Mahindra BE 6 and XEV 9e Pack Two deliveries commenced. Check details
The prices of the Mahindra BE 6 Pack Two begin from ₹22.65 lakh for the 59 kWh variant and ₹24.25 lakh for the 79 kWh model. The Mahindra XEV 9e Pack Two has the 59 kWh variant priced at ₹25.65 lakh and the 79kWh variant priced at ₹27.25 lakh. All prices are ex-showroom.
(Also read: Mahindra records 26% growth in July 2025 sales, SUVs take the charge)
Mahindra BE 6 and XEV 9e Pack Two: Specs
As per MIDC (Part 1 + Part 2) range estimates, the 79 kWh battery offers a range of 656 km for the XEV 9e and 682 km for the BE 6. For comparison, the 59 kWh battery offers a range of 542 km for the XEV 9e and 535 km for the BE 6. Both battery options have a single electric motor configuration. The more powerful battery model develops 282 bhp of power, while the lesser variant develops 228 bhp. Torque production is the same at 380 Nm for both models. Drive to the rear wheels occurs since both variants have a rear-wheel-drive (RWD) drivetrain.
Mahindra BE 6 and XEV 9e Pack Two: Design and features
Mahindra's Pack Two trims of the XEV 9e and BE 6 both feature a quite packed list of exterior and interior amenities. Exteriors feature full LED lighting — headlamps, fog lamps with cornering capability, DRLs, and rear lamps. It further gets 19-inch alloy wheels with aero inserts and lighted logos.
(Also read: Mahindra Vision.SXT new teaser reveals pick-up truck design ahead of August 15 debut)
Step inside, and the cabin tilts toward a technology-focused and cozy design. Both vehicles employ leatherette trim, with the display configuration varying slightly: the BE 6 boasts a couple of 12.3-inch displays, while the XEV 9e takes it up a notch with a three-screen configuration. Dual-zone auto climate control with rear AC vents, a wireless charging phone pad, a fixed panoramic roof, and ventilated front seats with power are added to make everyday use more convenient. Convenience items include an auto-dimming in-glass rearview mirror, rain-sensing wipers, and push-button start/stop.
On the safety front, both EVs come equipped with six airbags, front and rear parking sensors, disc brakes all around, a rear-view camera, and an electronic park brake with auto hold. There's also high-end safety tech in the form of Level-2 ADAS features that offer features such as lane keep assist and driver fatigue warning — a reflection of how far driver-assist systems are making their way into even non-premium models.
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Time of India
7 hours ago
- Time of India
Ather Energy narrows Q1 loss on higher demand
E-scooter maker Ather Energy reported a narrower first-quarter loss on Monday on higher demand, and said it expects a week of "potential business impact" only in the second quarter due to China's rare-earth magnet export ban . Ather expects around a week's worth of a supply gap to dealers due to China's ban but aims to manage the impact with existing inventory, CEO Tarun Mehta said in post-earnings call. The company is also exploring alternatives, including a shift to more widely available light rare earth magnets, which remain unrestricted, he added. China, which supplies around 90 per cent of the world's rare earth magnets, imposed the export ban in April. Last week major Indian carmakers Mahindra, Hyundai India shrugged off medium-term issues from the export ban, with Mahindra saying it was using alternatives such as light rare-earths and ferrites. Ather Energy, which makes the popular "Rizta" e-scooter, said its losses narrowed to ₹178 crore ($20.3 million) in the quarter ended June 30 from ₹183 crore a year ago, helped by sales that grew nearly two-fold to 46,078 units. Backed by Hero MotoCorp, Ather entered India's EV market in 2018 as an early mover, but has since lost ground to rivals such as Ola Electric and legacy players with stronger finances and a broader reach. Its revenue surged 78.8 per cent on-year to ₹645 crore, but rising material costs pushed overall expenses 54.4 per cent higher. Its adjusted gross margin rose to 23 per cent from 19 per cent a year ago, driven by non-vehicle revenue such as warranty programs, software and accessories such as its "Halo" helmets. Ather's shares rose as much as 19.4 per cent to a record high of ₹414.65 rupees on Monday after its quarterly results and closed 14 per cent higher. reuters
Mint
8 hours ago
- Mint
Out of rare earths, India's automakers turn to old tricks and new tech
New Delhi: On Monday, VinFast, a subsidiary of Vingroup JSC, a large Vietnamese conglomerate, opened its electric vehicle (EV) plant in Thoothukudi, Tamil Nadu. The pure-play EV maker will use the plant to assemble its vehicles, and is expected to invest ₹16,000 crore on the facility in phases. VinFast makes everything from e-scooters to e-buses, and will initially use the facility for the Indian market. The company has opened bookings for two of its premium electric SUV models: VF 6 and VF 7. The Thoothukudi plant will also serve as an export hub for the company. Unlike its Indian rivals, VinFast, presumably, will not face any issues on the rare earth magnet front as it will only assemble EVs at the Thoothukudi plant. The company sources its rare earth magnets from South Korea's Star Group Industrial (SGI), according to Reuters. The news agency had reported earlier that SGI is investing in a factory in Vietnam to produce these magnets, specifically for VinFast and Hyundai. Vietnam has the world's second largest reserves of rare earths. While news of its India debut has been in the ether for a while now, Vinfast's entry is unlikely to see executives at Tata Motors, Mahindra and Mahindra, and other Indian EV makers break out the bubbly. India's EV makers have been on the backfoot because of the rare earth magnet crisis triggered by China, which has put a giant question mark over the future of their assembly lines. The entry of a rival that does not face a rare earth problem is not the sort of news that will set their pulses racing. Putting on a brave face, seasoned leaders across two and four-wheeler companies had a stock response ready when they were asked about the rare earths crisis during their post results call at the end of July: 'The situation is manageable as of now." TVS' director and chief executive officer (CEO) K.N. Radhakrishnan told investors that the company is 'managing day-to-day operations". Maruti Suzuki's Rahul Bharti, senior executive officer of corporate affairs, acknowledged it is a challenge engineers are working to address. The leadership of Mahindra and Hyundai, meanwhile, stressed that the situation had no bearing on the coming months. Thrust into the limelight Although they have been used widely since the 1990s, few people outside the automotive engineering field knew about the critical role rare earths play in propelling automobiles. It was Japanese giant Toyota that first put rare earth magnet motors on the radar when it introduced its famous Prius model during the 1990s. In an instant, this turned out to be a game-changing technology. Rare earth magnets are critical components in electric vehicles due to their energy efficiency, and compact size, which enable motors to deliver a peak performance. An EV's motor drives it forward by converting electrical energy received from the battery into mechanical energy. Aside from traction motors, these magnets go into everything from power steering systems, to braking systems, to windscreen wiper motors in EVs and internal combustion engine vehicles. The global rare earth magnet market was valued somewhere around $11 billion in 2022. Despite this, for years, the role these magnets played and India's dependence on China to source them, went unnoticed. Annual reports of companies certainly did not cite them as a key risk that could one day bring production to a grinding halt. That changed in April, when China imposed export restrictions on seven rare earth elements, retaliating against the 145% tariffs the US had slapped on it. Today, nearly everyone tracking the automobile sector is keenly aware of the role rare earth elements play in keeping EV assembly lines in motion. While the US-China spat escalated the trade war between the two sides, other countries, including India, also bore the brunt. China has the world's largest reserves and is estimated to control over 90% of global production of rare earth motors. That dominance and outright dependence has put India in an awkward position—given that no one of sound mind would describe relations between the two countries as warm. Overnight, the curbs threatened to derail the central government's ambitions of making India an electric vehicle manufacturing hub, an aspiration on which it has bet over ₹60,000 crore through various promotion schemes over the last six years. For Indian EV makers, they pose an existential threat. 'Companies have started importing full motors or some parts of them. Others are looking to route from European suppliers who have access to Chinese magnets," said an industry executive working with original equipment manufacturers (OEMs). 'They have solutions in place right now, but nobody has very clear answers," the person added. Policymakers, auto sector executives, and anxious stock market investors—are now wondering what lies beyond. Mint spoke to automobile manufacturers, industry executives and observers to put together this piece on how the sector is trying to beat the crisis and find sustainable long-term solutions. Back to basics When adversity strikes, the first instinct is to find answers in what was done in the past. And in the past, there were no magnets. There were induction motors. Such motors use a stator and a rotor to produce magnetic field unlike rare earth magnet motors which use magnets to produce the field. Ravi Pandit and his team at KPIT Technologies, a Pune-based engineering research and development team working with auto companies, have been quietly working on improving this old school technology. Usage of induction motors, however, increases the weight of the vehicle as it's larger and heavier in size. That's the biggest challenge. 'We tested motors extensively, and we have come up with the first one, which is really very appropriate for anything of a public transport nature," said Pandit, chairman and co-founder of the company. Heavy-duty vehicles such as trucks and buses can introduce such technology without having to worry about small additions to the weight of the vehicles, he explained. The company claims to have matched the performance of rare earth magnets. 'We are now working with various OEMs in the country to do it across the range," said Pandit. Which is, expand adoption of induction motors from two- wheelers to four-wheelers. While some OEMs are ready to trust old technology again, others are putting their faith in their engineers to find a different solution. Rare earth-free magnets Since the crisis began in April, some start-ups and auto component companies have also begun looking to use ferrite magnet motors, which do not use rare earth elements. Ankit Somani, co-founder of Conifer, a ferrite magnet-based motor maker, flew down from California to seek opportunities here. The company has set up a plant in Pune to make such motors. Ferrite is a magnetic material mainly composed of iron oxide and other metal oxides. 'Ferrite magnet motors are generally weaker than rare-earth magnets. However, we have figured out a way to have better efficiency and performance than rare earth magnets," Somani said. 'We have developed in-wheel motors that perform much better than the hub motors being used in vehicles right now." With the requirement of power much lower in two-wheelers, the use of ferrite magnet motors is said to be under consideration at most of the top brands making electric scooters and bikes. Among the known names, Ola Electric has taken the lead in introducing rare earth-free motors. During the company's investor call on 14 July, founder Bhavish Aggarwal informed shareholders that development of these motors is at an advanced stage. 'Our rare earth-free motor is something we started developing more than a year or two back. And some of you who visited our factory a year ago would have seen this. In fact, we were quite transparent about it," Aggarwal said. 'Then people thought that we were just showing it casually, but now it's happening for real," he explained. Going lite While one strand of the industry is working on eliminating rare earths from the motors, others are backing the use of light rare earths, whose supply has not been restricted by China. Rare earths are divided into two categories—heavy and light. Heavy rare earth magnets are used in electric vehicles which require higher power such as cars and motorcycles. Using light rare earths, such as Cerium and Neodymium, is a quicker solution, say analysts, noting that new motor architecture takes a lot of time to be tested and certified ready for use. Sona Comstar, the country's eighth largest component maker, has already developed motors using light rare earth and is in the process of testing the new motors. Vivek Vikram Singh, managing director and group chief executive of Sona Comstar, said that light rare earth solutions can be used in the medium term by two- and three-wheeler makers, and even small car manufacturers, as they require less power to run. '[But] all these alternative motors would require months of testing and validation with customers before commercial production can begin," Singh said in response to Mint's queries. 'In the short term, there is no alternative to Chinese heavy rare earth element (HREE) magnets, but in the medium term, HREE-free magnets can be used as viable alternatives." Ather co-founder and CEO Tarun Mehta concurs with Singh that the two-wheeler industry can look beyond heavy rare earths and instead use light rare earth magnets. 'The industry has a way of moving past this. Stop using heavy rare-earth magnets. Unlike cars, trucks, or buses, our industry can build motors without using heavy, rare-earth magnets. We can move towards lighter, rare-earth magnets," Mehta explained. While there is visibility over solutions for two-wheeler makers, passenger vehicle companies haven't given a clear indication on which path they intend to take. Both Maruti and Mahindra hinted that their engineers are working on possible solutions. Industry experts and executives say rare earth magnets will not go out of the picture completely. And until they do, the industry will have to figure out a way to get supplies of this critical component. Short-term headache? Although the challenge to figure out viable solutions has been hard, there are expectations that the industry will have alternate technologies ready in the next two years. 'With the pace of development of new technologies and investments being put in, the industry will have solutions ready soon. The dependence on rare earths will eventually reduce in the medium term as the development of the alternative methods is quite advanced," said Subhabrata Sengupta, partner at Avalon Consulting. The country is also working on securing alternative supply chains for critical minerals and developing processing capabilities for rare earth magnets. Since 1950, state-run IREL Ltd has been mining rare earths in the country, and since the crisis began, it has gained the spotlight for its efforts to mine rare earths. Indeed, India is attracting international interest on this front. Japanese company Proterial, formerly known as Hitachi Metals, is looking to set up a rare earth magnet plant in India, according to two people aware of the matter. The company wants to source rare earth ores and oxides from within the country and outside to process Neodymium Ferrite Boron (NdFeB) magnets, one of the strongest forms of rare earth permanent magnets. Hindustan Zinc and Gujarat Mineral Development Corporation (GMDC) are among the domestic companies that have expressed interest in mining and processing rare earths. On its part, the government is currently finalising details of a ₹1,345 crore programme to promote the development of rare earth magnets. From mining players to automobile companies, there is a rush to find a solution to the China dependency. While several technologies are showing potential, there will still be questions over their viability until the vehicles they power hit the road and customers embrace them.
News18
12 hours ago
- News18
This Man Picked Tata Safari Over Scorpio N, Thar Roxx. Here's Why
Last Updated: An ex-Tata Safari Storme owner had an interesting time trialling the other Indian SUVs before he decided to buy a new Safari from a Tata dealership in Goa. If you are an automobile enthusiast looking to buy an Indian SUV with seven-seated capacity, limited options – Tata Safari, Mahindra Scorpio N & XUV700 – may be available within a budget-friendly price range. For such enthusiasts, it is easy to get confused amidst a host of advanced features provided by the respective brands. One ex-Tata Safari Storme owner, however, had no such problem, as he explained why he ultimately bought a new Safari instead of the Mahindra Scorpio N or Thar Roxx. In a video shared over Motowheelz India's YouTube channel, this Goa resident revealed he had been using a Tata Safari Storme for a number of years. However, when that vehicle started developing frequent issues, he decided not to repair his Storme and instead buy a new car. When looking at options, the car owner revealed he had the Tata Harrier, Mahindra Scorpio N and Tata Safari in his wishlist. What followed, though, led him to buy the Tata Safari again. On visiting the Tata dealership, the individual took a test drive of the Harrier but ended up disappointed with the drive, as he felt it was not offering him a commanding driving position. In the video, the owner also mentioned that the ride quality was not satisfactory. After the Harrier, he turned to the Mahindra Scorpio N. The Goa resident wanted a mid-variant of the SUV since he wasn't a fan of the panoramic sunroof. On driving the Mahindra Scorpio N, he decided to book the Z4 variant. However, research done on time got him wary after he learnt that the diesel engine in the Z4 variant generates less power than the top-end variant. When the person asked dealership staff about it, he realised they were trying to mislead him, suggesting that Mahendra offers the same power and torque figures as the higher variants. An experience with the Mahindra Thar Roxx also bore no desired fruits, even as the individual took the test drive and was impressed initially. An enquiry with the Mahindra dealer in Goa to book the base variant saw the staff failing to respond promptly and providing him no timely confirmation. That dissuaded the owner, who decided to move on since he felt the Mahindra dealer itself was not interested in selling the vehicle. Eventually, the Goa resident revealed he went to the Tata dealership again, took a test drive of the Safari and decided this is it, he must book one. The car owner booked the Pure variant, which offered a host of interesting features. The owner was particularly impressed with the comfort and ride quality, apart from the driving position inside the Safari. Upon comparison, he found the new Safari to be better than the Harrier. First Published: Disclaimer: Comments reflect users' views, not News18's. Please keep discussions respectful and constructive. Abusive, defamatory, or illegal comments will be removed. News18 may disable any comment at its discretion. By posting, you agree to our Terms of Use and Privacy Policy.
