Tyre industry april 2017

Overview:
The Indian auto industry is expected to be the world’s third
largest by 2016 behind China and the US and will account for
more than 5% of global vehicle sales as per IBEF. It is also
expected to become the fourth largest automobiles producer
globally by 2020 after China, US and Japan (India is currently
world’s second largest two-wheeler manufacturer).
The Indian tyre industry is ancillary to the automobile
industry. Demand swings in any of the auto segments
(Commercial vehicles, cars, two-wheelers) have an impact on
the tyre demand. Indian Tyre Industry is in modernization
phase and is largely driven by demand and supply conditions.
The domestic industry essentially caters to 2 segments – (1)
Original Equipment manufacturers (OEM); (2) Replacement
market (Aftermarket). Replacement demand dominates the
tyre market contributing 56% of total size while the OEM
market share is 44% as of 2015-16.
Indian tyre market is driven largely by two & three wheeler
tyres (53%), followed by passenger cars (28%) and
commercial vehicle segments (16%). Tractor segment
accounted for only 3% of the tyre sales in 2015-16.
There were 39 companies (2014-15) in the domestic tyre
industry as per ATMA and the industry is valued at around Rs
535 billion as of 2015-16 with the top 10 companies
accounting for 85-90% of the market share.
The export revenues stood at around Rs 100 billion during the
year.
Tyre manufacturing process:
The tyre is an assembly of numerous components that are built up on
a drum and then cured in a press under heat and pressure. Heat
facilitates a polymerization reaction that crosslinks rubber monomers
to create long elastic. Tyre plants are traditionally divided into five
departments that perform special operations. These usually act as
independent factories within a factory. Large tyre makers may set up
independent factories on a single site, or cluster the factories locally
across a region.
April 11th
, 2017 I Industry Research
Tyre Industry: Wheeling
around
Contact:
Madan Sabnavis
Chief Economist
madan.sabnavis@careratings.com
91-22-67543489
Darshini Kansara
Research Analyst
darshini.kansara@careratings.com
91-22-67543679
Mradul Mishra (Media Contact)
mradul.mishra@careratings.com
91-22-67543515
Disclaimer: This report is prepared by Credit Analysis &
Research Limited [CARE Ratings]. CARE Ratings has taken utmost
care to ensure accuracy and objectivity while developing this
report based on information available in public domain.
However, neither the accuracy nor completeness of information
contained in this report is guaranteed. CARE Ratings is not
responsible for any errors or omissions in
analysis/inferences/views or for results obtained from the use of
information contained in this report and especially states that
CARE (including all divisions) has no financial liability whatsoever
to the user of this report

Industry Research I Tyre Industry Update
2
Chart 1: Tyre manufacturing process
Source: CARE Research

3
Industry Segmentation
The domestic tyre industry is in modernization phase and largely driven by demand and supply conditions, rather
than government regulation as it was earlier. The domestic tyre industry can be classified on the basis of its design,
markets and vehicle category, which have been evolved over the years.
Chart 2: Industry Segmentation
Source: CARE Research
C. Design
Radial Cross ply

4
Vehicles Category wise:
The domestic tyre industry can be classified in terms of types of vehicles in which it is used. The category comprises
of tyres used in T&B, LCVs, tractors, OTR and ADVs. Since these tyres are used for commercial usages they are
sturdier, bigger and heavier than personal tyre category. In the overall sales of tyres in unit terms, the commercial
segment contributed about 19% in 2015-16 while the remaining came from sales of personal vehicles (passenger
vehicles and Two & Three wheelers). Under personal segment, two & three wheelers constituted about 66% sales
while the passenger cars made up for the balance sales.
T&B dominates overall commercial usage segment with around 57% share in the units sold in FY16. This is followed
by LCV segment with a share of 28% during the year. Tractor front and rear tyre segment constitute around and 9% &
7% respectively during the same period.
Market wise:
Tyre demand originates from two end-user categories, i.e., OEMs and the replacement segment. Consumption by
OEMs is dependent on new automobile sales trend while the replacement segment is linked to usage patterns and
replacement cycles. Demand from the replacement segment dominates the Indian tyre market contributing about
56% of demand, in terms of units. The major reason for high replacement share is due to the fact that the number of
registered vehicles/annual sales remains at about 10x at close to 20 crore registered vehicles (industry estimates) vis-
à-vis ~2.4 crore annual vehicle sales.
The export category is about 18% of the total units sold in the domestic market. The industry registered sales of
around 151,026 (000 units) in the domestic market while the total exports of tyres during the year was 26,699 (000
units) in 2015-16. Therefore, the total tyre sales during the year was 177,724 (000 units) registering a marginal
growth of about 4% y-o-y.
Chart 3: Indian tyre sales breakup
Source: ATMA, CMIE
OEM
44%
Replacement
56%

5
Technical deviation: Design
The body of a tyre can be classified into two types i.e. cross-ply tyres and radial tyre. A cross-ply tyre has a
sidewall which reinforces plies running diagonally from the bead towards the tread - each layer of textile at a
different angle to its adjacent layer. These angles determine the stiffness of the tyre. Radial tyre cords casing run
perpendicular to the direction of travel. Viewed from the side, the cords run radially - giving the tyre its name.
The weakness of this arrangement is that the cords cannot sufficiently absorb lateral forces when cornering or
circumferential forces when accelerating. To compensate this, the cords must be supported or complemented by
other structural elements - steel belts etc.
Cross-ply is an old manufacturing technology and has been almost discarded by developed economies like USA
and Europe long back. However, in India it is still dominant. Some of the key attributes of cross-ply tyres which
make it popular in India are its adaptability on poor road condition, suitability in case of overloading of vehicle
and cheaper price. However, its penetration levels have witnessed gradual decrease in the last few years owing
to increasing awareness about the inherent advantages of radial tyres.
Acceptance of radial tyres, which are of superior quality and have a longer life-cycle, as compared to cross-ply
tyres, has been continuously increasing in the Indian market. However because of their higher price and lower
adaptability in bad road conditions, these tyres are less preferred for vehicles with commercial usage like trucks,
buses, LCVs, tractors etc. However, growing awareness about the advantages of radial tyres has led increasing
proportion of vehicle operators across all the vehicle categories to migrate towards radial tyres.
Over the last few years, India has seen increased adoption of radial tyre technology. Despite almost 100%
radialisation in the passenger car tyre segment, in the commercial vehicle and two-wheeler segments, India still
has a lot of potential for growth. The increase in research and development by domestic players to make cost-
effective radial tyres, coupled with growing low-cost Chinese imports, the process of radialisation of commercial
vehicle and two-wheeler segments in expected to happen at a faster rate.
Tyre Production
Indian tyre industry is highly competitive with the presence of a large number of global and Indian auto-companies.
However, top 10 companies account for about 80% of the market share. Tyre demand is directly proportional to the
automobiles demand. Therefore, demand swings in the automobiles have an impact on the demand for tyres. India’s
annual automobiles production registered a sluggish growth of 2.6% y-o-y in 2015-16. This led to decline in demand
for tyres as well during the year. Tyres production (in volume terms) increased only marginally by about 4% in 2015-
16 after increasing by about 13% in the preceding year.

6
Chart 4: Production of Tyre (Lakh units)
Source: ATMA, CMIE
Category wise, two & three wheeler tyres have a share of about 53% in the overall tyre production. This is followed
by passenger vehicles and commercial vehicles with a share of about 26% and 17% respectively. Tractor segment
constitutes only about 4% of the total tyre produced in the country. Off –the-road and other tyres constitute minute
shares of less than 1% of the industry production. A similar share trend is witnessed in the sales of tyres registered in
the country.
In 2016-17 (Apr-Dec), tyre production increased by 11.9% y-o-y on back of increased OEM demand as well as the
replacement market. PV production grew by about 12%, Tractors by about 17%, CVs and Two and Three wheelers
production by about 4% and 5.5% respectively during the same period. However, cheaper imports from China and
slower exports pose a threat to this growth in production of tyres.
Automobiles production
Chart 5: Category wise Production of Automobiles (000 units)
Source: SIAM
1,192
1,254 1,228
1,289
1,461 1,520
1,273
-
200
400
600
800
1,000
1,200
1,400
1,600
2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17
(Apr-Dec)
2,983
3,146
3,231
3,088
3,221
3,414
3,102
761
929
833
699
698
783
654
800
879
840
830
949
934
676
13,349
15,428
15,744
16,883
18,489
18,830
16,651
-
5,000
10,000
15,000
20,000
2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 (Apr-
Jan)
Passenger Vehicles Commercial Vehiles Three-wheelers Two-wheelers

7
Segment wise domestic market share of automobile industry
Table 1: Segment wise domestic market share (2015-16)
%
Two-wheelers 79
Passenger Vehicles 14
Three-wheelers 4
Commercial Vehicles 3
Source: SIAM
In 2015-16, India’s annual production stood at 23,960,940 vehicles (including passenger vehicles, commercial
vehicles, three wheelers, two wheelers and quadricycle) as against 23,358,047 in 2014-15, registering a sluggish
growth of 2.6% y-o-y. Two-wheelers have dominated the production volumes of the automobile industry over the
years. Over the past 4 years, Two-wheeler production share in the overall automobile production has remained
constant at around 80%. This is followed by passenger vehicles having a share of 14%. Productions of commercial
vehicles and three-wheelers have about 3% share each in the automobile industry.
Two & Three wheelers together comprising about 83% in the overall automobile production in 2015-16, demands
about 53% of the total tyre production volumes, followed by passenger vehicles segment that accounts for about 26%
share of the total tyre production volumes.
Raw Material
Raw material cost forms the largest cost head in the tyre industry accounting for about 65-70% of the total. The
main raw materials used to manufacture tyres are natural rubber, poly butadiene rubber (PBR), styrene
butadiene rubber (SBR) and nylon tyre cord fabric. All these raw materials impart different properties, which are
combined to develop tyres with particular characteristics.
Rubber including (natural and synthetic), nylon tyre cord fabric (NTC) and carbon black constitute a significant portion
i.e. ~60-65% of the overall raw material cost of the industry. Hence any change in the prices of these materials impact
the overall industry’s profitability. However, since FY13 the rubber prices witnessed a correction thereby reducing the
overall raw material cost as a percentage of total expenditure to 68% on aggregate basis in FY16 as compared to 80%
in FY11.
However, the price of rubber is prone to fluctuations and in 2016-17 (Apr-Feb), domestic and international rubber
prices increased by about 28% after declining by 24% and 15% y-o-y for two consecutive years. The demand-supply
gap in production and consumption of rubber in the country remains the reason for higher natural rubber prices in
the domestic market and competitive prices in the international market leads to high imports from the international
market. With high rubber prices in the domestic market on account of lower production, imports of rubber has
increased over the past few years to about 45% in the 2015-16 from about 18% in 2010-11.

8
Chart 6: Industry Cost Structure (2015-16)
Source: AceEquity
Rubber
Rubber is a major component in manufacturing of a tyre. There are three categories of rubber used in the
manufacturing process viz natural rubber (NR), styrene butadiene rubber (SBR) and poly butadiene rubber (PBR).
Natural rubber is an elastic hydrocarbon polymer that is originated from milky colloidal suspension or latex found in
the sap of some plant. Natural rubber forms around 70% of the total rubber content, which is a sharp contrast of its
usage in the developed markets like USA, Europe and Japan, where it is estimated to be around 35-40%. One of the
primary reasons for more usage of natural rubber in India is its local availability with India being one of the largest
producers in the world. In addition to this, natural rubber absorbs greater amount of heat and is more adaptable to
poor road condition and overloading compared to synthetic rubber.
Chart 7: Production and consumption of NR
Source: Rubber Board of India, CMIE
Raw Material Cost
68%
Power & Fuel Cost
4%
Employee Cost
9%
Other
Manufacturing
Miscelleneous
Expenses
9%
General and
Administration
Expenses
2%
Selling and
Distribution
Expenses
7%
862
904
914
774
645
562
191
214
263
360
442
458
948
964
973
982
1021
994
0
200
400
600
800
1000
1200
2010-11 2011-12 2012-13 2013-14 2014-15 2015-16
Production Imports Consumption
(000 tonnes)

9
Chart 8: Annual trend in rubber prices (Rs/kg)
Source: Rubber Board of India
Chart 9: Annual trend in Domestic and International rubber prices (Rs/kg)
Source: Rubber Board of India, CMIE
Styrene Butadiene Rubber (SBR) is a synthetic rubber which imparts abrasion and fatigue resistance in tyres and is
used in blend with natural rubber and accounts for about 5-7% of the total raw materials costs. The content of SBR is
higher in radial tyres than cross-ply tyres. However due to its poor tear strength especially at high temperatures its
usage is observed to be comparatively lower in heavy duty truck tyres. In India, the demand for SBR has picked during
past few years as penetration of radial tyres in passenger car industry has increased considerably. Non-tyre
applications of SBR include footwear industry, car mats, battery containers, gaskets, toys etc.
190
208
177
166
133
113
134
-30%
-10%
10%
30%
50%
70%
90%
0
50
100
150
200
250
2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17
(Apr-Feb)
Rubber prices (Rss-4) (LHS) Y-o-Y growth (RHS)
115
190
208
177
166
133
113
134
112
195
211
176
155
112
96
131
0
50
100
150
200
250
2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17
(Apr-Feb)
RSS 4 Kottayam RSS 4 Thailand

10
Apcotex is the only major manufacturer of SBR in India. However, the grades SBR S1712 and S1502 which are used in
tyre manufacturing are not manufactured domestically. Hence total demand of SBR for the tyre industry is met
through imports from Thailand, Indonesia and Vietnam.
Poly Butadiene Rubber (PBR) is the other variant of synthetic rubber used in the tyre industry which accounts for
about 5% of the total raw material cost of tyre manufacturers. It is used as tyre treads, sidewalls, carcass and beed
fillers which gives tyres increased mileage and flex cracking properties. Reliance Industries is the sole producer of PBR
in the country.
Financial performance of Tyre players
The top 10 players account for about 80% market share in the domestic tyre industry. Raw materials prices impact the
margins of players as the raw material cost accounts for about 65-70% of total. Raw material prices have declined on
a y-o-y basis over the past two years. As a result, tyre players have been able to report strong growth in the margins.
In 2016-17, with surge in rubber costs, overall raw material costs are expected to increase. During April 2016 to Feb
2017 period, domestic natural rubber prices have increased by a sharp 19% y-o-y after declining for two consecutive
years. This led to a marginal decline of 1.2% in aggregate operating profits of the 9 companies for 9 month period in
2016-17. However, despite this increase in prices of raw materials and marginal decline in operating profits, the tyre
industry’s operating profitability remained range bound during the Apr-Dec 2016-17 on account of about 1.6%
increase in sales during the period.
Chart 10: Margins of Tyre players
Note: The industry margins are based on the financial results of 9 listed tyre companies
Source: AceEquity
Also, with the significant capex in the industry, the industry’s aggregate debt increased by about 7% to reach Rs 80.30
billion in 2015-16. However, with higher operating profit, the interest coverage of the industry has improved to 11.5
times in FY16 from about 7 times in FY15.
9.8
8.5
11.1
14.0
15.0
20.4 20.4
3.6 3.5 4.1
5.7
6.7
10.3 10.4
0.0
5.0
10.0
15.0
20.0
25.0
2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 (9
months)
Operating Margins Net Margins

11
Policy Environment
 All categories of tyres can be exported freely.
 All categories of new tyres can be imported freely. No WTO Bound Rates for tyres and tubes.
 Imports of Second hand/Retreaded tyres (major categories) are restricted under EXIM Policy and can be done
against an import licence.
 Tyres imports under Regional Trade Agreements (Asia Pacific Trade Agreement, Indo-Sri Lanka, SAFTA, India-
Singapore, ASEAN, India-Malaysia etc.) allowed at preferential rates of import duty.
 All tyre industry related raw-materials can be imported freely (under OGL).
 Tyre Industry delicensed in September, 1989.
 Natural Rubber (NR) principal raw material of Tyre Industry, is in the 'Negative List` (i.e. not eligible for any
concession in Custom duty) under various Trade Agreements, i.e. India ASEAN Free Trade Agreement, India Sri
Lanka Free Trade Agreement, South Asian Free Trade Agreement (SAFTA), India Malaysia Comprehensive
Economic Cooperation Agreement (CECA), India-Singapore Comprehensive Economic Cooperation Agreement
and India-South Korea Comprehensive Economic Partnership Agreement (CEPA).
Source: ATMA
Industry concerns
The Automotive Tyre Manufacturers Association (ATMA) has asked the Ministry of Commerce for duty free import of
natural rubber equivalent to deficit in domestic production. The request by the body came after the Rubber Board
projected domestic natural rubber deficit of 3.4 lakh tonne during the year 2017-18.
Domestic production of natural rubber continues to be far below its requirement. Lately, sharp volatility in natural
rubber prices has led to further crunch in the domestic markets. In the last 2 months, natural rubber prices have
zoomed a significant 30% and growers are holding back stock in the hope of a continued rally in the prices. With rise
in prices and high import duty, imports have become un-viable.
Tyre industry consumes 65-70% of the natural rubber produced in the country. However, import of natural rubber in
India attracts 25% duty which is highest in the world. Higher import duties will hurt the margins of tyre manufacturers
as they will be left with no option other than importing natural rubber in case of a deficit in production.
Manufacturers are also worried about the rampant dumping of cheap Chinese radial tyres in the domestic market.
Outlook: -
Performance of the automobile industry in FY17 and FY18
Table 2: Growth in automobile sales
Category Apr-Dec FY17 (Actual) FY17 E* FY18 E*
CVs 4.5% 5-7% 12-13%
PVs 10.3% 10-12% 12-13%
Two & Three wheelers 6.2% 8-10% 10-12%
Tractors 16.8% 16-18% 18-20%

12
E - Estimated
Tyre OEM segment is expected to witness growth in 2016-17 largely driven by the buoyancy witnessed in automobile
sales. Post demonetisation, growth estimation of two-wheelers and small cars has been hit slightly. However, lower
cost of ownership of auto vehicles triggered by series of interest rate cuts, push on manufacturing and infrastructure
segment by the government combined with lower fuel prices have resulted in recovery of auto sector. Tyre industry
stands to benefit from this turnaround in OEM demand and stable replacement demand. However, tyre
manufacturers supplying to CV, PV and tractors segment are expected to benefit the most in the near term as the
outlook for these auto segments in the Indian market is relatively more positive than TW.
Capacity utilisation levels for manufacturing TBRs have come down to 60-65% from 80-85% in couple of years ago
due to increasing dumping of TBR tyres from China. Also, the tyres and tubes industry was expected to witness
completion of about 5 projects worth Rs 45.9 billion in 2016-17 adding an incremental capacity of about 13.7 million
units to the industry. In the next two years (FY18 and FY19) about Rs 70 billion worth projects are to be completed
adding another 12 million unit capacity to the industry. Going forward, significant capex will put pressure on the
utilization levels and hamper the operational margins of the players.
Over the past few years, the trend in tyre production and sales for OEM market has been in line with the automobile
sales for the period i.e., production of tyres has been about 1.5 times that of a vehicle produced. While the demand
from replacement market has comparatively been higher. Sales are expected to grow in the range of 10-11% per
annum during 2017-18. Both, domestic and export demand for tyres is expected to remain robust during this period
on the back of strong growth prospects for Auto OEMs as well as the stable replacement market.
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