Aumovio has separated from Continental at a time when automotive technology is changing rapidly. What does that mean for India?

The spin-off creates a focused company for software-defined vehicles, sensors, safety, connectivity and autonomous mobility. India has two roles in that strategy: supporting the global organisation with technology development and cost-efficient engineering, while becoming a larger contributor to global revenue. India is one of the most dynamic automotive markets. We want to make advanced safety and software technology more accessible across segments, rather than confine it to high-end vehicles.

You expect India revenue to rise about 45 per cent in FY27, after 29.5 per cent growth in FY26. What will drive that outperformance?

The opportunity is across safety, connected systems, vehicle architecture, user experience and assisted mobility. The market may be growing at around 8 per cent, but electronics content per vehicle is rising faster as OEMs add safety systems, connected features and digital experiences.

We see India contributing upwards of 5 per cent of Aumovio’s global revenue over the next couple of years. Local engineering and manufacturing will be essential to achieving that.

How do tightening safety norms and electrification lift Aumovio’s content per vehicle?

Powertrain is no longer part of Aumovio’s portfolio. Our opportunity is the higher safety, electronics and software content required in vehicles.

Tyre-pressure monitoring is one example. We have capacity to produce about 11 million TPMS units. Our newer system does away with a separate ECU: the sensors communicate through software that can be hosted on another ECU, reducing cost, weight and wiring-harness complexity.

For EVs, battery-management algorithms and current-sensing systems are becoming increasingly important. A current sensor can identify abnormal current in an accident or fire situation and trigger an immediate power cut, helping manage thermal-runaway risk.

Where do you see the next big safety opportunity—especially in two-wheelers?

Assistance systems are moving beyond premium passenger vehicles. We are already supplying ERAS, or rider-assistance technology, to Ultraviolette. Another OEM using our system will come to market shortly, and we are discussing the technology with two other large-volume two-wheeler makers.

In passenger vehicles and commercial vehicles, opportunities include blind-spot detection, emergency-braking assistance and driver-drowsiness alerts. The challenge is to democratise these features through lower-cost software and hardware architectures.

How will software-defined vehicles change the relationship between OEMs and suppliers?

The biggest change is separating software from hardware. OEMs today often have to redevelop systems for each new vehicle platform. A software-defined architecture allows software to be reused across several models while the hardware changes underneath it.

High-performance computers become the central brain of that architecture. They allow features, displays and functions to be updated without changing physical components. This reduces duplicated R&D, speeds up product development and gives OEMs more flexibility over a vehicle’s life.

India remains extremely price-sensitive. How do you bring premium technology into this market?

That is where right-sizing matters. We cannot simply import a technology designed for a European luxury vehicle and expect it to work commercially in India. We need to localise R&D and manufacturing, standardise architectures and reduce import dependence.

We are not only selling components. We are helping OEMs build the localised intelligence they need to remain globally competitive without compromising safety or quality.