic Commercial Vehicle Industry: Key Trends in Growth Drivers

Exhibit 1: Slowing M&HCV sales map deceleration in industrial activity
20.0% 15.0% 10.0% 5.0% 0.0%
Sep-06 Sep-08 Sep-10 Dec-06 Dec-07 Dec-08 Dec-09 Dec-10 Mar-07 Mar-08 Mar-10
Mar-09 Mar-11

Macro headwinds are gaining momentum

250% 200% 150% 100% 50%
Sep-11

Sep-07

Sep-09

Jun-06

Jun-08

Jun-10

Jun-07

Jun-09

-5.0% -10.0%

Jun-11

0% -50% -100%

Over the past few months, the macro-economic environment in India has weakened considerably led by a whole host of factors. The sharp rise in interest rates as a result of the considerable credit tightening measures to overcome accelerating inflationary pressures, contraction in industrial activity and an overall decline in business optimism have collectively resulted in moderation in GDP during the current year. These factors combined with relatively subdued pick up in infrastructure spending have started weighing on the demand for new CVs especially the heavy commercial vehicle segment. In the recent months, the index of industrial production (IIP) which serves as a proxy for the CV sector has contracted sharply and has registered one of its lowest growths in the past two years. Our channel check suggests that there is a definite slowdown in freight availability led by some of the core manufacturing sectors. The impact is more visible in certain segments like container movement, mining, automobiles (led by slowdown in passenger vehicle segment) and heavy industries such as steel. Given the high sensitivity to industrial activity and weakening operating metrics for fleet operators, we expect the industry to witness a subdued demand as capacity addition takes a back seat.

Change (%) in IIP

Change (%) in M&HCV Volumes (RHS)

Source: MOSPI, SIAM, ICRA Estimates

Peak interest rates during economic meltdown

Rates have continued to move upwards in Q2 FY12

and so are credit availability indicators and lending rates

With over 90% financing penetration, credit availability plays a significant role in influencing the demand for CVs besides other demand drivers. After being stable for almost a year, lending rates for CV financing have also been on an upward trend over the past six months prompted by credit tightening measures. Although rates differ across asset classes and depend majorly on consumer profile, the lending rates for new M&HCV financing have increased by as much as 200-250 bps over the last six months. With pressure on fleet operators cash flows, some of the financiers have also tightened their credit norms and reduced LTVs for new customers. The rise in interest rates coupled with the successive price increases by OEMs to combat the impact of commodity prices has substantially increased the ownership cost. The only silver lining so far to the overall picture has been that delinquencies across asset classes have not shown signs of deterioration and continue to remain much below the levels reached during the 2008 meltdown. Although some of the financiers have indicated the collections are increasingly becoming difficult and operators especially with small fleets are servicing their obligations with a delay. Some of the pockets like the mining belt have also been impacted off late.

Exhibit 2: Trend in New M&HCV Financing IRRs

16.0% 15.0% 14.0% 13.0% 12.0% 11.0% 10.0% 9.0% 8.0%
Jul-07 Jul-09 Jul-10 Nov-08 Nov-10 Jul-11
Jul-08

Mar-08

Mar-10

New M&HCV Financing IRRs

Source: ICRA Estimates

ICRA LIMITED

Mar-11

Mar-07

Mar-09

Nov-11

Nov-07

Nov-09

Domestic Commercial Vehicle Industry: Key Trends in Growth Drivers

Exhibit 3: Trend in freight rates; recent increase reflects diesel price hike
85,000 80,000 75,000
70,000 65,000

60,000 55,000
16-Jun-10 16-Jul-10 16-Jun-11 16-Jul-11
16-Feb-10 16-Mar-10 16-Feb-11 16-Mar-11

140,000 120,000 100,000 80,000 60,000 40,000 20,000 16-Nov-10 16-Dec-10

16-Aug-10

Rise in ownership cost + stagnant freight rates act as double whammy for operators
The operating environment for fleet operators has been deteriorating over the past six months. All factors that influence the viability appear to be weighing on the profitability and cash flows of operators. The sharp rise in overall cost of ownership combined with considerable rise in operating costs and an almost stagnant freight rates in a confluence are displaying signs of pressures on fleet operators. Our channel check indicates that freight rates across major routes have only risen to the extent of diesel price increases and the rise has not been enough to compensate for the inflation in other operating costs. Freight rates from Southern & Eastern regions have remained marginally weak, while those from Northern & Western markets continue to hold on. In such a scenario when pressure is building up on small fleet operators, large organized players continue to exhibit a relatively stable earnings profile. Most of the organized players cater to institutional clients on long-term contracts that ensure pass through of operating costs especially variation in fuel prices. Additionally, the organized logistics players largely depend on market-sourced fleet which considerably reduces the risk during periods of slowdown and adds to their bargaining power while negotiating on freight rates. Exhibit 5: Trend in operating profitability for transport service providers
600.0 10.0% 9.0%

16-Apr-10 16-May-10

16-Apr-11 16-May-11

16-Aug-11

16-Sep-11 16-Oct-11

16-Sep-10 16-Oct-10

16-Jan-10

16-Jan-11

Delhi-Mumbai-Delhi Mumbai-Chennai-Mumbai

Delhi-Kolkata-Delhi Delhi-Chennai-Delhi (RHS)

Source: CMIE, ICRA Estimates; Absolute Freight rates (in Rs.) for 16t truck

Exhibit 4: Trend in Road Freight Index

176

175
174

173
172

171
170

16-Nov-11

Feb-10

Dec-09

Dec-10

Feb-11

Jun-09

Aug-09

Aug-10

Jun-11

Jun-10

Aug-11

Oct-10

Apr-10

Apr-11

Apr-09

Oct-11

Oct-09

500.0

7.2% 8.3%

7.8%

8.8%

8.0%

8.0%

7.8%

8.2%

6.7%

400.0 300.0
200.0 100.0

8.0% 7.0%
6.0% 5.0%

Road Freight Index

Source: TCI, RFI is an index based on freight rates originating from 24 major stations

Table 2: Trend in Diesel Prices

Latest Revisions July 2011 June 2011 November 2010 Source: Petroleum Planning & Analysis Cell (PPAC) Diesel Prices/Litre 41.29 41.12 37.75

Q2FY10 Q3FY10 Q4FY10 Q1FY11 Q2FY11 Q3FY11 Q4FY11 Q1FY12 Q2FY12 Revenues - Rs. Crore PBIT Margin (%) - RHS

4.0%

Source: Company Data, ICRA Estimates

ICRA LIMITED

Segment-wise Trends: M&HCV Segment

Exhibit 6: Trend in Domestic M&HCV Sales
45,000 40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 11% 24%

Exhibit 7: Trend in Tonnage-wise Mix in M&HCV

30%
25% 20% 15% 10% 5% 0% 9%

100% 80% 60% 40% 20%

0% FY02 FY03 FY04 FY05 FY06 FY07 FY08 FY09 FY10 FY11

13% 18%
13%

7% 17% 0%

6% 10%

10% 2%

Dec-10

Jun-11

Nov-10

Oct-11

Mar-11

Domestic M&HCVs Sales

May-11

YoY Growth (%) - RHS

Nov-11

Apr-11

Jul-11

Aug-11

Sep-11

Feb-11

Jan-11

7.5-12 T

12-16.2 T

16.2-35.2T

35T & Above

Source: SIAM, ICRA Estimates

Viability Analysis higher tonnage trucks offer operating leverage

Per Month Analysis On Road Vehicle Cost EMI* Key Assumptions Delhi-Mumbai-Delhi (Distance) No. of Trips/Month Average Billing/Trip Fuel Efficiency (Km/Litre) Revenue Generation A Fuel Cost Tyre Replacement Cost Driver & Cleaner Cost Insurance Cost Other Operating Cost Total Expenses B Net Cash Inflow = AB 9T Payload Truck 11,37,000 24,559 2,814 km 2.8 45,000 5.0 127,932 66,064 11,520 16,500 2,000 6,397 102,481 25,451 16T+ Payload Truck 16,29,000 35,185 2,814 km 2.8 72,000 3.5 204,691 94,377 15,360 16,500 3,000 10,235 139,472 65,219 35,185 30,034 46%

Slowdown in demand for M&HCVs is imminent

During YTD FY12, the M&HCV segment has grown by 9.4% in line with our earlier estimate wherein we had expected it to slowdown but not witness a hard landing like the previous downturn. Despite firming up headwinds, the segment has been more resilient as load availability continued to remain stable during the first half. However, since the beginning of the current quarter, there are initial signs of slowdown which coupled with pressures on operators cash flows post a relatively weak outlook for M&HCV demand in the near term. Within the segment, MAVs, tractor trailers which tend to have higher dependence on industrial activity have been impacted more, while ICVs have continued to exhibit fairly stable growth.

Emergence of hub-n-spoke model is playing out

The trucking segment in India is witnessing interesting trends, while the M&HCV segment is witnessing steady increase in share of heavy duty, long haulage trucks owing improvement in road and highway infrastructure, the LCV goods segment is seeing increasing share of sub 1T segment with the emergence of the hub-n-spoke model and increasing demand for last mile connectivity. As shown along side, higher tonnage trucks (16T+) offer higher profitability (benefits of operating leverage) as operating costs (besides fuel) are similar to lower tonnage vehicles. Besides improving highway infrastructure, the trend towards higher tonnage trucks has also been supported by the introduction of newer, advanced platforms/vehicles by both incumbents as well as foreign OEMs.

EMI 24,559 Free Cash Inflow 892 Free Cash Inflow/Net Cash Inflow 4% Source: ICRA Estimates; * Assumes an LTV of 85%; IRRs 13.0%; Tenor 4 Years

ICRA LIMITED

Segment-wise Trends: LCV Segment

Exhibit 8: Trend in Domestic LCV Sales
45,000 40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 14% 31% 38% 36% 37%

SCVs driving growth in this segment

20%

52%

60%
50%

36% 18% 10% 23%

15%

22%

40%
30%

20%
10%

0%

Domestic LCV Sales

YoY Growth (%)

Despite headwinds building up, the LCV segment continues to grow steadily and has so far managed to buck the overall slowdown being witnessed in other segments. It has in fact been one of the strongest growing segments in the entire automobile space during the current year, registering a growth of 29.3% YTD November 2011. The SCV segment within LCVs which accounts for over 3/4th of the LCV market is driving growth on back of strong demand for transportation of consumer goods within cities, replacement demand from upper-end three wheelers and healthy viability offered to FTUs. Our channel check indicates that while in the initial phase, demand for SCVs was primarily driven by tier 1 cities, but now tier II & III cities are also catching up. In the sub 1t segment, passenger variants have also been successful, replacing the clumsy upper-end three wheelers, which traditionally cater to traffic in outskirts of cities. We expect the LCV segment to grow by 17-18% in FY12 on YoY basis despite rising interest rates for CV financing. The demand for LCVs will continue to be driven by SCV, particularly the sub 1t category vehicles, which with gradual shift towards hub-n-spoke model and demand for transportation of consumer goods is gaining acceptance.

Feb-11

Jul-11

Dec-10

May-11

Aug-11

Sep-11

Jan-11

Jun-11

Nov-10

Oct-11

Source: SIAM, ICRA Estimates

Exhibit 9: Share of SCVs (<3.5t) vehicles has been steadily expanding

100% 80%
60%

Mar-11

Nov-11

Apr-11

40% 20% 0% FY02 FY03 FY04 FY05 Three Wheeler - Goods FY06 FY07 FY08 LCVs - Upto 3.5T FY09 FY10 FY11 LCVs -3.5-7.5t

Competitive intensity likely to increase but wont impact the positioning of established players in the near term
In India, the LCV segment is currently dominated by sub 1T and pick-up segment vehicles, where Tata Motors and M&M with their strong product offerings command a very strong market position. The strong growth witnessed in the sub 3.5T segment and growing market size has prompted several players, particularly 3W manufacturers such as Piaggio, M&M and Force Motors to enter the sub 1T segment. Ashok Leyland through its tie-up with Nissan launched their first variant in the sub 1T segment recently. With increasing demand for transportation of consumer goods (i.e. intra-city freight), the demand is gradually shifting towards 1-2T segment vehicles. Tata Motors has recently launched an upgraded version of Tata Ace and ALL-Nissan first vehicle, Dost is also poised to fit into the same category. While we expect competition to intensify in the medium term with increasing competition from local players and some of the new entrants, the strong product offerings, brand equity, distribution & sales network of incumbents would continue to act as entry barrier for new players. More importantly, new players will have to go through the learning phase as their products establish operating economics/viability for operators in the market over a period of time. Players such as ALL, with strong understanding of the Indian truck market will certainly have an edge over international OEMs both in terms of achieving market reach as well as setting up supplier/vendor base.

Source: SIAM, ICRA Estimates

Exhibit 10: SCVs + Pickups continue to drive growth

35,000 30,000 25,000 20,000 15,000 10,000 5,000 0
16%

41% 19% 18%

27%

23% 24% 33%

43% 33% 37% 16%

57% 70% 60% 50% 40% 30% 20% 10% 0%

Dec-10

Jun-11

Nov-10

Oct-11

Mar-11

SCVs+Pick Ups Sales

May-11

YoY Growth (%)

ICRA LIMITED

Nov-11

Apr-11

Jul-11

Aug-11

Sep-11

Feb-11

Jan-11

Key Extracts from Channel Check

We interacted with a host of CV dealers, financing institutions and a few fleet operators to understand the key trends in the CV sector and build our near term outlook. A collective view from our channel check paints a relatively subdued picture for the sector in the near term as headwinds in the form of lower freight availability (as a result of declining industrial production) and rising interest rates are weighing on overall fleet demand and deteriorating viability metrics for fleet operators.

Interaction with Fleet Operators

Demand for logistics have started slowing down in line with the steadily weakening industry activity; the impact is more pronounced in certain sectors particularly container applications, automobiles and heavy industrial applications like steel etc. Despite increasing cost pressures, freight rates on major routes remain largely flat (after adjusting for the hike in diesel prices) EMIs on truck loans have gone up substantially with increase in vehicle prices and rise in financing cost; this coupled with rise in diesel prices, tyre costs (a major cost component), driver salaries and increase in toll charges, the operating environment for road freight segment has weakened substantially With reduced load availability, increased EMIs and cost pressures, viability for fleet operators is under pressure; small fleet operators are more vulnerable at present Comparatively, organized large players with diversified operations, long-term contracts with clients and ability to pass-on the fluctuation in operating costs especially diesel prices are relatively better positioned

Interaction with Financial Institutions

Liquidity tightening measures implemented by RBI and inflationary pressures have pushed up lending rates for CVs by 200-250 bps over the two quarters However, some of the financiers in an attempt to chase growth in disbursals/market share are still offering competitive rates to organized players; with rising cost of borrowings, financiers are focusing on yield management practices such as increasing exposure in the LCVs and used truck segments Demand in rural markets especially for LCVs is holding up on back of healthy agricultural produce and scope for improving last mile connectivity Some of the financiers has also started tightening the lending norms (i.e. lower LTVs) and due diligence process Early signs of slowdown in freight availability and inadequate improvement in freight rates remain key concern and eventually could start showing its impact on delinquencies

Interaction with Commercial Vehicle Dealers

There is a definite stress on operators cash flows; with viability of new fleets unattractive, fleet operators included the big ones are cutting back on capacity addition Slowdown is being felt across segments/applications but multi-axle vehicles (MAVs), tractor trailers appear to be more vulnerable; slowing demand from container applications, heavy industries like steel and surplus capacity available in the long-haulage, heavy duty trucks is mainly responsible As most of the STUs have added capacity (as part of JNNURM) over the last two years, demand for buses has got impacted during the current year Despite slowing sales, pricing power continues to remain in the hands of OEMs as reflected by successive price increase to combat higher input material costs and stable discount levels; unlike passenger vehicles, interest subvention is also not so common in case of CVs Demand for rural markets especially for LCVs is holding up on back of healthy agricultural produce and scope for improving last mile connectivity

ICRA LIMITED

Competitive Landscape
With volumes of over 670,000 units in FY11, the Indian Commercial Vehicle Industry is gradually attaining a meaningful size and scale that makes the industry attractive for international OEMs to have a presence. Despite being a highly price sensitive and competitive market, the profitability indicators for OEMs in India are amongst the best when compared to those in the developed markets and some of the other emerging markets owing to a competitive cost base. These factors put together have attracted several major international players to the Indian market. The new entrants are following a two-pronged strategy for emerging markets (a) adapting premium products for local markets and (b) entering the low-cost segment through local engineering, sourcing and production. In India, most of international players have forged alliances with local partners to help them understand the market in a better way and address it with products that meet India specific requirements. While there are inherent advantages for these JV in form of technical and design capabilities of the foreign partners and in-depth understanding of the local JV partners, the recent JV call-offs have raised questions on the viability of such alliances in the CV space. Globally, as well in most of the developed markets, local CV OEMs lead the domestic market as they benefit from their understanding of the market requirements. Moreover, a widespread distribution and servicing footprint along with availability of spares is equally important in case of CVs. Exhibit: Investment plans by some of the new OEMs in India
International Player Daimler ISUZU MAN AG Volvo Navistar Beiqi Foton Motors Indian Partner Swaraj Force Motors# Eicher M&M Segment M&HCV M&HCV M&HCV M&HCV M&HCV LCV/MCV Capacity (units/year) 100,000 18,000 24,000 48,000 50,000 100,000 Comments To start commercial production by mid CY 2012 Recently introduced 12T truck, planning to enter into >16T category Presence into niche heavy duty HCV segment, especially large tippers Strong presence in 5-12T segment. Gaining traction in HCV segment Gradually ramping up production with initial focus on 25T+ category First phase of production by early CY13, wherein engines will be supplied by Cummins.

Source: SIAM, ICRA Estimates; # likely to exit the JV soon

In the M&HCV segment, several international OEMs including Daimler, Man, Navistar (though JV with M&M) and Volvo (through JV with Eicher Motors) have either launched or are in the process of introducing their vehicles in the Indian market. Among them, M&M is appears to be a formidable player given its strong brand equity in the pick-ups and UV segment, knowledge of the domestic market and established vendor & distribution network. However, despite its edge over foreign players, M&M (along with its JV partner Navistar) is finding it challenging in ramping up volumes. Going forward, while we expect competitive pressures to intensify with the emergence of new players, the established players would continue to protect their market position owing to their competitive cost base, strong brand value among the trucking community and widespread distribution & service network. Additionally, in the trucking business, decision to purchase a particular vehicle also depends on its operating economics and re-sale value. Thus, new players will have to go through the initial phase, wherein their products establish a brand value among fleet operators. OEMs have also been strengthening their portfolio as well as distribution and service network to combat rising competitive pressures. The launch of advance truck formats which have been develop to compete against the more sophisticated product offerings from international OEMs are steps in this direction. In terms of financial performance, CV OEMs in India continue to enjoy pricing power as reflected by consistent price escalations and stable discount levels which continue to support a stable earnings profile for those barring one-off exceptional events.

ICRA LIMITED

TATA MOTORS LIMITED - Performance Overview in Q2 FY12 Standalone operations face headwinds; but Jaguar Land Rover continues to support consolidated performance
Tata Motors - Fact Sheet Year of Incorporation Promoter Group Product Portfolio Manufacturing Facilities Segments Present Revenues FY11 PAT FY11 (Concern Share) Net Worth FY11 (Rs. Crore) 1948 Tata Group CVs, PVs and Luxury brands - JLR Jamshedpur, Pune, Lucknow, Pantnagar, Sanand in India Market leader in CVs; rd 3 largest player in PVs in India Luxury brands JLR Rs. 125,244.3 Crore Rs. 9,273.6 Crore Rs. 19,026.8 Crore Q2 FY11 Operating Income Growth (%) - YoY OPBDIT Less: Depreciation Less: Interest Charges Other Income Exceptional Gain/(Loss) PBT Less: Tax PAT (Concern Share) 28,519.2 4,001.6 1,094.9 531.3 19.5 127.6 2,522.7 (313.1) 2,223.0 Q2 FY12 36,197.5 26.9% 4,503.9 1,330.8 525.1 60.8 (439.0) 2,269.9 (363.0) 1,877.3 12.4% 5.2% Q1 FY12 33,572.5 24.1% 4,235.8 1,143.2 765.9 76.1 (57.0) 2,345.8 (351.9) 1,993.9 12.6% 6.0%

ICRA Ratings
Long Term Short Term Outlook [ICRA]AA[ICRA]A1+ Stable

Table: Tata Motors Consolidated Key Financial Indicators

Revenue Growth During Q2FY12, Tata Motors reported a consolidated operating income of Rs. 36,197 crore (up 26.9% on YoY basis) and an OPBDIT of Rs. 4,504 crore (up 12.6%). The companys performance on YoY basis was fa irly stable despite the weakness in the Indian operations, which was compensated by the strong operating performance in JLR during the quarter. The weakness in companys Indian operations was largely on account of the sharp contraction in the passenger vehicle business, which de-grew by 21% over the previous year owing to slowing passenger vehicle sales in India and rising competitive pressures. Despite rising interest rates and relatively flat freight rate, the CV segment managed to report a growth led by strong growth in the LCV segment. Profitability In terms of the profitability, the companys OPBDIT margins at 12.4% during the quarter were 160 bps lower on YoY basis and almost flat on QoQ basis. The trend in margins largely reflects the contraction in profitability in the standalone operations which has been supported by relatively stable margin profile in JLR. Other Highlights - Capital expenditure during H1FY12 stood at Rs. 6,610 crore, which included GBP 709 million in JLR and Rs. 1,160 crore in the Indian operations - Companys consolidated debt levels increased to Rs. 43,973 crore from Rs. 32,791 crore (March 2011) on account of increase in working capital borrowings and the $500 million ECB - On net automotive debt (excluding borrowings related to vehicle financing business) level, companys leverage stood at 0.7x with cash & cash equivalents of Rs. 18,125 crore
Q1 FY11 27,055.6 64.2% 3,855.4 1,988.7 14.2% 7.4% Q2 FY11 28,519.2 9.8% 4,001.6 2,223.0 14.0% 7.8% Q3 FY11 31,685.2 22.0% 4,488.6 2,424.4 14.2% 7.7% Q1 FY12 33,572.5 24.1% 4,235.8 1,993.9 12.6% 6.0%

Shareholding Pattern (%)

Promoters FIIs DIIs Others 35.05% 21.88% 15.43% 27.64%

Price Performance (%)

3M 21.6% -3.7% -5.0% 12M -33.5% -17.0% -19.8%

Tata Motors BSE Auto BSE Sensex

Stock Movement
300 250 10,000 8,000 6,000 4,000 2,000 -

200 150 100

50 -

OPBDIT/OI (%) 14.0% PAT/OI (%) 7.8% Source: Company Data, ICRA Estimates

1-Feb-10

1-Dec-09

1-Dec-10

1-Aug-10

1-Feb-11

1-Aug-11

1-Jun-10

1-Jun-11

1-Apr-10

Volumes (in Lacs)

1-Apr-11

Stock Price

Table: Tata Motors Consolidated Key Financial Indicators

Q2 FY10 Q3 FY10 Operating Income 21,088.5 25,974.2 Growth (%) - YoY -8.2% 46.7% OPBDIT 1,505.9 2,971.8 PAT (2.2) 650.3 OPBDIT/OI (%) 7.1% 11.4% PAT/OI (%) N.A 2.5% Source: Company Data, ICRA Estimates; Amounts in Rs. Crore

Bloomberg Code TTMT Market Capitalisation Rs. 51,981 Crore Valuations FY12e FY13e Price/Earnings 6.5 5.9 Price/Sales 0.4 0.3 Source: Bloomberg

ICRA LIMITED

1-Oct-11

1-Oct-10

TATA MOTORS LIMITED: Business Overview

Table: Tata Motors Standalone Key Financial Indicators
In Rs. Crore Operating Income Growth (%) - YoY OPBDIT Less: Depreciation Less: Interest Charges Other Income Exceptional Gain/Loss PBT Less: Tax PAT (Concern Share) OPBDIT/OI (%) PAT/OI (%) Source: Company Data, ICRA Estimates Q2 FY11 11,248.9 1,094.7 331.6 307.2 77.5 3.8 537.2 (104.5) 432.7 9.7% 3.8% Q2 FY12 12,953.8 15.2% 872.9 386.9 212.1 56.8 (294.2) 36.5 65.5 102.0 6.7% 0.8% Q1 FY12 11,897.9 14.2% 966.6 365.1 253.2 115.5 2.4 466.3 65.0 401.3 8.1% 3.4%

Weak passenger vehicle business and cost-based headwinds impacts operating performance; MTM on forex liabilities were add to the woes Performance Update
Tata Motors operating income grew by 15.2% during the quarter driven largely by improvement in realization (higher shares of CV and pricing action (1%)) as volumes grew marginally by 1.8% at standalone level. While volumes in the CV segment grew by 17.7% driven by 27.1% growth in LCVs and 5.4% growth in M&HCVs, the passenger vehicles segment posted a stark underperformance to the underlying industry average by reporting a 21.2% drop in volumes. Aggressive launches in the compact and mid-size segment by new entrants and industry-wide factors such as increased interest rates and fuel prices have impacted the compa nys market position. As a result, Tata Motors market share in the passenger car segment dropped to 10.9% in Q2FY12, while in the UV segment it stood at 11.2% (FY11 13.7%). Despite a favourable product mix, operating margins of standalone operations contracted by 300 bps on YoY basis on back of lower volumes and higher marketing spends in the passenger vehicle segment and overall cost pressures, including commodity costs. The drop in EBITDA combined with exchange loss (Rs. 294 crore) on revaluation of forex liabilities resulted in a sharp drop in PBT to Rs. 36.5 crore compared to Rs. 537.2 crore in Q2FY11 In line with our view, the M&HCV segment has so far been resilient to the macroeconomic headwinds; however, given the weakening IIP growth numbers and slowdown in capital investments, we expect the outlook on the CV segment to be weaker for H2FY12. This coupled with Tata Motors weakening market position in the passenger car segment is likely to result in subdued performance in the near term given the intensifying competitive pressures.

Table: Trend in Tata Motors volumes across segments

Q2 FY11 Commercial Vehicles M&HCVs LCVs Passenger Vehicles Micro Compact Mid Size Executive Premium Utility Vehicles MPVs Exports Source: Company Data 110,603 48,106 62,497 82,591 22,624 38,697 9,211 2,214 67 9,556 52 14,451 Q2 FY12 130,216 50,716 79,410 65,082 7,402 39,061 5,202 1,117 194 10,126 1,980 16,192 Change (%) 17.7% 5.4% 27.1% -21.2% -67.3% 0.5% -43.5% -49.5% 189.6% 6.0% 3707.7% 12.0% Q1 FY12 113,186 45,570 67,616 69,529 21,979 31,593 3,735 1,115 126 9,433 1,548 14,891

Key Takeaways from Q2FY12 Call

High interest rates, fuel price hikes and slowdown in economic activity is likely to moderate the growth in the M&HCV segment going forward However, strong consumption demand continues to drive growth in the LCV segment; both Ace family and pickup trucks demonstrated strong growth during the quarter Ramp up at Dharwad plant (for ACE family) is on track and expected to improve production going forward Slowdown in the bus segment follows the fulfillment of orders received under JNNURM scheme Pricing power continues to remain in the hands of OEMs; Tata Motors took an average 1% increase in vehicle prices to combat the impact of cost pressures

ICRA LIMITED

ASHOK LEYLAND LIMITED Continued sluggishness in Southern markets and slowdown in higher tonnage trucks impacts volumes
Ashok Leyland - Fact Sheet Year of Incorporation Promoter Group Product Portfolio Manufacturing Facilities Segments Present 1948 Hinduja Group Medium & Heavy Commercial Vehicle Ennore (TN), Hosur (Kar), Alwar (Raj), Bhandara (Mah), Pantnagar (Uttarakhand) Strong presence in HCV (>16T) segment , recently forayed into sub 2T segment Rs. 11,422.5 Crore Rs. 631.3 Crore Rs. 2,652.4 Crore Q2 FY11 2,714.0 304.8 64.1 39.5 6.2 207.5 40.5 167.1 Q2 FY12 3,094.6 14.0% 331.2 85.9 62.7 10.3 192.9 38.8 154.1 10.7% 5.0% Q1 FY11 2,348.0 Q1 FY12 2,495.5 6.3% 244.6 84.7 53.3 4.1 110.7 24.5 86.3 9.8% 3.5%

ICRA Ratings
Long Term Short Term Outlook [ICRA]AA[ICRA]A1+ Positive

Operating Income FY11 PAT FY11 (Concern Share) Net Worth FY11 (Rs. Crore)

Revenue Growth During Q2 FY12, Ashok Leyland Limited (ALL) reported a revenue growth of 14.0% largely on the back of improved realizations as volumes dropped by 4.4% on YoY basis. The decline in volumes was largely attributable to the continued weakness in the Southern markets and slowdown in higher tonnage - multi-axle vehicles, a segment where ALL has strong presence. Additionally, the high base effect of Q2FY11 (impact of pre-buying ahead of changes in emission norms pushed M&HCV volumes) and reduced demand for buses from STUs affected volume growth. On QoQ basis, however, ALLs M&HCV volumes registered healthy growth of 22.4% resulting in 24.0% growth in top line. Profitability In terms of profitability, ALLs operating margins declined by 50 bps on YoY basis to 10.7% largely on account of increase in employee expenses and other expenditure. The company added expanded its manpower strength in the marketing as well as manufacturing, resulting in additional employee expenses of ~Rs 20 crore. Operating margins were also hit by onetime advertising expenses (~Rs 5 crore) and annual maintenance charges (~Rs 8 crore). On QoQ basis, operating margins improved by 90bps mainly on account of higher volume off take and hence improved operating leverage. Key Development - ALL launched its first LCV product 'Dost' in Q2FY12 with its JV partner Nissan. Sales within Tamil Nadu will take place through the JV whereas ALL will market the product in the rest of the country. ALL is targeting 10,000 units during H2 FY12, depending upon the demand situation and production ramp-up. ALL recently raised price by ~1% during November 2011 and another Q3 FY11 Q4 FY11 Q1 FY12 Q2 FY12 round of pricing action is expected during January 2012.
2,227.2 3,828.5 2,495.5 3,094.6 22.5% 166.0 43.4 7.5% 1.9% 30.3% 509.9 298.2 13.3% 7.8% 6.3% 244.6 86.3 9.8% 3.5% 14.0% 331.2 154.1 10.7% 5.0%

Shareholding Pattern (%)

Promoters FIIs DIIs Others 38.6% 16.2% 15.4% 29.8%

Price Performance (%)

3M -4.8% -3.7% -5.0% 12M -28.3% -17.0% -19.8%

Operating Income YoY Growth (%) OPBDIT Less: Depreciation Less: Interest Charges Other Income Exceptional Gain/Loss PBT Less: Tax PAT (Concern Share)

ALL BSE Auto BSE Sensex

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Q4 FY10 Operating Income 2,939.0

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141.3% 155.8% Growth (%) - YoY 378.4 234.8 OPBDIT 222.7 122.6 PAT 10.0% OPBDIT/OI (%) ASHOK LEYLAND LIMITED:12.9% Business Overview 7.6% 5.2% PAT/OI (%) Source: Company Data, ICRA Estimates; Amounts in Rs. Crore

72.1% 304.8 167.1 11.2% 6.2%

Bloomberg Code AL Market Capitalisation Rs. 6,572 Crore Valuations FY12e FY13e Price/Earnings 10.7 8.9 Price/Sales 0.5 0.4 Source: Bloomberg

ICRA LIMITED

1-Oct-11

OPBDIT/OI (%) 11.2% PAT/OI (%) 6.2% Source: Company Data, ICRA Estimates

ASHOK LEYLAND LIMITED

Incorporated in 1948 as Ashok Motors, Ashok Leyland Limited (ALL), the flagship company of Hinduja Group is the second-largest manufacturer of medium/heavy-duty commercial vehicles in India. Its principal products include buses, trucks, engines, and defense & special vehicles and have six manufacturing plants with total capacity of 150,500 units as on March 2011. ALL has a significant presence in the M&HCV bus segment and the goods segment in the domestic market with approximately 39.7% and 19.7% market share respectively for the seven month period ending October-11.

Table: ALLs volume breakup across segment

Ashok Leyland Goods 7.5T-12T 12T-16.2T 16.2T-25T >25T Haulage Tractor 16.2T-35.2T >35.2T Passenger 5T - 7.5T 7.5T-12T 12T-16T 1,414 1,336 6,511 153 500 6,011 708 1,081 6,125 278 781 5,344 -49.9% -19.1% -5.9% 81.7% 56.2% -11.1% 654 895 5,328 194 750 4,578 19,083 Q2 FY11 17,926 942 5,342 6,480 2,412 Q2 FY12 17,225 1,024 6,228 4,906 3,278 Change (%) -3.9% 8.7% 16.6% -24.3% 35.9% Q1 FY12 13,755 883 4,833 3,742 2,748

Performance Update
ALL has largely followed the overall trend in industry volumes; however over past few months, the company has underperformed as compared to overall industry growth. ALL is traditionally strong in high tonnage segment, wherein the growth has moderated due to macroeconomic headwinds related to rising financing cost, fuel cost and slowdown in overall economic activity. Additionally, ALL has been a strong player in the Southern market, which has been impacted by elections in Tamil Nadu (in Q1FY12), Telangana issue and ban on iron ore mining in Karnataka. ALLs market share in goods segment, which fell sharply during Q1 FY12, has shown improvement during current quarter. The growth was largely driven by strong recovery in 12T-16.2T and 16.2T-25T segment, which has grown at 28.9% and 31.1% respectively on QoQ basis (16.6% and -24.3% on YoY basis). By end of current fiscal, the management is hopeful to achieve ~25% market share in domestic M&HCV segment supported by strengthening its presence in Northern/Eastern India. The tractor-trailer segment is facing strong headwind on account of slowdown in transportation of industrial commodities and moderation in foreign trade, while the tipper segment (>25T), which derives demand from the construction and infrastructure projects witnessed robust growth. Over past few months, bulk purchase by fleet operators has slowed down and there is increasing activity towards retail sales where ALL has relatively modest presence. Moderation in freight rates especially in southern/eastern region negatively affects customer sentiments, especially for large fleet operators. In bus segment, despite decline in volume, ALL has maintained its market share ~40%.

Total 24,437 23,350 -4.4% Source: SIAM, ICRA Research; Volume include Export sales

Table: Trend in ALLs domestic M&HCV market share Source: SIAM, ICRA Research Q2 FY11 ALLs Sales Breakup Q2 FY12
M&HCV Goods M&HCV Passenger Total M&HCVs Market Share (%) M&HCV Goods M&HCV Passenger Total M&HCVs Source: SIAM, ICRA Research 16,658 5,435 22,093 24.9% 41.5% 27.6% 15,547 4,741 20,288 21.1% 40.2% 23.7%

Q1 FY12 12,277 4,355 16,632 19.2% 40.4% 22.2%

ICRA LIMITED

Key takeaway from Q2 FY12 conference call:

Volumes declined by ~4% during Q2 FY12 largely due to high base effect of Q2 FY11, as customers advance their purchase ahead of change in emission norms from October10. ALL which is traditionally strong in Southern India lost volume on account of social unrest in Andhra Pradesh (Telangana issue) and also due to slack demand from State Transport Utilities (STUs). Export sales continue to remain robust as volumes grew by 37% to 3,230 units in Q2 FY12. The management is confident of achieving export of 13,000 units in current fiscal. The company had undertaken a price hike of ~1% in July in domestic markets which when coupled with higher revenues from defense kits led to a 1.2% QoQ increase in realizations. Volumes from Pantnagar unit stands at ~7,000 units and U-Truck contributed ~2,000 units in Q2 FY12. ALL sold ~3,400 engines during Q2 FY12, and there is increasing shift towards in-house manufactured engines as compared to outsourced engines. The company has also raised engine prices ~4% during July 2011. Freight rates in Southern and Eastern region has moderated however rates have increased in Northern and Western region. Macroeconomic factors like rising Interest rates and fuel cost are likely to affect consumer sentiments negatively. ALL is expecting its market share to be maintained ~25%, though overall industry growth rate is likely to moderate ~5-6%. International prices of key raw material like Copper, Aluminum are softening however the benefits are partially offset by the adverse exchange rate movement. About performance Joint Ventures: JV with Nissan: The JV has recently launched its first product Dost under Nissan JV with volume of 210 units in October 2011. In order to avail VAT incentives, the products inside Tamil Nadu will be sold directly by JV whereas outside TN will be sold under ALL. The company is targeting target of 12,000 units in H2 FY12 and ~50,000 units in FY13. JV with John Deere: The JV is expected to start production from November 2011 with launch of Backhoe loader. The production will be gradually ramp up to ~9,000 units by FY13. JV with Continental: The JV has started supplying electronic components for ALLs U -Truck platform, and ALL is expecting annual turnover of ~Rs 20 crore once operation stabilize.

ICRA LIMITED

Eicher Motors Limited Growth momentum continues; gained market share across all major segments
Eicher Motors - Fact Sheet Year of Incorporation Chairman Product Portfolio Manufacturing Facilities Segments Present 1982 Mr. S Sandilya Motor Cycles (Standalone), CVs Pithampur, Dewas, Thane Strong presence in 6T-16.2T, Gaining traction in HCV (>16.2T) segment Rs 4,397.1 Rs 188.9 crore Rs 1,232.1 crore

ICRA Ratings
Long Term Short Term Outlook [ICRA]AA[ICRA]A1+ Stable

Revenue Growth Eicher Motors Limited (EML) reported another strong quarter with strong growth across its motorcycle (standalone) and VE Commercial Vehicles (VECV, 54.4% subsidiary) business. At consolidate level, on YoY basis, the company has reported strong growth of 32.1% largely driven by strong performance of VECV which constitutes ~80% of its overall revenue. VECV is a strong player in domestic 5-12T segment, and it is gradually making inroad into largely duopolistic HCV segment. However, Volvo trucks volumes continued its decline reporting -36% YoY to 139 units affected by sharp decline in mining activity. Profitability Operating margin improved by 277 bps to 10.4% on YoY basis, largely supported by lower raw material cost. Sharp decline in trading activity due to decline in Volvo Trucks sales has resulted in sizeable reduction in raw material expenses. Net margins have remained fairly stable around 8.5% over last three quarters. Key Development In Q3 CY11, VECV launched low floor city bus and the company has received order for 20 such buses from Gujarat Government.

EMLs Shareholding Pattern (%)

Promoters Aktiebolaet Volvo FIIs DIIs Others 55.2 8.4 6.0 17.4 13.0

Revenues CY10 PAT CY10 (Concern Share) Net Worth CY10 (Rs. Crore)

EMLs Price Performance (%)

3M 3.6% -3.7% -5.0% 12M 26.5% -17.0% -19.8%

EML Consolidated Operating Income YoY Growth (%) OPBDIT Less: Depreciation Less: Interest Charges Other Income Exceptional Gain/Loss PBT Less: Tax PAT (Concern Share)

Q3 CY10 1,098.4 27.8% 83.9 14.8 3.2 18.3 84.3 20.3 38.7

Q3 CY11 1,451.3 32.1% 151.1 16.2 3.4 28.9 160.4 40.1 73.7

Q2 CY11 1,298.4 25.0% 126.2 15.4 2.1 41.2 149.9 33.8 76.3 9.7% 8.9%

EML BSE Auto BSE Sensex

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Q1 CY10 Q2 CY10 Q3 CY10 Q4 CY10 Q1 CY11 Q2 CY11 EML Consolidated 1,040.9 1,038.5 1,098.4 1,243.5 1,389.7 1,298.4 Operating Income 74.7% 66.7% 27.8% 41.3% 33.5% 25.0% Growth (%) - YoY 91.2 85.5 83.9 120.5 162.4 126.2 OPBDIT 40.2 55.2 38.7 54.9 73.3 76.3 PAT (Concern Share) LIMITED: Business ASHOK LEYLAND Overview 8.8% 8.2% 7.6% 9.7% 11.7% 9.7% OPBDIT/OI (%) 6.4% 8.0% 5.8% 7.5% 8.8% 8.9% PAT/OI (%)* Source: Company Data, ICRA Estimates; Amounts in Rs. Crore; Note: Financials are for Eicher Motors Limited (Consolidated) * without concern share

Q3 CY11 1,451.3 32.1% 151.1 73.7 10.4% 8.3%

Bloomberg Code EIM Market Capitalisation Rs. 4,048 Crore Valuations CY11e CY12e Price/Earnings 13.7 12.1 Price/Sales 0.7 0.6 Source: Bloomberg

ICRA LIMITED

1-Oct-11

OPBDIT/OI (%) 7.6% 10.4% PAT/OI (%)* 5.8% 8.3% Source: Company Data, ICRA Estimates; * without concern share Note: Financials are for Eicher Motors Limited (Consolidated)

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Eicher Motors Limited: Business Overview

VE Commercial Vehicles Ltd. is a 50:50 joint venture between the Volvo Group (Volvo) and Eicher Motors Limited (EML). Operational since July 2008, VE Commercial Vehicles Ltd. (VECV) comprises of five business verticals Eicher Trucks and Buses, Volvo Trucks India, Eicher Engineering Components and VE Powertrain. VECV includes the complete range of Eichers commercial vehicles, components and engineering design businesses as well as the sales and distribution of Volvo trucks. Eicher Trucks & Buses have a wide offering in the mass market, 5-40T range, while Volvo Trucks have a presence in the premium, high performance and heavy duty segments in the 25-49T range with significant sales derived from high-end tippers for the mining segment. Table: EMLs financial performance
Q3 CY11 Financials Standalone Consolidated Subsidiary
^

Performance Update
VECV is amongst established player in the domestic CV industry with strong presence in 5T-12T segment, and the company is aggressively pursuing its goal to establish itself as key player in domestic M&HCV industry which is largely dominated by TML and ALL. VECV is leader in 7.5T 12T segment, and it is gradually making inroads into largely duopolistic HCV segment. The company has also strengthened its position in passenger segment wherein it has registered growth of 27.7% on YoY basis against 6.6% growth witnessed by passenger CV industry during Q3 CY11.

Operating Income 181.2 1,451.3 1,270.1 YoY Growth (%) 63.0% 32.1% 28.7% OPBDIT 23.1 151.1 127.9 PBT 21.0 160.4 139.4 OPBDIT/OI (%) 12.8% 10.4% 10.1% PBT/OI (%) 11.6% 11.1% 10.9% Source: Company, ICRA Research; ^: Consolidate - Standalone Note: VECV is a subsidiary of Eicher Motors Limited, and its sales constitutes majority (~80%) of consolidated revenue. Detailed financials of VECV are not available on quarterly basis

Key takeaway from Q3 CY11 conference call:

Strong momentum continues in HCV segment, wherein the growth was largely driven by tipper segment however volumes in goods/cargo segment has declined during the same period. VECV now accounts for ~3.2% share in domestic HCV segment and ~10% share in tipper segment. The company is in process to enhance its monthly production capacity from 4,000 units currently to 5,500 by end of CY12. There are plans to gradually increase capacity to ~8,000 units per month over next three years. VECV engine plant is on schedule and commercial operation will commence by Q1-CY13. Current engine capacity stands at ~50,000 units which will be augmented by new engine capacity of ~85,000 units. Dealership strength stands at ~213 dealers, out of which about 145-150 are 3S (Sales, Service & Spare) dealers. The company has added 14 new dealers in current year (CY11) and another 10-12 could be added in next six months. There is lag effect of 1 quarter in raw material price movement on margin and management expects some improvement in margins from next quarter onwards. Working capital requirement continues to remain negative. Liquidity position is strong, with EML at consolidate level has around Rs. 1,700 crore of cash and liquid investments (including ~Rs 1,200 crore with VECV).

Table: VECVs volume breakup across segment

Q3 CY10 Goods 3.0-6T 6.0-7.5T 7.5-12.0T 12.0-16.2T 16.2T-25T >25T Rigid >35T Passenger 5.0-7.5T 7.5-12.0T 8,452 154 1,374 5,426 976 198 272 52 2,093 1,216 759 Q3 CY11 10,522 268 1,749 6,360 1,385 223 459 78 2,673 1,562 855 256 13,195 Change (%) 24.5% 74.0% 27.3% 17.2% 41.9% 12.6% 68.8% 50.0% 27.7% 28.5% 12.6% 116.9% 25.1% Q2 CY11 8,812 551 1,291 5,194 1,096 268 327 85 3,267 2,024 1,055 188 12,079

12.0-16.2T 118 Total 10,545 Source: SIAM, ICRA Research

Volume include domestic as well as export sales

ICRA LIMITED

SML ISUZU LIMITED Strong export growth drives revenue; steady improvement in share of non auto business
Swaraj Mazda - Fact Sheet Year of Incorporation Promoter Group Product Portfolio Manufacturing Facilities Segments Present Revenues FY11 PAT FY11 (Concern Share) Net Worth FY11 (Rs. Crore) 1983 Sumitomo Corporation & Isuzu Commercial Vehicle Nawanshahar (Punjab) 5T-12T segment (Goods and Passenger) Rs 893.0 crore Rs 36.6 crore Rs 212.8 crore Q2 FY11 Operating Income YoY Growth (%) OPBDIT Less: Depreciation Less: Interest Charges Other Income Exceptional Gain/Loss PBT Less: Tax PAT (Concern Share) OPBDIT/OI (%) PAT/OI (%) 200.0 28.8% 16.6 2.1 2.0 12.5 3.2 9.3 8.3% 4.6% Q2 FY12 248.6 24.3% 21.2 2.5 1.2 17.5 5.6 11.9 8.5% 4.8% Q1 FY11 Q1FY12 239.0 21.1% 18.0 2.4 1.4 14.2 4.3 9.9 7.5% 4.1% Q2 FY11 200.0 28.8% 16.6 9.3 8.3% 4.6% Q3 FY11 222.4 18.0% 18.7 9.7 8.4% 4.4% Q4 FY11 282.1 27.4% 22.9 12.5 8.1% 4.4% Q1 FY12 239.0 21.1% 18.0 9.9 7.5% 4.1% Q2 FY12 SM 248.6 Bloomberg Code 24.3% Market Capitalisation Rs. 583 Crore 21.2 Valuations 11.9 FY12e FY13e 8.5% Price/Earnings NA NA 4.8% Price/Sales NA NA Source: Bloomberg

ICRA Ratings
Long Term Short Term Outlook [ICRA] A+ [ICRA] A1+ Stable

Revenue Growth SML ISUZU Limited (SML) continued its growth momentum registering a 24% growth in top line during Q2 FY12. The growth was supported by volume growth as well as improvement in realization. On QoQ basis, SML volume grew by 3.3% whereas revenue growth was 3.7%. Profitability Barring an exception of Q1 FY11, the operating margin of SML has remained in the range of 7.5%-8.5% over last seven quarters. On YoY basis, the company has reported improvement of 26 bps in OPM to 8.5% whereas on QoQ basis, OPM improved by 101bps largely on account of improved operating leverage. Development In July 2011, SML launched its first truck in 12T-16T segment, which will be marketed under badge of ISUZU. The truck was initially launched in Tamil Nadu, with a price tag of ~Rs 14 lakh for fully built truck (with Cab and Cargo body).

Shareholding Pattern (%)

Sumitomo Corporation ISUZU Motors Limited FIIs DIIs Others 55.0 4.0 6.7 9.6 24.7

Price Performance (%)

3M 7.4% -3.7% -5.0% 12M -4.3% -17.0% -19.8%

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Source: Company Data, ICRA Estimates Q4 FY10

221.4 197.3 Operating Income 62.9% 23.0% Growth (%) - YoY 18.8 11.4 OPBDIT 8.9 5.1 PAT 8.5% 5.8% OPBDIT/OI (%) 4.0% 2.6% PAT/OI (%) Source: Company Data, ICRA Estimates; Amounts in Rs. Crore

ICRA LIMITED

1-Oct-11

SML ISUZU LIMITED: Business Overview

Incorporated in 1983, SML Isuzu Limited (SML, formerly Swaraj Mazda Limited) was initially set up under the name of Swaraj Vehicles Limited for the manufacture of Light Commercial Vehicles (LCVs). In 1984, the company was promoted by Punjab Tractors Limited (PTL) in technical and financial collaboration with Mazda Motor Corporation, Japan and Sumitomo Corporation, Japan. The technical collaboration agreement with Mazda expired in 2004 and Mazda exited by selling off its stake to Sumitomo Corporation. Around the same time, SML entered into a technical collaboration agreement with Isuzu Motors, Japan. SML operates in the Light Commercial Vehicle (LCV) and Medium Commercial vehicle (MCV) segments of the automobile industry. The company has a manufacturing facility in Nawanshahar, Punjab with a capacity to manufacture 18,000 units and has a product portfolio comprising of buses, trucks, ambulances, water tanks etc. Table: SMLs volume breakup across segment
SML ISUZU Goods Carrier <5T 5-7.5T 7.5T-12T >16 T Sub Total - Goods Passenger Carrier 5-7.5T 7.5T-12T 12T-16T Sub Total - Passenger 0 334 1,071 0 1,405 855 899 20 1,774 21 423 1,145 13 1,602 911 749 16 1,676 3,278 NA 26.6% 6.9% NA 14.0% 6.5% -16.7% -20.0% -5.5% 3.1% 7 250 1201 4 1462 919 769 23 1711 3173 Q2FY11 Q2FY12 Change (%) Q1FY12

Performance Update
SML is a small player in domestic CV industry with market share of 1.7% (H1 FY11); however, in certain segment (5T-12T) the company has strong presence. The company offers its products mainly in the 5.0-7.5 ton (T) and 7.5-12.0T goods and passenger carrier CV segments, which together accounted for 14.8% of the total CV industry volumes in H1 FY12 (14.9% in H1 FY11). Recently, the company has also forayed into higher tonnage bus segment wherein it is supplying products designed by ISUZU. The sales mix is fairly balanced between Goods and Passenger segment. As per estimates, industry bus sales in the 5.0-12.0T segment are derived in an equal proportion from three user segments schools & colleges, office staff and route permits/ STUs. SML, however, derives around 60-70% of its bus sales from the school bus segment with the buses built on the Mazda platform. The remaining bus sales are to other user segments including tourist and staff transportation and STUs. Overall, the school/ college bus user-segment is considered relatively safer by financiers making it less vulnerable to shocks arising from lack of finance availability. SML had a respectable market share in the 5.0-12.0T school bus segment with its competitors being TML, M&M and VECV. However, over past few quarters, in 5-12T segment, SML is gradually losing market share to its competitors, especially VECV who has been aggressively targeting 5-12T bus segment.

Total 3,179 Source: SIAM, ICRA Research

Table: SMLs market share in 5T-12T passenger carrier segment

Passenger Carrier 5.0-7.5T Tata Motors Ltd SML ISUZU Mahindra Navistar VECV 7.5-12.0T Tata Motors Ltd SML ISUZU VECV Source: SIAM, ICRA Research Q2 FY11 5,756 60.5% 14.9% 8.6% 21.1% 3,861 44.1% 23.3% 19.7% Q2 FY12 7,546 64.4% 12.1% 7.0% 24.4% 4,281 44.3% 17.5% 20.0% Q1 FY12 7,285 58.8% 12.6% 11.0% 27.8% 4,143 37.8% 18.6% 25.5%

ICRA LIMITED

Annexure: Industry Volumes & Market Share Analysis

Exhibit: Segment-wise Industry Volumes
Domestic Industry Volumes FY11 LCV Goods LCV Passenger LCVs M&HCVs Goods M&HCVs Passenger M&HCVs CVs 316,140 37,480 353,620 275,235 47,553 322,788 676,408 Q1 FY11 67,095 11,566 78,661 59,642 11,574 71,216 149,877 Q1 FY12 84,212 12,381 96,593 64,091 10,779 74,870 171,463 Q2 FY11 73,972 9,012 82,984 66,900 13,082 79,982 162,966 Q2 FY12 100,491 13,097 113,588 73,727 11,808 85,535 199,123 YTD FY11 191,981 29,520 221,501 163,494 31,803 195,297 416,798 YTD FY12 253,954 32,366 286,320 185,151 28,494 213,645 499,965 Change (%) in Q1 25.5% 7.0% 22.8% 7.5% -6.9% 5.1% 14.4% Q2 35.9% 45.3% 36.9% 10.2% -9.7% 6.9% 22.2% YTD 32.3% 9.6% 29.3% 13.2% -10.4% 9.4% 20.0%

Source: SIAM, ICRA Estimates; YTD is till November 2011

Exhibit: Segment-wise Market Share

FY11 LCVs - Goods Tata Motors Mahindra & Mahindra* LCVs - Passenger Tata Motors Force Motors Mahindra & Mahindra* M&HCV - Goods Tata Motors Ashok Leyland Eicher Motors M&HCV - Passenger Tata Motors Ashok Leyland Eicher Motors 43.5% 43.0% 5.1% 47.3% 36.1% 7.7% 40.1% 40.4% 10.3% 44.9% 41.5% 5.6% 43.1% 40.2% 9.1% 45.3% 40.2% 5.8% 42.6% 39.7% 9.3% 62.3% 22.8% 10.1% 61.5% 25.2% 9.2% 64.3% 19.2% 10.2% 61.1% 24.9% 9.6% 61.8% 21.1% 10.8% 62.9% 22.6% 10.0% 63.2% 19.6% 10.9% 48.4% 22.2% 12.8% 53.1% 16.3% 15.0% 43.0% 29.6% 11.0% 42.3% 25.2% 14.8% 43.1% 33.0% 9.7% 46.7% 28.4% 11.1% 42.6% 33.4% 9.7% 57.9% 34.4% 55.8% 36.1% 60.7% 31.8% 57.3% 34.6% 59.6% 33.0% 57.1% 35.1% 59.1% 33.3% Q1 FY11 Q1 FY12 Q2 FY11 Q2 FY12 YTD FY11 YTD FY12

Source: SIAM, ICRA Estimates; YTD is till November 2011 *included MNAL volumes

ICRA LIMITED