Ford in India

When you think of Ford in India, the American carmaker that tried to build a major presence in India’s growing auto market. Also known as Ford India Private Limited, it once operated two large plants and sold over 100,000 vehicles a year before stepping away in 2021. Ford didn’t just sell cars here — it tried to make them, train workers, and build a supply chain from scratch. But despite decades of effort, it couldn’t turn a profit. What went wrong? And what’s still here after the doors closed?

Ford’s journey in India was tied to automotive manufacturing, the process of building vehicles at scale using local labor, parts, and policies. The company opened its first plant in Sanand, Gujarat, in 2012 — a $1.5 billion bet on India’s middle class. It also ran a smaller plant in Chennai, which made engines and transmissions for both local sales and exports. At its peak, Ford employed over 10,000 people directly and worked with hundreds of local suppliers. But India’s car market didn’t grow the way Ford expected. Buyers wanted cheaper, smaller cars — mostly from Maruti Suzuki and Hyundai — while Ford kept pushing larger models that didn’t fit the price range.

Another key player in this story is Ford India closure, the decision in 2021 to shut down all local manufacturing and shift to importing only. It wasn’t just a business move — it was a signal to the whole industry. Ford’s exit showed that even big global brands can struggle in India if they don’t adapt fast enough. The Sanand plant sat empty for months. Parts suppliers scrambled to find new customers. Workers had to retrain. Some of Ford’s engineering teams stayed on, now working for other automakers or startups. The land and equipment? Sold off. But the impact? Still felt.

Ford’s story isn’t just about a company failing. It’s about how manufacturing in India, the ability to produce goods locally with competitive costs and quality is changing. Today, the focus isn’t on big foreign brands building massive plants. It’s on nimble Indian suppliers, EV startups, and companies that make parts — not whole cars. Ford’s old suppliers now work with Tata, Mahindra, and even global EV players. The tools, the training, the infrastructure — much of it is still here, just repurposed.

What you’ll find in the posts below are real stories tied to Ford’s time in India — from how car parts were made in Gujarat, to why electric vehicles changed the game, to what happens when a global brand leaves behind a factory but not its footprint. These aren’t just news clips. They’re lessons in manufacturing, adaptation, and what it really takes to win in India’s tough auto market.