Interview: Sachin Kondejkar, Head, Cummins Emission Solutions (CES) India

Could you tell us about the emission solutions and new technologies you are showcasing here? How do these offerings enhance engine performance and help meet global emission standards across different applications?
I represent the emission solutions business, and today no engine anywhere in the world can be sold without an effective emission treatment system. Our products ensure that every pollutant released from an engine is processed and neutralised to meet global emission standards. Earlier, engines only required a basic silencer, but today emission control systems are highly sophisticated. They incorporate precious metals, advanced filtration units, diesel oxidation catalysts and urea-based Selective Catalytic Reduction (SCR) systems. These technologies are essential not only for construction equipment but also for on-highway truck engines. At this exhibition, we are showcasing our 4.5-litre engine platform integrated with a complete after-treatment solution. Every engine displayed here, including the genset, is equipped with our emission treatment package. Simply put, whenever an engine is supplied into a regulated, emission-controlled market, our solutions go with it – strengthening our leadership position in the engine and equipment ecosystem.

What key innovations will define the next generation of engines, especially with evolving emission norms?
When we talk about next-generation engines, the biggest focus is on innovation that reduces the total cost of ownership for the customer. Every new emission norm comes with added cost, so our work is to optimise emission technologies in a way that keeps this cost impact as low as possible. On the after-treatment side, we are strengthening our technologies to treat emissions more efficiently, especially since precious metals are involved in the process. On the engine side, we are looking at multiple architectural improvements -such as advanced camshaft configurations – to deliver better fuel economy. Ultimately, our innovation goal is to ensure that every new emission norm still results in improved fuel efficiency, helping customers offset the cost of compliance and operate more economically.

What core engineering strengths enable Cummins to improve fuel efficiency, durability, and overall total cost of ownership for customers?
Our engineering strength comes from an integrated ecosystem. Our Cummins Technical Center India (CTCI) is a global innovation and R&D hub that supports emission technology development for markets worldwide – both on engine systems and after-treatment. Cummins today not only manufactures engines, but also key components such as turbochargers and variable valve train systems. This gives us complete control over core technologies, from components to after-treatment and electronics, which is a major differentiator. For example, our turbocharger portfolio ranges from waste-gate to VGT systems, and we continuously fine-tune these technologies to deliver the best fuel economy for every engine application. On the electronics side, multiple intelligent control features help us optimise duty cycles, giving measurable fuel-efficiency improvements.  On the on-highway side as well, our collaboration with OEMs -such as Tata Motors using Cummins engines and components in heavy commercial vehicles has already proven our ability to reduce total cost of ownership for customers. So, it’s this combination of component-level innovation, electronic integration, and in-house after-treatment capability that enables us to continually improve fuel efficiency, engine performance, and, ultimately, the customer’s total cost of ownership.

With every new emission norm improving fuel efficiency, do you still believe diesel engines are essential for construction sites?
Yes, diesel engines remain essential for the construction equipment segment at this point. They continue to provide the power, reliability, and fuel efficiency that the industry needs today. Alternative solutions such as hydrogen are still at the experimental and early development stage. In fact, we already have a hydrogen engine on display, and once the market is ready to adopt such technologies at scale, we are fully prepared to offer them. But for now, diesel continues to play a critical role in construction applications.

Could you elaborate on what you mean by “plug-and-play flexibility”?
When we talk about plug-and-play flexibility, we are referring specifically to our after-treatment systems. We have modularised the design so that the same after-treatment architecture can be adapted to different applications with only minor interfacing changes. The same applies when you combine the engine and after-treatment together – once the core architecture is finalised, only the application-specific interfaces need modification. This allows us to quickly integrate the solution across a wide range of engines and equipment platforms.

What percentage of your production is currently exported, and which markets are you targeting for growth in the coming years?
On the export front, around 10% of our production today is allocated to Europe. Over the next three years, we expect that share to grow to about 20%, as more products currently under development move into execution. Our export growth will primarily be towards Europe and the United States.
Can you elaborate on the customer-centric innovation and how it benefits total cost of ownership?
The customer-centric innovation I was referring to revolves around optimising total cost of ownership (TCO). With every new emission norm, there is a cost impact, and our goal is to ensure that customers see a payback within a year – through fuel economy improvements or optimised consumable usage. For diesel engines using Selective Catalytic Reduction (SCR) technology to meet NOx emission norms, we have worked on advanced mixing technologies that reduce DEF (diesel exhaust fluid) consumption. We now consider “fluid economy,” which combines fuel and DEF consumption, to assess the overall impact of emission compliance. Even year-on-year, we continue to optimise this. Traditionally, after-treatment systems were not seen as contributors to fuel efficiency. But in the past year, innovations in our mixing technology and catalyst design have significantly improved fuel economy by minimising energy required to maintain after-treatment temperatures. This is why we are positioning our after-treatment as the most fuel-efficient solution in the industry.

How does Cummins collaborate with OEMs on engines and after-treatment solutions?
|Cummins works closely with OEMs, offering complete engines or individual components like turbochargers and after-treatment systems. Since 2020, we’ve supplied after-treatment solutions for non-Cummins engines, ensuring emission compliance and performance. This flexible approach supports OEM strategies while maintaining reliability, performance, and value.

Where do you envision Cummins in the next three to five years in terms of growth, technology focus, and market expansion?
Cummins has experienced steady growth over the years, and we expect this momentum to continue over the next 3–5 years. Our focus is on expanding the customer base through a flexible, modular approach, supplying both complete systems and individual components as needed. Combined with our fuel-efficiency advantages and strong TCO, this strategy strengthens our presence across segments and drives long-term growth.

What are your expectations from policymakers on ESG standards and emission regulations?
Cummins complies with global emission standards and has the technology to meet stringent requirements. When new regulations are proposed, we collaborate with policymakers, sharing technical insights and guiding smooth industry transitions. Our focus is on practical, implementable policies aligned with global best practices, rather than major regulatory changes.