Mahindra’s flagship EVs, the three-row XEV 9S and the XEV 9e coupe, have a lot in common – from the INGLO born-electric car platform to the battery options and motors on offer. We put the two Mahindra eSUVs through our methodical, exhaustive and accurate range tests to find out which delivers more real world range.
Mahindra XEV 9S vs XEV 9e specifications and price
Three-row XEV 9S is heavier than the XEV 9e coupe
Mahindra has confirmed that the three-row XEV 9S weighs more than the XEV 9e coupe, though it has not clarified by how much. Interestingly, Mahindra also lists a 23km higher ARAI range for the XEV 9S; this is likely due to an over-the-air (OTA) software update that manages the battery more efficiently, and which has also been rolled out on the XEV 9e. However, the coupe has not been sent for another MIDC test, which is why the ARAI range for the XEV 9e is listed as 656km.
*7.2kWh AC charger costs Rs 50,000
^11.2kW AC charger costs Rs 75,000
Our Mahindra XEV 9S vs XEV 9e performance tests corroborated that the heavier 7-seat EV is marginally slower than the coupe-SUV in the 0-100kph sprint. As mentioned above, the top-spec XEV 9S Pack Three Above and XEV 9e Pack Three trims share the battery and motor, though the former costs over Rs 1 lakh less than the latter.
Mahindra XEV 9S vs XEV 9e real world range test
XEV 9S tested range higher due to winter testing
The XEV 9e Pack Three performed admirably on the highway run, with a tested range of 488km – 10km more than the XEV 9S. However, the city cycle sees the XEV 9e coupe fall behind the 9S by a 52km margin. Overall, our tests show that the 7-seat SUV can go about 20km further on a single charge of the 79kWh battery. However, it should be noted that the XEV 9S was tested earlier this month, while the XEV 9e’s tests were conducted in June, where the significantly higher ambient temperatures (up to 40degC) would impact the battery’s efficiency.
Autocar India’s range testing
Before our real world range test, the batteries of our test cars were fully charged, and we maintained tyre pressures as recommended by the manufacturer. The cars were driven in a fixed loop in the city and on the highway, and we maintained certain average speeds. At the end, we calculated the range based on the percentage of charge consumed. Throughout our test, the climate control was set to 22 degC, the fan speed was set to auto, and other electricals like the audio system, lights and ventilated front seats (if equipped) were used when required, just like how a regular user would. We take pride in our testing data, which isn’t just consistent but also gives users an accurate indication of what they can expect in the real world.
Viraaj Bhatnagar
Saumil Shah
Saptarshi Mondal
Dipan Sur
Uday Singh
