Скачать или смотреть Godrej Advocates Spiral Development for Indigenous 90 kN Engine to Power Tejas Mk 2

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Godrej Aerospace, a division of Godrej Enterprises
Group, has emerged as a linchpin in India's aero-
engine ecosystem. By April 2025, the company
delivered two complete Kaveri derivative engines
and six additional modules to GTRE, with a contract
for eight modules in total. Its ?500 crore facility in
Khalapur, Maharashtra, specializes in high-
temperature alloys, single-crystal turbine blades,
and thermal barrier coatings--critical for modern jet
engines. Godrej's expertise in high-temperature
brazing and complex machining, honed through
partnerships with ISRO, BrahMos, and global OEMs,
positions it to lead the development of a 90 kN
engine's hot-section components


The push for a 90 kN engine is driven by both
strategic and economic factors. India's reliance on
GE's F404 (84 kN) and F414 (98 kN) engines for the
Tejas Mk1A and Mk2, respectively, poses risks due
to supply chain vulnerabilities and geopolitical
tensions. Recent remarks by Trump adviser Peter
Navarro, warning against transferring sensitive US
technology to India over its ties with Russia,
underscore the fragility of foreign dependence,
especially with US tariffs on Indian goods escalating
to 50% in July 2025. Developing an indigenous 90
kN engine would reduce this risk, ensuring
uninterrupted production for the IAF's 220 Tejas
Mk1A and 180-200 Mk2 jets, which collectivelyIndia's quest for self-reliance in aero-engine
technology has reached a critical juncture, with the
Defence Research and Development Organisation
(DRDO) and private industry intensifying efforts to
develop engines capable of powering next-
generation fighter jets. In a recent statement,
Maneck Behramkamdin, Business Head of
Aerospace at Godrej Enterprises Group, emphasized
a pragmatic, phased approach to achieving this
goal.


Speaking about the ambitious Advanced Medium
Combat Aircraft (AMCA) program, which requires an
engine delivering 110-120 kN of thrust,


Behramkamdin cautioned against attempting a
direct leap from the current Kaveri Derivative Engine
(KDE) with 50 kN dry thrust to the AMCA's
requirements. Instead, he advocated for a "spiral
development" model, prioritizing a 90 kN engine to
power the Tejas Mk2 while building critical expertise
for the AMCA. This strategy, rooted in the proven
methodologies of global aerospace powers like the
United States and France, could ensure India's
success in mastering indigenous propulsion
technology


The Kaveri engine, developed by DRDO's Gas
Turbine Research Establishment (GTRE), has made
significant strides, with the non-afterburning Dry
Kaveri achieving 49-51 kN for the Ghatak stealth
UCAV. Recent collaborations with BrahMos
Aerospace for an afterburner have pushed the KDE'swet thrust to 78.4 kN, comparable to the French
M88-2. However, this falls short of the 90 kN needed
for the Tejas Mk2 and is far from the AMCA's 110-
120 kN requirement.


Maneck Behramkamdin's call for a 90 kN engine as
an intermediate step reflects a strategic vision to
bridge the technological gap. "Jumping straight
from 50 kN to 120 kN is like trying to leap from 2G
to 5G in one step. Possible, but far riskier," he noted.
Instead, he proposes leveraging the Kaveri
program's foundation-bolstered by Godrej's delivery
of two complete KDEs and eight major modules-to
develop a 90 kN engine with a new afterburner and
uprated core. This engine would power the Tejas
Mk2, ensuring reliability and performance while
providing critical data and experience for scaling to
the AMCA's requirements.


This "spiral development" approach mirrors the
strategies of aerospace leaders like the US and
France. For instance, the US Air Force evolved its
engine technology incrementally, from the Pratt &
Whitney F100 (105 kN) for the F-15 to the F119 (116
kN) for the F-22, refining materials, aerodynamics
and afterburner designs over decades. Similarly
France's Snecma (now Safran) progressed from the
M53 (95 kN) to the M88-2 (75 kN, optimized for
lower weight), building expertise that informs its
next-generation engines. Behramkamdin's proposal
aligns with this model, advocating for staged
advancements to mitigate risks and optimizerequire over 1,200 engines at $8-10 million each,.
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