1. At a Glance
Sandhar is that auto components player your mechanic doesn’t talk about — but your bike and construction equipment quietly depend on. From locking systems for scooters to cabins for JCBs, from aluminium die-casting to helmets, they’ve built an empire of 44 plants in India and 4 abroad without splashing into headlines. They’re also sneaking into the EV party with DC-DC converters, motor controllers, and chargers. Stock’s been helmet-strapped in the last year (-36%), but profit growth over 5 years is still a solid 20% CAGR.
2. Introduction
In the Indian auto components bazaar, Sandhar is the multi-product general store — except instead of selling Parle-G, they’re shipping high-margin locking systems, die-cast parts, and operator cabins to OEMs like Hero, TVS, Tata, Mahindra, JCB, and Caterpillar.
Their revenue mix screams 2W bias (58% from two-wheelers) but the client spread is decent — with TVS Motors giving them 30% of Q3 FY24 sales and Hero Motocorp 19%. The rest is a blend of PVs, OHVs, CVs, and an “Others” bucket that keeps accountants guessing.
EV components are the new shiny thing — ₹21 crore earmarked for a production line, launching FY25. Abroad, their plants in Spain, Mexico, Poland, and Romania keep them close to European OEMs (Romania’s aluminium die-casting plant is still at toddler utilisation levels of 10-20%).
Capex over FY22–FY24? ₹555 crore for eight new plants. Utilisation across old units? 80-90%. In short — this isn’t a company sitting on its hands.
3. Business Model (WTF Do They Even Do?)
Sandhar is essentially a
