Built on a cutting edge electric architecture, loaded to the roof with tech and keenly priced too, the large electric SUV coupe is packaged to tempt. And it delivers.
Another week and another new SUV. Except the XEV 9e is no ordinary SUV. It’s Mahindra’s flagship electric SUV and marks a pivotal moment for the manufacturer in its electrification journey. Sure, the XEV name might link the model to Mahindra’s XUV range of petrol and diesel SUVs, but it’s not merely an electric conversion of the XUV700. Under the skin, it’s all new. It’s built on a cutting-edge electric architecture that enables some seriously impressive stats which you’ll learn over this review.
The XEV 9E has been revealed with an introductory price of Rs 21.9 lakh (ex-showroom). And the price is only a starting point in a long list of highlights.
Mahindra XEV 9e: Design and dimensions
In terms of frontal styling, the look is what I’d picture a facelifted XUV700 to have looked like. It’s new age, it’s muscular and it’s a whole lot more angular. The face is characterised by DRLs that start low down on the bumper, extend all the way across the bonnet and then dip back down. The main LED headlights are positioned lower down. The grille is concealed and cooling requirements are actually met by a passage at the base of the bumper.
The XEV 9e’s styling is what you’d expect a facelifted XUV700 to look like.
On the bonnet you’ll find Mahindra’s new Infinity logo that’ll be used on all its electric vehicles. The other thing? The bonnet lifts to reveal a sizable 150 litre frunk that’s large enough to accommodate a few soft bags with ease.
It’s at the side that you can tell that the 9e is a substantial vehicle. It measures over 4.7 metres in length, making it slightly longer than the XUV 700. 19-inch rims are standard and 20 inches are optional. The wheel arches sport a gloss finish and the finish extends to the base of the doors to highlight the position of the battery pack. The XUV e9 offers 207mm of unladen ground clearance, 218mm if you measure from the lowest point of the battery pack. The wheelbase is 25mm longer than an XUV 700’s and that 2,775mm is a figure to remember.
The high deck rear with a sloping roofline looks very distinctive.
Flush-fitting front door handles and rear door handles mounted on the C-pillar are other details of note. But perhaps the one element that really distinguishes the 9e within Mahindra’s SUV universe is its SUV coupe roofline. The sloping window line ends in a pretty high deck tail and Mahindra has also given full width LED lighting that adds in a lot of drama to what is already a SUV pretty big on show value.
Hidden behind a panel on the left side are the charging ports. The position might not be ideal for all users. The tailgate is powered and gets gesture control and opens to reveal a 663-litre luggage compartment. There’s room for large suitcases but do note, while the space is deep, it’s not particularly tall. Also, the loading lip is high. That’s because under the boot floor sits a space saver spare tyre beneath which sits the rear axle electric motor.
Mahindra XEV 9e: Interior space and comfort
Doors that open 90 degrees make getting into the XUV 9e an easy affair. Inside the XUV 9e feels like a familiar space but the combined effect of a three screen layout (digital dials, centre touchscreen and a first-in-segment passenger screen), new steering and new gear selector give it a more contemporary vibe.
The two spoke steering is finished in gloss black gets an illuminated logo that lights up when the vehicle is switched on, a slick effect we’ve seen on Range Rovers and more recently Tata cars.
The steering is home to touch operated buttons that look better than they feel. Press with slight pressure and you’ll activate the horn, and this is irritating. Physical switches for the regen levels, one pedal driving and boost function are far nicer to use.
Three-screen setup and new two-spoke steering gives a very contemporary vibe to the cabin.
Front seat comfort is good. The seats are nicely padded, get power adjust as well as a memory function and there’s also lumbar adjust via a knob. The front seats also get ventilation but the control for this is on the touchscreen, and as you’ll learn this is a recurring theme in the cabin.
Moving a lot of the functions to the touchscreen has freed up space on the centre console that’s now home to a storage space with a wireless charging bay and two USB type C ports. Up front, you also get two cup holders, a pretty usable box under the front centre armrest, well-sized glovebox and bottleholders on the doors. However, there’s no storage under the centre console as is usually seen on born electric vehicles.
Front seats are nicely padded; gets powered adjustment with memory function and ventilation.
Quality-wise, the XUV90 does well with nice materials for the most part. The piano black elements look good but the surface is prone to scratches. The light upholstery is also a challenge to keep clean. Also, I wish Mahindra didn’t go for a touch panel for key switches like the hazard lights. Frontal and side visibility is good but rearward visibility is limited. The large rear headrests block out much of the view.
Mahindra XEV 9e: Rear seats
Entry to the rear seat is, again, very convenient. The XEV 9E offers a really good backseat experience and I’m not talking only in terms of electric SUVs, but SUVs in general. I specify this because EVs with their battery packs positioned under the floor are not known to offer the best seating position. That’s not an issue on the XEV E9 that seats you in a comfortable position, with good thigh support. The seat is well cushioned and the backrest can be reclined too.
Legroom is impressive and should you want to stretch out there’s a boss mode too that allows the front passenger seat to be pushed forward at the pull of a lever. The cabin is also wide enough for three adults to sit in comfort and the flat floor is an element the middle passenger will appreciate. Headroom, a typical compromise on coupe-SUVs, is adequate for average-sized adults but tall occupants will have their head touch the roof.
Rear bench is comfortable for three; you don’t sit in a knees up position as in most EVs
Features at the back include sunshades for the window, a foldable centre armrest (it’s positioned a touch high), air conditioning vents as well as a wireless charging pad. Mahindra also offers a dock and dedicated 65W charging slot to mount a tablet on to the front seat backrest. What’s cool is that this ‘Bring your Own Device’ feature allows you to control car features from your attached iPad or tablet.
Mahindra XEV 9e: Features and tech
Now onto the tech and there’s a lot of it on board made possible by what Mahindra calls MAIA, or Mahindra Artificial Intelligence Architecture. This high speed ethernet-based backbone is a next-gen electrical and electronic architecture that’s needed to feed the data-hungry network of software and hardware for everything from the infotainment system to ADAS and vehicle functions.
Let’s start with the 12.3-inch digital dials. The screen is vibrant and offers different themes for each of the driving modes. It can display a full-size map, show the ADAS at work and can also relay feed from the side cameras. Also included is a sophisticated head-up display with augmented reality that puts info of your choice in your line of sight. Direction arrow overlays at turns are particularly cool.
Central touchscreen even packs a lap and performance timer.
The 12.3-inch centre touchscreen is slick and responsive to inputs and is packed with apps and features, some handy, some fun and some unnecessary. You will need time to learn the different menus and frankly it’s not the best laid out of interfaces. Mahindra says the software is still a beta version and things will be sorted.
In terms of features, Wireless Apple CarPlay and Android Auto is included, there’s a battery and charge readout with a lot of details of interest and there’s even a lap timer and performance timer. The list of apps is particularly long including for video streaming and gaming, though some others just feel like overkill. The apps we tried did work really smoothly. The main touchscreen also serves as the display for the 360-degree cameras. Camera resolution is good but the 3D view wasn’t super slick.
Passenger screen can stream Youtube or Amazon prime, but unfortunately lacks a privacy filter.
The touchscreen is also the go-to control for other car functions such as the drive mode selector and climate control system and therein lies a problem. There’s too much on the screen and while access to these critical features is via physical shortcuts, it’s just not user friendly. The drive mode screen pops up on the far side of the screen, for instance. The climate control menus also disappeared from view before inputs were completed.
A unique inclusion is a camera at the roof, part of DOMS or Mahindra’s Driver and Occupant Monitoring System. The camera has multiple uses. It very effectively monitors driver alertness and can also be used for video calls or as a security device to remotely give you a view of your car’s interior. You could also use it in selfie mode and have a laugh with friends and family using the AI filters.
You can also play with the lighting. There’s the option to have your car put on a light show synced to your music and there’s 16 million colour options for ambient lighting. The ambient lighting extends to the large glass roof and you can switch between different effects. Again, very cool.
Harman Kardon sound system with Dolby Atmos really sucks you into the sound experience.
The 12.3-inch screen dedicated to the front passenger is a unique inclusion on the XEV 9e and is something that we’ve typically seen on significantly pricier and higher-end cars. The screen itself is really nice to use and it packs in a whole universe of apps and features, including some shopping apps. It really gives you a lot of avenues to kill time in the car. The apps of greater interest are for video streaming including YouTube, Amazon Prime and Disney Hotstar. What is disappointing is that the screen lacks a privacy screen or filter. In effect, the screen is visible to the driver and is a source of distraction on the go.
In addition to all that I’ve spoken of, there’s a brilliant-sounding 16-speaker 1400W Harman Kardon sound system with Dolby Atmos that really sucks you into the sound experience. And there’s auto parking too. A particularly handy feature is the option to control the car via the key fob and have it roll into a slot in a tight parking, saving you the struggle of getting in and out. The feature set really is up there with cars three or four times the price.
Huge panoramic sunroof with integrated lighting patterns is a really cool touch.
The safety list is long too, with seven airbags, ABS, ESC, hill hold control, hill start assist, as well as ADAS that relies on inputs from 12 ultrasonic sensors, five radars and six cameras. Mahindra is gunning for glory with a full five-star rating in adult occupant and child occupant protection. However, there’s no official crash test rating at the moment.
Mahindra XEV 9e: Architecture, battery and motor
As mentioned, the XEV 9e is not an ICE to EV conversion. It’s a born electric SUV underpinned by Mahindra’s new Inglo skateboard architecture. A rear mounted motor, rear wheel drive arrangement is standard and the architecture also supports a front motor enabling all wheel drive. Inglo will be the base of a whole host of Mahindra EVs of different sizes including the radical but significantly smaller BE 6e. The only common dimension for all Inglo products will be the 2775 millimetre wheelbase within which resides the battery pack. Among the models to come is an electric version of the XUV 700 with a conventional SUV silhouette.
On to the powertrain. The XEV E9 is offered with two battery pack options. Lithium ion phosphate or LFP is the chemistry of choice for the batteries while the battery packs are made up of blade cells that are compact, energy dense and strong. Mahindra says the battery packs offer the highest level of safety and have been tested for impact, thermal load and water resistance. Mahindra is offering an incredible lifetime warranty on the battery for first owners.
XEV 9e is based on a born electric skateboard architecture with blade battery cells.
The base battery pack has a capacity of 59kWh while the larger of the two battery packs is 79kWh. MIDC range for the 59kWh battery pack is 542km while the 79kWh version boasts figures of 656 kilometers on the Indian MIDC cycle and 533 kilometers on the WLTP cycle. Mahindra claims a 500km plus real world range.
Charging options include 7.2kW AC and 11kW AC charging though unusually the cost of the charger and installation is over and above the cost of the vehicle. There’s also DC fast charging up to 175kW that allows a 20 to 80 percent charge in just 20 minutes. You’ll be lucky to find a charger of this speed in your city but it’s good to know the car is ready for the infrastructure when it comes.
Both battery pack versions use rear axle motors that drive the rear wheels. Peak power is 231 hp for the 59kWh version and 286hp for the 79kWh version, though torque is 380Nm for both.
Mahindra XEV 9e: Performance and refinement
Featured here is the XEV 9e in 79kWh, 286hp avatar and performance is impressive. Pressing down on the accelerator pedal grants immediate go. The power is very satisfying and overtakings do not require any pre-planning.
Performance is really impressive, but it doesn’t make a song and dance about it.
You can fine-tune your experience by shuffling between three drive modes but what’s nice is that you get ample performance even in the mildest of the three which is called ‘Range’ mode. ‘Everyday’ mode which is the default setting gives you added pep but on days in which you’re in a hurry you’ll want to switch to ‘Race’ mode that has the electric motor feel its sportiest. Interestingly, you don’t have to be in Race mode to experience the full might of the electric motor. The Boost function (the button is on the steering) gives a short burst of full power even in Everyday and Range modes. A 0-100kph run yielded a 7.2 sec time on the onboard timer. The figure is really impressive.
Like other EVs the 9e doesn’t make a song and dance about the performance on tap. Road noise, wind noise and suspension noise are very well contained so you can have very soothing experiences or also make the most of the Harman Kardon sound system without any unnecessary background disturbances.
Mahindra XEV 9e: braking
The XEV 9e is good on the brakes too. Pedal feel is good as is stopping power from the all-round disc brake setup. Also, nicely setup is the regen braking. There are three levels of regen braking and you can feel the step between these three levels. You also have the option to put regen completely off to have the vehicle coast on when you lift off the accelerator pedal. Also included is one pedal driving. It’s the strongest mode of regen and is strong enough to bring the vehicle to a halt. Over the drive out of Chennai, I rarely used the brake pedal which tells you how effective the one pedal driving system is.
Mahindra XEV 9e: Ride and handling
The 9e uses independent suspension front and rear and the arrangement includes semi-active dampers. In a nutshell, damping force can be altered in response to the surface in all of 15 milliseconds, says Mahindra. The 9e scores really well on ride comfort. The large tyres are not fazed by small potholes that might litter your route and the sensation is of being in a tough vehicle. It feels very Mahindra in that sense.
Ride quality is really good despite large 19-inch wheels.
The 9e is also surprisingly easy to drive. It might be big and heavy but you don’t get that impression from the driver’s seat. And that’s because at low speeds the steering is light, you don’t need much effort to twirl it and even the turning circle is surprisingly small. The bigger surprise is high speed handling. It’s not roly-poly as you’d expect a big SUV to be. The big and heavy battery pack positioned low down in the body forms a good base and the semi-active dampers also work well to keep the 9e fairly flat. There’s not excessive body movement when you turn from side to side and that means you can carry more speed than you’d expect to. Do so and you will hear the Goodyear tyres squeal in protest.
Grip levels are good, it feels poised and it actually even feels quite agile and is quite open to changing direction quickly. What’s an integral part of this experience is the steering. There’s added weight at higher speeds that gives a lot of confidence.
The 9e is big and heavy but you don’t get that impression from the driver’s seat.
Being rear-wheel drive, there’s less forces for the front wheels to tackle and steering feel on the whole is nice. On the subject, the 9e is rear-wheel drive, but it’s not an overtly sporty setup. I think Mahindra has wisely chosen to give this very balanced dynamics which all manners of drivers will be able to enjoy.
When you add up the different facets of the 9e’s driving experience, the way it performs, the way it drives, the way it handles, what you’ll realise is that this is a mechanically very well sorted package. The 9e comes across as a world-class product, something Mahindra should be proud of.
Mahindra XEV 9e: ADAS
You can even let the car assist in some aspects of the drive experience. The 9e packs in a long list of ADAS functions and the drive out from Chennai highlighted that the system is well calibrated to Indian driving conditions. Lane Keep Assist is quick to lock onto the lanes and does its job well to keep the vehicle centred on the lanes. It does get thrown off on poorly marked roads but what is really nice is that you get a clear indication of when that happens on the head up display.
Lane keep assist works nicely on well marked roads.
Adaptive cruise control does a good job of maintaining a safe distance to the vehicle ahead and you can adjust the distance to your comfort level. It also has the ability to bring the car to a complete halt and get moving when traffic starts moving. Another safety feature that works really hard in the background is Attention Assist that’s part of DOMS. Should the system detect you fiddling around with the menus for too long, dozing off or perhaps even taking out your phone on the move, you’ll get a warning on the instrument cluster. It’s a great feature to have in our very distracted times.
We didn’t try out emergency braking but Mahindra says the system has been fine tuned to better read Indian road conditions and can identify and react to a cow now.
Mahindra XEV 9e: Price and verdict
It’s hard not to come away impressed with the Mahindra XEV 9e. Big on road presence, smartly turned out and, comfortable and roomy inside, it ticks the usual SUV boxes. But it’s as an EV that the 9e really impresses. The powertrain is fantastic, delivering an experience that you’d get in a car a few rungs up the price ladder. In ride and handling too, the 9e is up there with global models.
The other draw is equipment. Talk comfort features, safety features or even flashy kit, the 9e’s list is long. However, with so many features and so many different systems talking to each other, Mahindra will have to ensure the tech runs glitch-free, and that’s no easy task.
Also, the confusing UI/UX needs improvement and maybe even a redesign further down the road. Customer deliveries only start by Feb or March 2025 so Mahindra has some time for last minute fixes.
Prices for the 9e start at 21.9 lakh rupees (ex-showroom) for the base 59kWh variant and we expect the fully loaded 79kWh variant with all the bells and whistles will come in under Rs 30 lakh. Factor in all that you get for the money and you’ll find immense value in the 9e. Question is, will buyers shopping at this price point ditch their beloved petrol and diesel SUVs for an all-electric 9e? The pull factor sure is there.
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