INVESTMENT PROPOSAL
Multi-purpose Transporter
RammPal Engineering Sdn Bhd (1100375-U)
1-3, Jalan Solaris 2, Solaris Mon’t Kiara, 50480 Kuala Lumpur
Tel : 03-6209 5899 Fax : 03-6208 5898
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http://www.rammpal.com
Confidentiality Notice
THIS DOCUMENT AND INFORMATION IN IT ARE PROVIDED IN CONFIDENCE ,
FOR THE SOLE PURPOSE OF MR REUBAN AND MAY NOT BE DISCLOSED TO
ANY THIRD PARTY OR USED FOR ANY OTHER PURPOSES WITHOUT THE
EXPRESS WRITTEN PERMISSION OF RAMMPAL ENGINEERING SDN BHD
(1100375-U).
THIS DOCUMENT IS SOLELY COVERING THE BUSINESS PLAN OF RAMMPAL
ENGINEERING SDN BHD. THIS BUSINESS PLAN IS NOT TO BE CONSTRUED
AS AN OFFERING FOR SECURITIES.
RammPal Engineering Sdn Bhd (1100375-U)
1-3, Jalan Solaris 2, Solaris Mon’t Kiara, 50480 Kuala Lumpur
Tel : 03-6209 5899 Fax : 03-6208 5898
http://www.rammpal.com
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Table of content
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Confidentiality Notice
Table Of Contents
Executive Summary
Project Brief
The existing market
- Expected Accomplishments and Indicators of
Achievement
- The Investment Return
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Executive Summary
Overview of company and directors
Rammpal Engineering Sdn Bhd was established in 2014 by Mr. Rama Murthi
(Rama) and Mr. T Gopal (Gopal). The office is located at Mont Kiara, Kuala Lumpur
and the workshop/yard is located at Sg Gadut, Negeri Sembilan.
Mr. Rama is a marine engineer by profession and has over 20 years of experience in
the Oil & Gas Industry. He recently quit his job to venture into this project, which he
has been developing in his mind for more than a decade. He has spent thousands of
hours in designing and redesigning his version of transporter before finally decided
to build the actual unit for commercial purposes.
Mr Gopal is a degree holder in the field of Agribusiness, majoring in Financial
Management and has worked with local banks and finance companies before.
Currently, he is teaching Physics and Additional Mathematics at an international
school.
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Project Brief
Project Title:
Company:
Primary Objective:
Beneficiaries:
The Transporter
Rammpal Engineering Sdn Bhd
To introduce a 10-tonne load carrying transporter which is 50% lighter,
using green technology and therefore reducing the operating cost by 50%
but costing only 70% of the similar transporters in the market.
Construction companies, logging operators, mining operators
Budget:
Proposed Source of
Funding (breakdown)
Starting Date:
RM5,000,000
RM200,000 – own capital
RM4,800,000 - Investor
1st July 2014
Completion Date:
9th November 2015
Our transporter, is going to revolutionise the entire load-carrying truck designs in future. We have
included major changes in the Design Methodology, Assembly Approach, Payload to Gross Vehicle
Weight Ratio(GVWR) Ratio, Suspension System and introducing Eco-Friendly Propulsion Philosophy
and the Drive by Wire system.
1. Objectives
To introduce a 10-tonne load carrying transporter which is:1. At least 50% lighter in term of gross weight.
2. Easy to assemble
3. Uses green technology to reduce environment pollution
4. Easy to be navigated/driven in harsh conditions
5. Able to reduce the maintenance cost by almost 50% compared to similar types in market
6. Going to be priced at only 70% of the market price for similar vehicles in the market
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2. Background and Justification
AA Basic Approach To Design Methodology
Existing problems and our solutions
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Current design optimised from production economics, rather than pure engineering
excellence.
Our design is completely optimised to exploit weight saving advantage offered by various
engineering material, e.g: Carbon Fiber, Aluminium, Titanium and a few others.
Custom made components made from above list of material is expensive, by current
standards.
We have used clever engineering to do the same with Off The Shelf material supplies.
This then allows us to achieve our objectives, by staying within competitive cost limits.
BB Highly Modular and Kit Assembly Approach
Existing problems and our solutions
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Currently manufacturing requires expensive and very sophisticated assembly plants, i.e.:
expensive setup.
Our Transporter is completely modular in design, whereby the individual module can be
fabricated with simple tools and lightly trained workers.
Such modules can then be shipped to any global location, to be assembled with very basic
tools.
This is also where use of lightweight material saves overall shipping costs.
This is critical for use where logistics is a mission-critical requirement, i.e.: Disaster Relief
and Expeditions of all kinds.
CC Payload to Gross Vehicle Weight Ratio(GVWR) Ratio
Existing problems and our solutions
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Due to material used in vehicle manufacture, this ratio is not optimised, with respect to,
current and commonly available light weight material.
Our design can simply better the existing ratio, by virtue of material-engineering combination
alone.
Except for space mission vehicles, such products are currently unavailable for general
commercial use.
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DD Eco-Friendly Propulsion Philosophy
Existing problems and our solutions
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There are zero or highly limited options available, for hybrid or multi-fuel vehicles.
Our Transporter is designed ground-up based on multi-fuel, multi-mode, hybrid design.
With this design approach, we make use of every available Energy Storage system, simply
to exploit each of this system’s benefits.
Multi-fuel capability is a function of prime mover used to power, charging systems.
i.e.: we have a number of design variations (which are independent patents in their own
right), and some of this uses Palm Oil Mill Empty Fruit Bunch/EFB and various other
Biomass, as fuel.
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EE Suspension System
Existing problems and our solutions
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Currently available systems are either rudimentary units or minor improvements of such
systems.
And better systems are complex and far too expensive to be adopted by fleet users.
Vehicle structures are also made as a single highly rigid unit.
Our Transporter is designed with built in mechanical flexibility/free movement, at all parts of
the vehicle.
This allows Transporter to flex freely under extreme operating conditions.
Thus, this greatly reduces stress concentration at any point within vehicle structure,
especially those highly stressed zones.
Driver/Co-driver cab is independently supported with its own dedicated suspension system.
Since this is done to a small and isolated part of Transporter, very high quality suspension
comfort, comparable to luxury vehicles can be achieved, cost effectively.
Transporter has an active suspension all round, completely controlled by onboard control
system.
It is also fitted with self-leveling and on-the-go ride height adjustment feature.
FF Drive by Wire
Existing problems and our solutions
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Current steering methods, make use of elaborate mechanical linkages, which have its own
limitations, vis-a-vis, steering accuracy and mechanical complexity, and by extension, cost.
Transporter uses a Drive-by-Wire system, whereby zero linkage exists between steering and
road wheels.
As a safety measure, this system shall have at least 2 layers of redundancy in case of
primary system failure or malfunction
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3. The existing market
Statistics from Road Transport Department shows that a total of 36,820 goods vehicles were sold in
2012 and tipper/dumper accounts for 6,261 units. One if the key player in the market is Sinotruk Sdn
Bhd, who have their own assembling plant and selling about 400 units per year (Based on their
annual return and price per unit of RM218,796.10 (without cargo bay) and turnover of around RM
103 millions.
Another competitor, Automotive Corporation (M) Sdn Bhd, is selling the truck for RM253,000. (
http://acm.com.my/products_model_fseries_fvz.php_)
We plan to price our Transporter between at RM180,000 (before tax) and may cost the customers
around RM210,000 and RM240,000 after the taxes. Our price is competitive as our product offers
many features which are not offered by the current players.
We are planning to sell 8 units on the first year, 48 units on the second year, and 96 units from the
third year onwards, which represent about 1.5% of the total market demand only.
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4. Expected Accomplishments and Indicators of Achievement
Expected Accomplishments
Research works:1. Demand and needs
2. Cost of materials
3. Pricing in the market
Brainstorming on design:1. Main Truss
2. Wheel-suspension arm
3. Power Unit
4. Cabin
5. Cargo Bay
FEA study:1. Main Truss
2. Wheel-suspension arm
3. Power Unit
4. Cabin
5. Cargo Bay
Funding:1. Approaching potential investors
Setting Up facility:1. Corporate office
2. Fabyard
3. Hiring of staffs
4. Purchase of equipment
Fabrication/Assembling and Testing:1. Fabrication of Main Truss
2. Fabrication of Wheel-suspension arm
3. Fixing of Power Unit
4. Fabrication of Cabin
5. Fabrication Cargo Bay
6. Testing of the prototype
Product Demonstration:1. Demonstration for investor
Indicators of Achievement
The complete market research done on all the three
components by the stakeholders and will be provided upon
request.
Most of them were done on paper and available upon request.
Done by experienced people and the reports can be made
available upon request
Getting approval from investors
We have photo/document evidence that we have already set
up items (1) and (2).
As for items (3) and (4), funding from investors required
All fabrication works and testing will be done after receiving
funding from investors. Once work starts, constant update will
be provided on each stage.
Once our Transporter able to carry a minimum of 10 tonne
weight using all our innovative ideas/designs
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5. The Investment Return
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Initial investment – RM4,800,000
Profit sharing (60:40, Investor : RSSB)
First share of profit expected – Q4 2016 (RM974,352)
In Q4 2017 – RM 3,033,552
In Q4 2018 – RM 3,033,552
In Q4 2019 – RM 3,033,552
Total investment return – RM10,075,008 by December 2019
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