… by Kunal Arya, Co-Founder & MD, Zelio E-Mobility
India’s electric two-wheeler story is entering a more serious phase. The easy part was proving that people would buy an electric scooter. The harder part is still ahead. India now has to make these vehicles affordable, dependable and easy to live with at scale. That means looking beyond flashy launches and headline range figures. The real test will be what happens inside factories, supply chains and service networks. If electric mobility is to reach the mass market, manufacturing has to become the centre of the conversation.
Price Matters
For most Indian buyers, an electric two-wheeler is not a lifestyle purchase. It is transport. It takes someone to work, carries a child to school, and often supports a small business. Price matters. So does the monthly EMI. So does the cost of replacing a part three years later.
This is where manufacturers need to get practical. There is little value in adding features that look impressive in a showroom but push up the price. A simpler vehicle with a well-engineered battery, efficient motor and good suspension can make a stronger case. Common platforms can also help companies spread development and tooling costs across several models. That can bring prices down without cutting corners.
The market is already moving. India sold around 24.52 lakh electric vehicles across major categories in FY26, up nearly 24.6% from the previous year. Electric two-wheeler retail volumes alone grew 21.8%. Penetration reached 6.5% from 6.1%. These are no longer experimental numbers. They show that buyers are willing to switch when the economics make sense.
Build Locally
The next battle will be fought in the supply chain. India cannot build a truly affordable electric vehicle while remaining heavily dependent on imported components. Cells, electronics, semiconductors, magnets and other critical parts can quickly become expensive when exchange rates move, or global supplies tighten.
Localisation therefore has to mean more than assembling imported parts in India. It should mean building deeper capabilities here. That includes battery packs, motors, controllers, power electronics and eventually more of the cell ecosystem. It also means developing suppliers that can meet automotive quality standards consistently.
There is another opportunity here. India already has thousands of small engineering and manufacturing businesses. Many have experience in machining, plastics, fabrication and electrical components. They need technology, finance and access to larger manufacturers. Bringing them into the EV supply chain can lower costs and create jobs at the same time.
Design For India
Electric two-wheelers should not be designed around a brochure. They should be designed around Indian roads. That sounds obvious, but it is easy to forget when product development becomes a race for range, screens and connected features.
Indian riders need vehicles that tolerate heat, monsoon water, dust, potholes and heavy daily use. Batteries need robust thermal management. Electrical systems need proper protection. Frames and suspension components have to survive roads that are very different from controlled test tracks.
Quality will matter even more as sales grow. One battery failure can do more damage to consumer confidence than an expensive advertising campaign can repair. Manufacturers need stronger testing, traceability and end-of-line quality checks. The cheapest scooter is not necessarily the most affordable one. A vehicle that spends weeks in a workshop is expensive for its owner.
Fix Charging
There is also an uncomfortable reality that manufacturers cannot ignore. The charging network is nowhere near the scale needed for mass adoption. India currently has roughly one charger for every 235 EVs The CII estimates that around 1.32 million charging stations will be needed by 2030.
That gap is not simply an infrastructure problem. It is a product problem too. A scooter with a good range is less useful if its owner cannot find a working charger when needed. Public charging has to become predictable. Locations should be easy to find. Payments should be simple. Equipment should actually work.
Manufacturers can help rather than waiting for someone else to solve it. Partnerships with housing societies, workplaces, retailers and charging operators can create local networks. Battery swapping may also work in selected commercial applications. There will not be one solution for every rider. The industry needs to stop treating charging as an afterthought.
Scale With Purpose
India’s EV ambitions are clear, with EV30@2030 and the longer-term net zero target for 2070 setting the direction. But policy targets alone will not put more electric two-wheelers on Indian roads. The opportunity is already visible. Forecasts suggest electric two-wheeler penetration could rise from around 2% in 2022 to nearly 20% in 2026 and close to 45% by 2030.
The real challenge now is to scale without losing sight of what buyers want. People need affordable vehicles with dependable batteries, sensible range, easy servicing and reasonable resale value. They need products that work reliably after the excitement of a new launch has faded. India does not need electric two-wheelers that are simply cheaper than petrol. It needs vehicles that people can trust enough to make the switch. That will come from better factories, stronger supply chains and practical engineering, not from adding more features to the brochure.
