Retread tyres in Malaysia are unfairly blamed for road accidents. While the tyres enjoy a pristine reputation in export markets, the notoriety within the local market stems from the lack of ability to differentiate them from low-cost and low-quality tyres that fail to comply with performance standards owing to overloading, maintenance and misapplication.

A total of 1.35 million lives are lost each year in road accidents, according to data from the Ministry of Transport Malaysia. Another data set from Statista highlighted that the South Asian country witnessed 545,000 road accidents in 2022, an increase from the previous year data of 370,000.

A large portion of these accidents involve commercial vehicles and the blame is also shared by retread tyres. A recent news report highlighted rising concerns within the Malaysian parliament to ban the use of retread tyres of commercial vehicles citing safety norms.

The situation seems ironic as the Malaysian retread industry enjoys a pristine reputation in export markets. Yet, the notoriety of retread tyres on home turf might be seen as ‘collateral damage’.

Speaking to Tyre Trends exclusively on why retread tyres remain a scapegoat for road accidents, Tyre Retreading Manufacturers Association of Malaysia (TRMAM) President Edmund Wong said, “Retread tyres are often unfairly blamed for road accidents because the public struggles to differentiate them from low-cost, low-quality tyres that fail due to poor maintenance, overloading and misapplication. Many people mistakenly associate tyre debris, especially when it reveals exposed steel cords, with retreads. However, this type of failure is more commonly linked to cheap, substandard tyres rather than retreads, which, when properly maintained and used correctly, can be as safe as new tyres. The focus on retreads allows the real issues such as inadequate tyres maintenance and overloading to remain overlooked.”

IMPROVING ROAD SAFETY

Malaysia has a higher road fatality rate compared to ASEAN peers like Singapore, largely due to motorcycle-related deaths, which make up over 65 percent of fatalities.

Malaysia’s road safety goals have reportedly fallen short despite setting out clear targets. In 2014, the government aspired to reduce road fatalities by 50 percent by 2020 as part of its alignment with United Nations’ Decade of Action for Road Safety 2011-2020. The initiative was a failure and the same target was reiterated in Malaysia Road Safety Plan 2022-2030.

Current figures also raise questions over the supposed success of the target. Commenting on ways that could make the reduction target a reality, Wong noted, “To reduce road fatalities by 50 percent by 2030, Malaysia should enforce traffic laws strictly, including penalties for speeding and disobeying traffic lights, while expanding automated systems like speed and red-light cameras. Enhancing road infrastructure with safety audits, smart technology and dedicated motorcycle lanes is essential.”

“Malaysia can adopt best practices, such as dedicated motorcycle lanes, public education campaigns and improved road infrastructure, while learning from Singapore’s success in enforcement, infrastructure and safety culture. Public awareness campaigns should target risky behaviours including running red lights and promote defensive driving. Protecting vulnerable road users, especially motorcyclists and pedestrians, through improved infrastructure and safety regulations is also crucial,” he added.

Alluding to why stringent safety campaigns or regulatory measures are not undertaken to reduce motorbike fatalities, he noted, “The lack of stringent safety campaigns or regulatory measures targeting motorbike users in Malaysia is due to several factors. Firstly, motorbikes are a vital mode of transport for many due to affordability and accessibility, especially in rural areas, making stricter regulations politically sensitive. Secondly, enforcement of existing laws such as helmet use and licensing is inconsistent, particularly in rural regions, allowing unsafe practices to persist. Thirdly, cultural factors like risk-taking behaviour, resistance to change and low awareness of safety risks hinder the adoption of safer practices. Lastly, limited resources, both financial and infrastructural, result in insufficient investment in targeted campaigns and dedicated motorcycle lanes, leaving riders vulnerable.”

CLOSING GAPS

Wong iterated that to improve road safety and support the retreading industry in Malaysia, several regulatory gaps and enforcement lapses need to be addressed. One significant issue is the inconsistent enforcement of tyre standards, especially for imported new tyres.

While Malaysia requires that imported tyres have certifications like the E-mark, DOT or MS, these standards can sometimes fail to verify the genuineness and reliability of the tyres, leading to concerns about the quality and safety of some imports. This lack of stringent checks on tyres authenticity puts road users at risk and undermines confidence in tyre safety.

Additionally, there is a gap in regulations requiring regular tyre maintenance checks, particularly for retread tyres. Without mandatory inspections for tread depth, pressure and overall tyre condition, vehicles, especially commercial fleets, are at higher risk of tyre-related accidents.

Another issue is the weak enforcement of penalties for overloading and the misapplication of tyres such as using retreads in unsuitable conditions. Overloading vehicles puts excessive stress on tyres, increasing the likelihood of tyre failure, and stricter penalties are needed to deter this dangerous practice.

There is limited education on the benefits of retreads and how to use them safely, which affects their acceptance and proper usage. Implementing campaigns that highlight the safety, environmental and economic benefits of retreads could help improve perceptions and encourage safer practices.

Moreover, government procurement policies should prioritise retread tyres for public transportation fleets, encouraging their use across sectors and providing a market boost to the retreading industry.

Lastly, there is a lack of clear regulations on tyre end-of-life management including guidelines for recycling and disposal. Establishing clear regulations for the responsible management of worn-out tyre, including retreads, would support the circular economy and further promote the sustainability of the retreading industry.

Addressing these regulatory gaps and enforcement lapses would not only improve road safety but also foster the growth of a reliable, safe and sustainable retreading industry in Malaysia.

REPUTATION REVIVAL

The shadow of malignance over the local retread industry is daunting, especially considering its stellar reputation abroad. A methodical plan is urgently needed to change the prevailing perception.

Commenting on how the industry can leverage its foreign reputation to promote retreads domestically, Wong explained, “Malaysia can leverage its reputation in the global retreading industry to promote retreads domestically by focusing on education, policy support and sustainability initiatives.”

“Firstly, educating the public about the benefits of retreads, such as safety, environmental advantages and cost-effectiveness, can shift perceptions. Secondly, incentivising businesses to adopt retread tyres would not only increase its usage but also align with sustainability practices. Retreads significantly reduce waste by reusing tyre casings, contributing to lower carbon footprints and less landfill waste. Offering tax breaks, rebates or financial incentives to businesses that adopt retreads can encourage the adoption of this eco-friendly practice, benefiting both companies and the environment,” he added.

He also noted that Malaysia has a well-established certification system with Malaysian Standard 224 (MS 224), which sets high-quality standards for retread tyres. This national standard ensures that domestically produced retreads meet rigorous safety and quality requirements, reinforcing consumer confidence and helping local manufacturers maintain global competitiveness. By promoting this certification and its benefits, Malaysia can further build trust in its retreading industry and drive domestic demand for high-quality retreads.

He also noted that partnerships with universities, research institutions and organisations such as the Malaysian Rubber Board (MRB) could play a pivotal role in establishing Malaysia as a hub for innovation in tyre retreading. These collaborations would enable research and development focused on improving the quality, safety and efficiency of retread tyre, which could enhance their appeal domestically and internationally.

“The Malaysian Rubber Board has extensive expertise in rubber technology and the development of new rubber compounds, which are crucial for retreading. By working with these organisations, Malaysia could explore advanced rubber materials and improve the durability and performance of retread tyres. MRB’s research could focus on optimising the rubber used in tyre retreading, enhancing its resilience and performance under various road conditions, thus improving the overall safety of retreads. Universities and research institutions bring additional expertise in materials science, engineering and sustainability and can help address any technical gaps in the retreading process. They could collaborate with retreading companies, fleet operators and tyre manufacturers to develop new retreading technologies, better tyre monitoring systems and more efficient processes,” explained Wong.

He added, “These partnerships could also produce credible, science-backed data on the reliability and safety of retread tyre, helping to build public trust and dispel misconceptions about retreads.”

FILLING DATA GAPS

The lack of local data to validate the reliability and safety of both retread and new tyres in Malaysia stems from several key factors, according to Wong.

“Primarily, there is a significant gap in research due to the lack of collaboration between tyre manufacturers, retreaders, fleet operators, research institutions and government agencies. Without cooperation among these stakeholders, there is little incentive or infrastructure to collect and analyse tyre failure data in the local context. This leads to a situation where tyre failure research is outdated or non-existent, leaving the industry to rely on studies from other countries such as US, which may be many years old and not reflective of current tyre technology or local conditions,” noted Wong.

He added, “This problem is not unique to Malaysia; many countries face similar challenges in gathering and sharing tyre-related data. For example, tyre debris reports and studies on tyre failures tend to be infrequent and may not accurately capture the complexities of modern tyre usage, road conditions or fleet operations. To address this gap, a collaborative effort among different stakeholders, both local and international, could be instrumental.”

Collaborations could fund and conduct comprehensive studies on tyres performance under local conditions. By sharing data and expertise, these stakeholders can develop a more accurate understanding of the causes of tyre failures, improve maintenance practices and promote better safety standards for both new and retread tyres.

Additionally, international partnerships could allow for access to global tyre failure databases and new research, enabling Malaysia to adopt best practices from countries like US, Japan or the EU, where more tyre safety research is available.

Establishing a framework for ongoing research and data sharing with regular updates and reports would help fill the data gap and improve tyre safety standards locally. This collaborative approach could ultimately lead to the development of localised tyre safety standards, improved regulations and more informed decision-making by all stakeholders involved.

NEW LEARNING

According to Wong, Malaysia can learn important lessons from countries like Japan and UK, where retread tyres are promoted effectively for their cost-efficiency and environmental benefits. Both Japan and the UK have robust local manufacturing industries for new, high-quality tyres, which ensure a consistent supply of durable tyre casings for retreading.

This industrial advantage helps protect the respective retreading industries by ensuring the availability of reliable casings that meet safety and performance requirements. Japan enforces stringent standards for both new and retread tyres through the Japanese Industrial Standards (JIS) such as JIS D 4202, which defines specifications for automobile tyres. These regulations ensure high-quality tyre production and maintenance, supporting a thriving retreading ecosystem.

Similarly, UK relies on the ‘E’ mark certification system, which aligns with European safety and performance regulations. The ‘E’ mark, prominently displayed on compliant tyres, indicates that a tyre has undergone rigorous testing and meets safety standards. This harmonised approach in UK ensures that only certified-quality tyres are used, reducing risks and building trust in retread tyres.

In Malaysia, the absence of a local new tyre manufacturing industry for trucks presents a challenge. The reliance on imported new tyres, coupled with the fact that Malaysia’s new tyre standard (MS 1394) is not compulsory, allows low-cost and lower-quality imports to flood the market.

These tyres often produce casings unsuitable for retreading, which undermines the retreading industry. To address these issues, Malaysia could make MS 1394 mandatory for new tyres, ensuring better-quality casings and fostering trust in retreads.

Additionally, promoting awareness of retreads’ economic and environmental benefits, strengthening enforcement of Malaysian Standard 224 (MS 224) for retread quality and offering incentives for their adoption could help the industry grow.

Technology, such as tyre monitoring systems, can play a significant role in addressing concerns about retread tyres and improving road safety. These systems provide real-time data on tyre pressure, temperature, tread depth and overall tyre health, helping to ensure that all tyres, including retreads, are properly maintained.

By monitoring tyre performance, these systems can detect early signs of wear, overloading or misapplication, reducing the risk of tyre failure. This not only enhances the safety of retread tyre but also helps prevent accidents caused by poor tyre maintenance or low-quality tyres, leading to a change in perception.

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Dunlop Tires North America (DTNA) has named Matt Futrelle as its new Associate Vice President for the Truck and Bus Radial (TBR) division, effective 1 August 2026. The executive will assume leadership over the company’s TBR operations, directing strategic planning and growth initiatives while reinforcing the organisation’s dedication to high-quality products and service across the North American market.

Futrelle joins the role with over two decades of experience within the automotive aftermarket sector, recognised for his capabilities in leadership, operational efficiency and commercial expansion. His professional history includes building effective teams, cultivating strong client partnerships and implementing strategic frameworks that produce consistent, long-term performance outcomes for the businesses he has served.

Darren Thomas, CEO and President, DTNA, said, “Matt's leadership experience, industry expertise and commitment to excellence make him an outstanding addition to our leadership team. We are confident that his vision and customer-focused approach will help accelerate our growth in the TBR business and strengthen our position in the marketplace.”

Futrelle said, "I couldn't be more excited to join the Dunlop Tires North America team. We see significant opportunities to increase our participation in the North American Commercial Truck Tyre market bringing even more value to our commercial tire dealer and fleet partners. I am also happy to be a part of expanding the iconic Dunlop brand across North America. The brand holds a special place for me because I have such great memories growing up racing on Dunlop motocross tyres."

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Myers Industries has agreed to sell its Myers Tire Supply North America business to Lion Equity Partners for USD 30 million, as the US manufacturer sharpens its focus on engineered materials and core industrial markets.

The transaction, which has been completed, is subject to customary post-closing adjustments for cash, debt, net working capital and transaction expenses. The definitive agreement will be filed with the Securities and Exchange Commission.

The divestment marks a step in Myers’ strategy to reposition itself as a manufacturer of engineered resin and composite products serving infrastructure, industrial, consumer, food and beverage, and vehicle markets.

Aaron Schapper, President and Chief Executive of Myers Industries, said: “The completion of this transaction is a defining step in our ongoing transformation. By sharpening our focus on our core specialty engineered products, we are better positioned to drive long-term growth and create value for our shareholders.

“We also want to recognise the important role Myers Tire Supply has played throughout our history,” he added. “We are grateful for the dedication of the MTS team and the trusted relationships they have built with customers and the rest of the Myers team over many decades. We believe the business is well positioned for its next phase of growth under Lion Equity Partners’ ownership.”

Jim Levitas, Managing Partner at Lion Equity, said: “Myers Tire Supply has built a highly trusted brand through decades of exceptional service and commitment to its customers. We are excited to partner with the team to carry this legacy forward and support the company in its next chapter of growth.”

KeyBanc acted as exclusive financial adviser to Myers, while Vorys, Sater, Seymour and Pease served as legal adviser.

Founded in 1933, Myers Tire Supply distributes tools, equipment and supplies for the tyre, wheel and under-vehicle service industry across North America. The business employs 233 people, including 77 at its headquarters in Akron, Ohio, with the remainder working in sales roles and at four distribution centres.

Lion Equity Partners, based in Denver, focuses on corporate divestitures and special situations, aiming to create value through operational improvements, organic growth and acquisitions.

Myers Industries, headquartered in Akron, Ohio, manufactures plastic and metal products for a range of end markets, including consumer, vehicle, food and beverage, industrial and infrastructure.

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PCBL Chemical Limited has appointed Rohit Maindwal as Chief & Executive Director – Specialty Blacks and designated him as a senior management personnel, effective 20 August, 2026.

Maindwal brings around 32 years of industry experience. He holds a BTech in chemical engineering from the National Institute of Technology, Warangal. His previous roles include positions at Reliance Industries Limited and JBF RAK LLC, where he most recently served as Senior Executive Vice-President at Reliance Industries Limited.

The company said the appointment is in a full-time capacity, with the term not separately specified.

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From software-defined architectures and virtual proving grounds to the evolving role of tyres and ADAS, the third Vehicle Dynamics Conference in Chennai captured an industry in rapid transition. Industry leaders examined the trade-offs, technological leaps and competitive pressures that will define the next decade of vehicle engineering in India.

It was on 16 June 2026 that the 3rd edition of the Vehicle Dynamics Conference took place at Chennai Trade Centre, bringing together close to 200 stakeholders from the auto industry across India and internationally and marking another milestone for automotive development.

The event focused on the rapid evolution taking place across vehicle engineering, focusing on safety, performance, ride and handling, efficiency and emerging technology developments.

Opening the conference, Tom Thomas, Conference Chairman, underlined the significant transformation gripping the automotive sector. In his welcome address, Thomas noted, “Advances in software-defined vehicles, simulation technologies, electrification, safety systems, connectivity and vehicle performance are redefining the future of mobility.”

Building upon this perspective, S K P Amarnath, Vice-President of R&D, Apollo Tyres, declared that the event had matured into a vital platform where the entire ecosystem is discussed, status quos are challenged and new ideas are exchanged.

“Multiple transformational forces are converging at the first time in auto industry’s history, creating a defining moment for mobility,” Amarnath stated in his opening address.

He emphasised that the industry stands united in creating safer, smarter, comfortable, and sustainable vehicles, observing, “The disruptions – connected, autonomous, electric and software-defined vehicles (SDVs) – are happening at a speed and scale never experienced before.”

Amarnath further described India’s remarkable rise as a global automotive hub that faces fresh competitive pressures from China and Eastern Europe. “The speed of change is fast and influencing key attributes like vehicle dynamics and energy management. OTAs are becoming common and vehicles are turning into a continuously evolving platform,” Amarnath explained.

Turning attention to hardware, he identified the tyre as the most neglected part of the vehicle despite being the only component in direct contact with the road surface.

Revealing that Renault engineers devoted extensive track time to tyre testing at the Madras Racing Circuit, Dr Vikraman explained, “The slip angle, slip ratio, steering response, ride comfort, cornering stiffness optimisation etc. were achieved on dot through thousands of tuning cycles.”

He outlined that three guiding principles – be clear, be sure and be clever – guided target setting, vehicle character creation, kinematics, simulation and real-world proving ground evaluations. He observed that while precise tuning makes a vehicle exceptional, ADAS has compounded the paradox regarding vehicle dynamics.

Dr Vikraman mentioned that to overcome regional road variations, Renault clever-engineered the Duster’s ADAS technology specifically for local conditions where regulations regarding speed humps and barricades are rarely enforced.

Asserting India’s growing importance, Dr Vikraman concluded, “Engineers are expected to solve complex problems with creative solutions. Indian engineers should be creative and disruptive. They should be also proud.”

In the session focused on software, simulation and NVH, Shiv Sikand, Co-Founder of Drako Tech, spoke on the future of self-driving connected vehicles. “The architecture necessary to deliver AI connectivity, ADAS and OTA has simply been too expensive to put into a mainstream vehicle programme,” Sikand noted.

“Drako architecture – founded specifically to eliminate that barrier – enables the addition of new features through a mere software push,” said Sikand, explaining that traditional vehicle designs are frozen when shipped, leaving engineering cycles four to six years old by the time cars reach consumers.

He mentioned, “Tesla proved what seemed impossible 10 years ago. It proved that a software-first vehicle architecture could deliver a better product at lower long-term cost. Chinese manufacturers took that lesson – specifically BYD – and industrialised it at scale.”

The executive explained that Drako’s DriveOS single-ECU platform replaces kilometres of wiring and dozens of isolated ECUs with a single USB backbone and commodity hardware, cutting cost, weight and carbon footprint.

During the panel discussion titled ‘Engineering in India for the World’, moderated by AutoAscend’s CEO Latha Chembrakalam, industry executives evaluated local development trends.

Manoj Aggarwal, Vice-President of Engineering at Maruti Suzuki India, observed that while central computing was once considered too costly, current focus centre’s entirely on software systems and exporting Indian products to Europe and Japan.

Aggarwal noted, “The ISO 26262 standard has been adopted and work is progressing on digital twins with Japan and Germany to deliver a global product. In vehicle dynamics, much work is taking place on virtualisation.” He added that Maruti Suzuki maintains a dedicated division to collaborate directly with startups.

Piyush Kende, Senior General Manager of Vehicle Integration at Tata Motors, emphasised that changing regulations and multi-fuel options are driving rapid engineering shifts. “SDVs are a new trend and are creating a need to work on them faster from India perspective,” Kende said, noting that Tata develops platforms in-house.

“Young engineers need to be pushed into innovation and IP creation. There is a gap regarding knowledge vis-à-vis real-world understanding,” he added and explained that regulatory frameworks encourage local engineering while global supply chain strategies protect against international disruptions.

Arjun Balasubramanian, Division Head of Product Development (PCR-OE) at Apollo Tyres, shared, “We are tackling geopolitical issues that add a different perspective to the supply chain, resources and engineering opportunities. We are also collaborating with academia regarding engineering, governance etc. We are also making patents and building technology.” He added that evolving tyre emission regulations require active academic and industrial research.

Ankur Sharma, Head of Platform Engineering at JSW MG Motor India, highlighted that vehicle development is no longer purely mechanical, remarking, “There’s AI at work.” Sharma explained that Indian testing includes unique local edge cases, stating, “We have had scenarios with a vehicle hitting a cow or vice versa as a test parameter that is unique to India. This could be applied to markets that face such a challenge.” He added that workforce availability and time-to-market demands make academic collaboration essential.

Addressing computer-aided engineering, Prajakta Khare, Technical Manager of Multibody Dynamics at Dassault Systemes, presented on Simulia Simpack.

L-R: Latha Chembrakalam, CEO, AutoAscend; Manoj Aggarwal, VP – Engineering, Maruti Suzuki India; Piyush Kende, Sr Gen Manager,

Vehicle Integration, Tata Motors; Ankur Sharma, Head – Platform Engineering, JSW MG Motor India and Hitesh Joshi, Head of Technology, Apollo Tyres.Your contribution played a pivotal role in making GTRC 2026 a resounding success. We deeply appreciate your trust and collaboration, and we look forward to welcoming you again as we continue to shape the future of the tyre industry together.

Khare noted, “Simulia Simpack is unique and delivers in terms of accuracy, efficiency, team automation and robustness, among others. In the face of challenges that include market pressure, complexity and diversity, this helps to do CAE led development, including in the area of vehicle dynamics.”

She added that Simulia resolves complex physical factors in software-defined vehicles, including high vehicle mass, regenerative braking, battery placement and tyre properties.

Dr Nagesh Poojary, Managing Director of IPG Automotive India, spoke on virtual validation ecosystems, warning that software recalls could cost the industry USD 30 billion to USD 35 billion in warranty expenses. “Doing real-world tests is not feasible while the need to test more is increasing,” Dr Poojary noted, explaining that continuous virtual validation under ISO 26262 enables manufacturers to handle software complexity efficiently.

In the safety and performance session moderated by Sharad Matade, Executive Editor of Motoring Trends, panellists examined two-wheeler engineering.

Vishwadev Muraleedharan, Head of Vehicle Dynamics at Simple Energy, pointed out that the rider constitutes 50 percent of total vehicle dynamics. “A technology like ABS is mandatory and there should be a clear line between the system intervening and not intruding in a two-wheeler,” Muraleedharan mentioned. He revealed that electric two-wheeler battery compartments form a critical structural part of the chassis and urged ground-up component design. He noted that Simple Energy utilises a mid-drive motor near the swingarm pivot to centralise mass near the centre of gravity.

Prithivi Raj S, Technical Manager of Vehicle Engineering at Raptee HV, agreed that two-wheeler packaging is complicated by high centre-of-gravity requirements. He suggested that Inertial Measurement Units could generate rider safety scores alongside managing ABS lean angles.

“We have engineered a huge battery box to get the Cente of Gravity (CG) right in terms of dynamics. The most underrated factor in ride and handling is tyre pressure. A tyre is not only for grip but also a significant part of the spring damper system,” Prithivi Raj averred, stressing that system interventions must not override driver control unpredictably.

In a panel on smart hardware and software moderated by Nilesh Wadhwa, Assistant Editor of Motoring Trends, Gopal Musale, Cluster Head of Digital Product Engineering at BMW TechWorks India, announced, “The use of software and hardware is at a point where more software will come in hereafter. Vehicle improvement is going to be closely linked to AI in the coming times and software updates will be over the air (OTA).”

Musale explained that BMW utilises digital twins and a six-degree-of-freedom simulator in Munich to evaluate vehicle behaviour virtually before building physical prototypes, saving significant time and testing costs.

Alexander Aydt, Senior Fellow for ADAS/AD Tooling at Vector Informatik, noted that AI accelerates code generation and object detection, such as identifying a child running behind a ball. However, Aydt emphasised, “Humans are still strong at predicting the unimaginable.” He added that software-defined architecture allows engineers to alter intrusive vehicle features with ease compared to rigid mechanical designs.

Darren Jeseritz, Senior Applications Engineer at MTS, presented on hybrid simulation and Model-in-the-Loop (mHiL) testing. Jeseritz explained that MTS hybrid simulation integrates physical hardware with virtual multibody models, enabling steering and suspension certification on virtual tracks before physical prototypes exist. He noted that four-corner systems allow for complete vehicle dynamics simulation in laboratory environments.

The commercial vehicle session, moderated by Bhushan Mhapralkar, Editor of Motoring Trends, addressed decarbonisation and efficiency. Rajaram Kumble, Section Manager at Volvo India, noted that Volvo evaluates safety for both occupants and pedestrians. He shared that systems like predictive cruise control deliver 5 to 7 percent efficiency gains, while Volvo Dynamic Steering reduces steering effort in heavy manoeuvres by up to 70 percent.

Ramakrishna Donakonda, Vice-President and Head of Powertrain and eDrives at Daimler Truck Innovation Centre India, contrasted European staggered regulations with India’s simultaneous regulatory deadlines, such as 2027 ADAS mandates.

Donakonda explained that OEMs prioritise scalable platforms, noting, “Ultimately, what is offered to the customer is what they want and at prices that are acceptable to them.” He added that commercial electric vehicle adoption remains governed by charging infrastructure availability.

M K Jain, Tyre Technologist at JK Tyre, observed that commercial vehicle technology is rapidly adopting passenger car innovations, including Tyre Pressure Monitoring Systems and ‘Tyre-as-a-Service’ models. Jain noted that as per-kilometre payment models expand, tyre manufacturers are transitioning into ongoing tyre managers rather than pure hardware suppliers.

Concluding the technical presentations, Dhanasekar Venkatesan, Senior Principal Application Engineer at Cadence, highlighted that compressed launch timelines push teams towards zero-prototype development. Venkatesan explained that Cadence provides the MSC Adams multibody dynamics tool – a 50-year-old software used in space programmes – to accurately predict motion, forces, durability and vibration under complex Indian road conditions.

The third Vehicle Dynamics Conference demonstrated that vehicle engineering has transitioned into an integrated ecosystem where software, virtual simulation and mechanical design converge to shape the future of global mobility.

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