India's Shakti Engine Poised to Achieve Full Indigenous Production with 100% ToT of Safran's Ardiden 1H1

In a significant move towards self-reliance in military technology, India is set to achieve complete domestic production of the Shakti turboshaft engine, which powers a large portion of its military helicopter fleet.

French engine manufacturer Safran has agreed to a complete 100% Transfer of Technology (ToT) for its Ardiden 1H1 engine, known in India as Shakti.

This development will elevate the engine's current indigenous content of over 70% to full local manufacturing within the next few years, reinforcing the 'Atmanirbhar Bharat' (Self-Reliant India) initiative.

The Shakti engine is the result of a long-standing collaboration between Safran Helicopter Engines and India's Hindustan Aeronautics Limited (HAL).

Co-developed to meet the specific operational needs of the Indian Armed Forces, the engine is engineered to perform reliably in extreme "hot and high" environments, such as the Himalayan mountain ranges.

With more than 500 units already produced and over 350 currently in service, the transition to full domestic production marks a pivotal step in reducing India's dependency on foreign supply chains for critical defence components.

This powerful engine is the heart of several key Indian military helicopters. It provides the necessary thrust for the Advanced Light Helicopter (ALH) Dhruv, its armed variant Rudra, the Light Combat Helicopter (LCH) Prachand, and the Light Utility Helicopter (LUH).

The Shakti engine's design, featuring a two-stage centrifugal compressor and advanced turbine modules, allows helicopters like the LCH Prachand to operate effectively at altitudes exceeding 20,000 feet—a capability crucial for surveillance and combat missions along India's northern borders.

The decision by Safran to provide a full technology transfer was strategically influenced by HAL's progress in developing its own engine, the High Temperature Shaft Engine (HTSE-1200).

Faced with potential competition from this new indigenous engine, Safran's agreement ensures its continued presence in the Indian market.

The new ToT deal, confirmed in 2024, includes proprietary technology for critical components previously manufactured under license, such as the advanced Full Authority Digital Engine Control (FADEC) system and core turbine modules.

HAL's facility in Bengaluru has been the primary manufacturing hub, already producing a significant portion of the engine's components, including casings, oil cooling systems, and electrical harnesses.

With the new agreement, a complete domestic ecosystem is expected to be established by 2027-2028. This will involve roping in private sector firms like Godrej Aerospace and Tata Advanced Systems to build a robust local supply chain for specialised parts, further strengthening India's industrial defence base.

Achieving 100% indigenous production of the Shakti engine will have far-reaching strategic and economic benefits.

For the Indian Army and Air Force, which operate over 300 helicopters powered by this engine, it guarantees faster maintenance, quicker turnaround times for repairs, and sustained operational readiness.

Furthermore, it is projected to reduce production and maintenance costs by up to 30%, insulate the supply chain from global disruptions, and enhance the export potential of Indian-made helicopters like the LCH Prachand.

 

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[sanket]

Wow, Safran has set a nice example of ToT, with almost two decades taken to 100% sharing it. The investment was done by HAL, while Safran enjoyed manufacturing critical components and then exporting them for two decades, with already 500 Shakti engines manufactured. This is how Safran milks the money—a very nice strategy. By the time the technology becomes outdated, it is transferring it, while for IMRH, a new JV for developing another engine is being created. So how has the Shakti engine joint development helped? We are still dependent on Safran, and also, the same thing will repeat with SAFHAL, which will manufacture some critical components of the engine, this time in the Safran unit in Hyderabad and not in France.

 

[Mc Addy]

We need this TOT to happen with engine as the foreign vendors have multiple orders and limited manpower so they can't know our urgency.

 

[Vivek Singh]

Wow, Safran has set a nice example of ToT, with almost two decades taken to 100% sharing it. The investment was done by HAL, while Safran enjoyed manufacturing critical components and then exporting them for two decades, with already 500 Shakti engines manufactured. This is how Safran milks the money—a very nice strategy. By the time the technology becomes outdated, it is transferring it, while for IMRH, a new JV for developing another engine is being created. So how has the Shakti engine joint development helped? We are still dependent on Safran, and also, the same thing will repeat with SAFHAL, which will manufacture some critical components of the engine, this time in the Safran unit in Hyderabad and not in France.

Obselete or not, Safran would not have agreed to transfer the technology unless HAL demonstrated that they can make a similar, even if less advanced Engine in HTSE - 1200.

Without an Indian program, they knew India had no options. With an Indian alternative, even if only 80% as good, they feared losing the market entirely and agreed to transfer the technology for a cost. That way, they don't lose all the market.

Similarly, Safran knows that India will be able to develop a domestic Engine for AMCA even without their help. Ofcourse, it will take more time and will not be as good but it will be something and Safran will lose the entire market. By helping India speed up the development and improve the final product, they make some money.

This is the way forward. Invetst in domestic R&D. Even if we are able to achieve only 80% quality, we will be in a better position to negotiate with global suppliers and governments.

 

[siva saba]

Good thing at last. Hope the Safran-GTRE TOT works out for fighter jet engines to develop at least nine prototypes within the stipulated 12-year schedule.

 

[siva saba]

Wow, Safran has set a nice example of ToT, with almost two decades taken to 100% sharing it. The investment was done by HAL, while Safran enjoyed manufacturing critical components and then exporting them for two decades, with already 500 Shakti engines manufactured. This is how Safran milks the money—a very nice strategy. By the time the technology becomes outdated, it is transferring it, while for IMRH, a new JV for developing another engine is being created. So how has the Shakti engine joint development helped? We are still dependent on Safran, and also, the same thing will repeat with SAFHAL, which will manufacture some critical components of the engine, this time in the Safran unit in Hyderabad and not in France.

This time period is acceptable, I think. The next deal, the Safran-GTRE deal, is expected to develop at least nine prototypes over a 12-year schedule, initially producing 120 KN engines and progressively upgrading capacity to 140 KN.

 

[Vipul Kumar]

Wow, Safran has set a nice example of ToT, with almost two decades taken to 100% sharing it. The investment was done by HAL, while Safran enjoyed manufacturing critical components and then exporting them for two decades, with already 500 Shakti engines manufactured. This is how Safran milks the money—a very nice strategy. By the time the technology becomes outdated, it is transferring it, while for IMRH, a new JV for developing another engine is being created. So how has the Shakti engine joint development helped? We are still dependent on Safran, and also, the same thing will repeat with SAFHAL, which will manufacture some critical components of the engine, this time in the Safran unit in Hyderabad and not in France.

Bro, France is only providing full TOT on the AMCA engine because they know that India will make it, although it will take time, and by helping India it will not only strengthen the relationship with India and France but they will also make some money on it. And your last point is wrong on the SAFRAN Aravalli deal; you can read on internet news and articles that HAL will hold entire design and manufacturing IP rights. HAL will procure entire components of the Aravalli engine from Indian-origin industries and assemble them in their facility.

 

[Vipul Kumar]

Obselete or not, Safran would not have agreed to transfer the technology unless HAL demonstrated that they can make a similar, even if less advanced Engine in HTSE - 1200.

Without an Indian program, they knew India had no options. With an Indian alternative, even if only 80% as good, they feared losing the market entirely and agreed to transfer the technology for a cost. That way, they don't lose all the market.

Similarly, Safran knows that India will be able to develop a domestic Engine for AMCA even without their help. Ofcourse, it will take more time and will not be as good but it will be something and Safran will lose the entire market. By helping India speed up the development and improve the final product, they make some money.

This is the way forward. Invetst in domestic R&D. Even if we are able to achieve only 80% quality, we will be in a better position to negotiate with global suppliers and governments.

I recently watched GTRE chief Shri Ramana Murthy, and he said that they have designed the engine but want to know the manufacturing process and want to set up an entire engine manufacturing ecosystem. Whatever you have written is right; even he also said we can make the engine ourselves, but the timeline will go beyond the AMCA timeline. Ramana Murthy sir told that DMRL has already developed the metallurgy and the design has been done by GTRE, and a foreign OEM will help in prototype development along with Indian industries.

 

[Mango_Indian]

The French have not only milked the cow, they have squeezed the udders dry now. For 20 years and 500 engines, they have charged $250k per engine as just local assembly charges in addition to the manufacturing cost of engines with very high imported content plus HAL mark-up. No wonder the Dhruv is as expensive as foreign helicopters of the same class. Do look up the purchase data.

Now that the engine is ~20 years old and next-gen engines are ready, they have agreed to do 100% TOT. HAL, please bring your HTSE 1200 to production. We can then stop the import of helicopter turbines in the future in 5-6 years. Amen.

 

[Snowstrike]

This time period is acceptable, I think. The next deal, the Safran-GTRE deal, is expected to develop at least nine prototypes over a 12-year schedule, initially producing 120 KN engines and progressively upgrading capacity to 140 KN.

Actually, the AMCA mk2 engine deal with Safran is expected to have a 10-year development timeline. The engine will not be scalable to 140kn, that was only offered by RR. What Safran is offering is a 4th-gen core (M88 from the 1980s) without VCE. The other major offer is RR, which is offering a clean-sheet 6th gen core with VCE, albeit with a 3 year longer development cycle. The argument for RR's offer is that a 3 year longer cycle now is worth being relevant 3 decades later, rather than having the engine 3 years earlier now, while being obsolete the moment the engine is rolled out.