Hyderabad (India) (AFP) – A machine every 90 seconds. Amid the deafening din of tools and robots, the Mahindra factory in Hyderabad, in northern India, spits out its electric tricycles - the famous "rickshaws" - at a breakneck pace, which flood the country's roads.

Published on: 08/11/2026 - 05:10

Unique in its ability to slip through the Dantean traffic jams that paralyze the cities of the most populous country on the planet, the one also called the "tuk-tuk" has remained essential, even at a time of the "green" energy revolution. He even became its spearhead.

In September, one in two vehicles sold on Indian soil was powered by an electric motor, compared to 8.5% of cars and 11.6% of two-wheelers.

As confirmed by statistics from the International Energy Agency (IEA), India remains more than ever, by far, the world's leading market for this type of small vehicle.

“Our company has increased its share in this market sixfold over the last five years,” enthuses Mahindra Mobility boss Suman Mishra.

She specifies that the rush for electric tuk-tuks has accelerated over the past two years thanks to financial incentives from the government, which have improved the quality of the machines and the profitability of their operation.

The first "E-rickshaws" appeared on the polluted streets of New Delhi more than ten years ago.

Most were then the fruit of the ingenious DIY of street mechanics, who endeavored to adapt a motor and a battery made in China to a pedal machine structure.

But with strong demand, the sector quickly industrialized, falling into the hands of large manufacturers.

“Bill falling”

The arrival of electric tuk-tuks has changed the image and especially the noise level of Indian megacities.

More than an act of ecological faith, the conversion of many of their drivers responds to very sound and stumbling considerations. The machine is much cheaper for daily use than its gasoline equivalent.

“The difference goes straight into my pocket,” says Afroz Alam, 31, who bought one earlier this year to roam the streets of Hyderabad.

The hundreds of rupees he saves every day by recharging batteries rather than filling a tank more than offset the additional cost of the machine when purchasing it: "The price seems high, but we gain on what we paid before in fuel."

The Indian think tank CEEW estimated last year that the motor tricycle was twice as expensive per kilometer as the electric one.

“These machines, which run all day, allow you to quickly save on fuel bills,” confirms Bidisha Bhattacharya, of the Chintan Foundation for Research based in New Delhi.

At a time of the global rise in oil prices caused by the war in the Middle East, the electrification of the rickshaw fleet was welcomed with satisfaction by the Indian authorities, ready to do anything to reduce their import bills.

Think tank Ember reported that India now consumes less fuel per capita for transportation than China did in 2012 at the same income level, thanks to falling prices for solar and batteries.

“In this race to reduce oil imports, India is in the lead,” he summarized.

“Try a day”

The tremendous growth of the electric tuk-tuk, however, remains very uneven geographically.

Brilliant in Lucknow (north), it is modest in the megacity of Bombay (west). “There is no parking,” explains the Mahindra boss: “The gasoline-powered tuk-tuks park along the road, but what can we do for those that need to be recharged?”

Battery supply is another challenge. Last year, China's restrictions on its exports of rare earth magnets, essential for electric motors, forced Indian manufacturers to halt production.

To break this dependence, the Indian government has widely opened its wallet.

“Two local players are very close to marketing their cells (for batteries) in India”, rejoices Suman Mishra, “we have to be patient”.

It now remains to be seen whether the successful electrification of rickshaws can be transposed to private cars and, beyond that, to heavy goods vehicles, the country's main consumers of oil and polluters.

For Bidisha Bhattacharya, the answer may lie in commercial fleets.

If the infrastructure required to recharge taxis or commercial vehicles is put in place, she notes, it could convince owners of private vehicles to go electric in turn.

For the first converts to the E-rickshaw, the benefit is beyond doubt.

"They (the drivers of gasoline vehicles) continue to say that the batteries are not reliable. I tell them 'try one for a day'," pleads Mohammad Ali, 26, on the handlebars of his "green" tricycle. “They have no idea how much they are going to save…”

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© 2026 AFP

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