Mahindra has finally unveiled its much-awaited pair of battery electric EVs based on the brand's in-house, born-electric INGLO platform. The two EVs in question – the BE.6e and the larger, more utilitarian XEV.9e – both are based on the same modular architecture which can accommodate SUVs of va Contact online >>
Mahindra has finally unveiled its much-awaited pair of battery electric EVs based on the brand''s in-house, born-electric INGLO platform. The two EVs in question – the BE.6e and the larger, more utilitarian XEV.9e – both are based on the same modular architecture which can accommodate SUVs of various sizes.
While Mahindra has sourced its battery cells from BYD, utilising the brand''s cutting-edge Blade battery technology (also found in the MG Windsor) the battery packs are developed and assembled under at the brand''s state-of-the-art facility for testing batteries at the Mahindra Research Valley in Chennai, under the watchful eye of the brand''s Chief of Global PRoduct Development, Auto Sector, R Velusamy.
Watch: Mahindra XEV 9e review: New benchmark for EVs in India? | Range and road test | First impressions
The battery packs, which feature LFP chemistry (Lithium iron phosphate) have the highest energy density (141.55 wh/kg) currently available in the market, for any LFP battery. LFP has proven to be far more resilient than NMC chemistry, with the latter being more prone to thermal runways. It is also preferable due to the advantages it offers in cell packaging – an advantage Mahindra appears to have maximised. Because even though cells continue to be imported, primarily from China (Until Mahindra''s agreement with VW to source ''unified'' cells comes into play in 2026), the packaging and more importantly the extensive testing procedures are what determine their efficacy in a climatically extreme environment like India.
The facility is Velusamy''s brainchild, with a lot of advanced equipment hand-picked by the man himself. This includes Field Emission Scanning Electron Microscopes designed to analyse microstructure and morphology of electrodes, an X-Ray Diffractometer, a CT scanner (for non-destructive analysis of cells) an accelerating rate calorimeter (for thermal safety and abuse tests) and much more. The battery packs are placed within lightweight aluminium brackets with extrusions that are compliant with a 200 kilo newton side pole crash test.
Watch: Mahindra BE 6e review: Fast & furious, is it India''s best EV yet? | Features, range, performance
These measures have undoubtedly been applied by many EV makers, but while several manufacturers have sought expertise and equipment based in foreign locations, Mahindra has over the years, developed a facility that does everything in-house. This includes a series of rapid discharge cycles under high temperatures. Each rapid discharge cycle takes up to 30 minutes. Mahindra subjects the battery to up to 686 such cycles. "It takes about 10 months of testing. We have tested two battery packs in Germany as we did not have the facility available here. Now we do" said the tech executive demonstrating the testing procedures."
Mahindra has also ensured that the battery packs are as fireproof as possible. A wiring harness runs through the entire battery pack, and in the event of a short circuit it immediately disconnects. Even if the battery detects conditions similar to a crash, it immediately disconnects from the entire system. Having attained kilowattage of 79 kWh from an LFP battery is an achievement unto itself, claims the brand. But ensuring that every possible stringent testing procedure is in place to offer consistent range and performance is key. It remains to be seen just how well Mahindra''s new battery packs fare in the real world, but given the extensive testing measures on display at the brand''s R&D facility, the Indian EV ecosystem just got a big boost.
Get insights into Upcoming Cars In India, Electric Vehicles, Upcoming Bikes in India and cutting-edge technology transforming the automotive landscape.
A new Nissan Leaf already?
Is Nissan playing electric-car catch-up here?
The performance is lively, though you''ve got to push through a detent in the accelerator travel to get the full beans. Overall the urban and B-road poke is satisfying and progressive and sharp-witted. The stiffer springs do make for a fair bit of jiggle in the ride though.
Steering is precise and roll well-contained, but the energy-saving tyres mean solid understeer if you overdo it in a corner. But because you sit lower down in the Leaf than in the BMW i3 or rival electric crossovers, it doesn''t pitch and toss like they do.
The rest of the experience?
Just like the rest of the Leaf range, so our review still applies. The e+ gets all the top-end kit: connected navigation, LED headlamps, advanced motorway driver assist (they call it ProPilot) and rather nice suede-y seat trim.
Nope, it''s more or less the same size as the standard one, but the cells are more energy-dense and physically packed in more tightly, thanks to a new laser-welding of their case.
Er, yes. Two things limit rapid DC charging times: the power of the charge post, and ability of the car to accept that power without overheating.
Now, there are a few 100kW Chademo charge posts, and in theory the Leaf can draw that power. But because the battery is air-cooled and not liquid-cooled, it would overheat if it drew that power for long. So the car''s protection system throttles back the power. Result – this Leaf will never charge more quickly than 20-80 per cent in about an hour and a quarter. So it''s a car for occasional long journeys but not routine ones.
Driving gently, on a route of urban and suburban roads and some 40mph speed-limited rural stuff in the New Forest, I was well on target. The trouble with the WLTP test is it includes little motorway driving, and if you cruise fast no EV will hit the quoted range.
Anyway, the actual price is £35,895 after the grant. Which is a problem as the base 2WD Model 3 is not vastly more at £38,900, and does 0-62mph in under six seconds, can charge faster, and has similar range. But of course the Tesla isn''t a hatchback, and more seriously it''s on a long wait list. And Tesla''s headline features – big performance, self-driving, AWD, long range – are all expensive extras.
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