Mahindra’s three-row electric SUV has been a long time coming. We first saw the concept in 2022, then called the XUV e8. Since then, it has waited in the wings while the BE 6 and XEV 9e stole the spotlight and showed what the INGLO platform is capable of. Those two have done rather well for themselves, clocking 30,000 units in just seven months. But the XUV 9S is the one Mahindra hopes will deliver real volumes, and is arguably the most important of the lot. With its aggressive pricing, it certainly has the potential. But with ICE still being the preferred choice for SUV buyers, does it make a convincing case for going electric? We got behind the wheel in Bengaluru to find out.
Mahindra XEV 9S exterior design and engineering – 8/10
All the INGLO platforms goodness, without the compromises of a coupe-like roofline.
The XEV 9S shares its INGLO platform with the BE 6 and XEV 9e.
Despite similarities to its ICE cousin, the XEV 9S is not just an electrified XUV700. For one, it’s based on Mahindra’s INGLO – or Indian Global – electric architecture, which means it is RWD whereas the XUV700 is natively FWD. It uses an LFP battery mounted in the floor, powering a motor on the rear axle. It’s worth noting the battery doesn’t compromise ground clearance, with Mahindra quoting 201mm (219mm from the battery), which is on par with the XUV700.
Fitting the XUV700’s bodywork onto this platform required some re-engineering, resulting in a slightly shorter wheelbase than the XEV 9e and BE 6 – 2762mm versus 2775mm. Overall length is 52mm shorter than the XEV 9e but slightly longer than the XUV700 thanks to different bumpers. Both in terms of dimensions and road presence, the XEV 9S sits very close to its ICE counterpart.
At first glance, it looks like the front end is lifted straight off the XEV 9e, but there are subtle differences. The LED lighting signature is similar, running along the width and then continuing downward to frame the fascia, but the lighting element itself is thicker. LED headlamps flank a blanked-off grille with Mahindra’s Infinity logo centred – rather than sitting on the bonnet like on the 9e. The lower half of the bumper is finished in gloss black with two slim slots to meet cooling needs.
The SUV-like shape helps make it more prctical than the coupe-like XEV 9e.
In profile, there is no doubt where this top hat comes from. The gloss black treatment continues along the wheel arches and the side sills, which also have a serrated pattern and subtle INGLO lettering. Compared to the 19- and 20-inchers available on the other two INGLO SUVs, the XEV 9S’ 18-inch wheels are smaller but have a fatter sidewall that fills out the arches quite nicely. They are also aero-optimised which, along with the flush door handles, helps eke out every last kilometre of range. The glasshouse and shoulder line are identical to the XUV700, but that is no bad thing. The pronounced shoulder line, with its now-trademark kick-up at the C-pillar, gives it muscular haunches.
Sheet metal at the rear is also shared with the XUV700, but a black trim panel connects the new LED tail-lamps, which feature neat hexagonal detailing and a blacked-out finish for the non-illuminated surfaces. Mahindra has resisted the temptation to give it a connected light bar, choosing instead to place classy XEV 9S lettering below the number plate. A squared-off gloss black bumper featuring a faux diffuser and more of that serration finishes things off nicely. Overall, it’s a cohesive piece of design, merging the familiar with the fresh. It’s not as flamboyant as the BE 6 or XEV 9e, but buyers looking for a family car should have no problem with that.
18-inch aero alloys shod in thick 235/60 R18 tyres.
Mahindra XEV 9S interior space and comfort – 8/10
Comfortable and spacious cabin let down by few ergonomic quirks; third-row headroom is tight for taller individuals.
Inside, the dashboard of the XEV 9S is lifted straight from the 9e, as is the two-spoke steering wheel. A triple-screen panel stretches across its width, while the surface immediately below is trimmed nicely in olive green leatherette. Almost everything below this line, however – from the glovebox cover to the sides of the centre console – is hard, scratchy plastic. The centre console has also been carried over and features a stubby drive selector that’s very slick and easy to use.
The dash and three-screen setup is lifted directly from the XEV 9e.
Overall, it has the same sophisticated feel as the 9e, but also a few of the ergonomic quirks. The steering wheel, for instance, looks good and is nice to hold, but it’s all too easy to accidentally press one of the haptic buttons when you go to honk. Having key functions like the HVAC controls in the screen is also not ideal. Then there’s the passenger’s screen, which lacks a privacy filter and distracts you when you glance at the far-side mirror. We noted all of the above during our review of the XEV 9e last year, but unfortunately it hasn’t yet been addressed.
Front seats offer good bolstering and adjustability.
Comfort, though, is very good. The front seats are wide and supportive, and it’s easy to find a comfy driving position with the steering rack that adjusts for reach and rake. Similarly, the bench in the middle row – a captain’s chair setup is not being offered just yet – is wide and comfortable. You don’t sink into the seat, partly due to the stiff leatherette upholstery, but it’s supportive nonetheless. Thigh support is also good, the seat-back angle adjusts a few degrees, and it can even slide back for more legroom. The middle passenger will appreciate the flat floor; without them, the others can enjoy the centre armrest in addition to the sunblinds on the doors.
Reclining and sliding second row of seats are also comfortable.
Getting into the third row is fairly straightforward using the one-touch tumble function. Comfort is better than in the XUV700 when you slide the middle-row seat forward, though headroom is still tight for anyone above average height. You also end up in a very knees-up seating position that can’t be comfortable for too long. However, for children or on shorter journeys, the back seat is quite usable. The inclusion of a rear drive motor under the floor hasn’t eaten into the cabin, as it occupies the space vacated by the large fuel tank. With the rearmost seats folded flat, boot volume is 500 litres, but with the seats up there’s only enough room for a few soft bags. Thankfully, the cargo space is supplemented by a generous 150-litre frunk.
Third row is best for children as adults will find themselves in a knees-up position and headroom lacking.
Mahindra XEV 9S features and safety – 9/10
Packed with features and technology, but the infotainment’s user-interface can be confusing
Passenger side touchscreen does not have a privacy filter and has potential to distract the driver.
Just like its brethren, the XEV 9S is packed to the gills with features – even bettering the 9e in some regards. The trio of 12.3-inch screens on the dash dominate the experience and are powered by Mahindra’s Artificial Intelligence Architecture, controlling everything from ADAS to infotainment. The digital driver’s display is vibrant and sharp, with a different theme for each of the five drive modes – the somewhat ambiguously named Default, followed by Range, Everyday, Race and Snow. Content on this screen is customisable too, with options including a full-sized map or the feed from the side cameras. This is complemented by a head-up display showing key info and even augmented-reality navigation arrows.
Customisable digital instrument cluster is sharp and clear.
The centre infotainment screen packs in even more. Wireless Apple CarPlay and Android Auto feature, in addition to built-in Amazon Alexa and ChatGPT. There are over 60 apps covering everything from entertainment to shopping, and at times it feels like overkill. The 360-degree camera, while sharp, isn’t the most responsive. There is also plenty of information available on vehicle functions, charging and efficiency. The passenger screen gets many of the same apps and can even stream content on the move, but a privacy filter would be nice to stop it distracting the driver.
The main bugbear, however, is the interface. Several functions are buried behind menus and sub-menus, which takes some getting used to. There are shortcut buttons on the centre console, but even then you’ll find yourself diving into the screen or using the rotary knob to navigate through all the information being thrown at you. Mahindra’s Driver and Occupant Monitoring System, or DOMS, also features here: it monitors the driver’s alertness but can also be used for video calls. You can even monitor the interior of the vehicle remotely, while a new Pawpal feature maintains a safe cabin temperature for when you need to leave your pet in the car briefly.
Panoramic sunroof offered on all variants.
In addition to all of the above, there’s a 16-speaker Harman Kardon sound system that can be synced with the ambient lighting, and electrically adjustable front seats that are ventilated, with a memory function and boss mode controls. Rear passengers also get a Bring Your Own Device (BYOD) setup to mount tablets, two 65W Type-C ports and a dedicated wireless charger. The outer two rear seats are ventilated as well, while the massive panoramic sunroof is openable – both enhancements over the XEV 9e. The only miss is a lack of a powered tailgate.
In terms of safety, the XEV 9S gets six airbags (seven on Pack Three), tyre pressure monitoring, ISOFIX mounts and ESP as standard. There is also a comprehensive ADAS suite that uses five radars, twelve ultrasonic sensors and one camera for features like Automatic Emergency Braking, Lane Keep Assist, Lane Centering, Traffic Sign Recognition, Adaptive Cruise Control and Autonomous Emergency Steering. Our drive was limited to the two-lane roads around Nandi Hills, so we couldn’t properly test the full suite, but Traffic Sign Recognition worked very well and we didn’t experience any unexpected interventions.
360-degree camera is available from the Pack Two Above variant onwards.
At the time of writing, the XEV 9S has not received a crash test rating, but both other SUVs on the INGLO platform scored a full 5-stars Bharat NCAP safety rating.
Mahindra XEV 9S performance and refinement – 9/10
Strong performance for its mass, with good refinement and low wind noise.
In addition to the 59kWh and 79kWh battery packs available on the other two INGLO vehicles, Mahindra has also introduced a 70kWh variant on the XEV 9S. The torque rating on all versions is 380Nm; however, power figures vary depending on the battery pack. The 59kWh version produces 231hp, the 70kWh makes 245hp and the 79kWh is the most powerful at 286hp.
We tested the 79kWh version, and even in the most docile of the drive modes, performance is more than adequate. Each subsequent mode is noticeably more potent than the last, yet all offer a nice, linear build-up of torque without any twitchiness at low speeds. Overtakes require very little planning and no more than a slight flex of the right foot. To put this into numbers, Mahindra claims a 0–100kph time of 7 seconds and a top speed of 202kph.
It is launched in RWD form only, for now.
The XEV 9S also gets five regenerative braking modes, as well as a one-pedal driving mode, switchable via buttons on the steering wheel. All of these work well, particularly the one-pedal mode that brings the vehicle to a smooth, controlled stop – almost negating the use of the brake pedal in urban driving. Step on the brakes, though, and the four-wheel discs bring this heavy SUV to a confident halt, but pedal feel could be better. Refinement is also excellent, with almost no noticeable wind or tyre noise entering the cabin even at higher speeds. One quirk we did pick up is that with the third row folded flat, a distant whirring from the motor can be heard in the second row; however, this disappears when the seats are raised.
Mahindra XEV 9S range and efficiency – 8/10
Three battery packs to choose from; 79kWh promises around 450km of real-world range.
Mahindra claims an MIDC range of 521km for the smallest 59kWh battery pack. This rises sharply to 600km for the 70kWh unit and 679km for the 79kWh unit. While our brief test didn’t allow us to verify these numbers, in our real-world test of the 79kWh XEV 9e we managed a combined efficiency of 5.78km/kWh, or a real-world range of 456km. The XEV 9S should be fairly close to these numbers in the real world too.
79kWh battery expected to provide about 450km of real world range.
There are two choices when it comes to AC wall chargers – 7.2kW and 11.2kW – although they aren’t included in the cost of the car, priced at Rs 50,000 and Rs 75,000 respectively. Topping up the biggest battery from 0 to 100 percent takes 11.7 hours using the former, while the latter does the same in 8 hours. The XEV 9S accepts up to 180kW of DC fast charging, which takes the 79kWh battery from 20 to 80 percent in 20 minutes.
All versions of the XEV 9S use LFP cells, which aren’t as energy dense as some other chemistries but are more stable and durable – evidenced by Mahindra offering a 15-year or lifetime warranty to the first owner.
Mahindra XEV 9S ride comfort and handling – 8/10
Ride has been softened compared to the 9e and can feel floaty on undulating surfaces; well-weighted steering is a highlight.
Variable ratio steering is a proper highlight.
The XEV 9S rides on independent suspension at both ends, just like the XEV 9e. Pack One and Pack Two trims get passive frequency-dependent damping, while Pack Three upgrades to Intelligent Adaptive Suspension that Mahindra claims can react to changes in surface in 15 milliseconds. This, combined with the 18-inch wheels and tall sidewalls, gives the XEV 9S excellent bump absorption. Mahindra has softened the suspension compared with the XEV 9e, in keeping with its intended role as a family car. It shrugs off sharp bumps and potholes at both slow and fast speeds, but on gently undulating tarmac a constant vertical movement becomes quite apparent and can get disconcerting as speeds rise. The firmer damping in Race mode reduces this and better controls this vertical body movement.
For such a heavy SUV, the XEV 9S also feels quite stable around bends. Body roll is well managed, partly thanks to the low centre of gravity, with the semi-active dampers doing their bit to keep it flat. It will happily carry a surprisingly high pace through a winding road, with the low rolling-resistance tyres being the real limiting factor.
Helping matters is the electric steering, which is very well judged. Effort required at parking speeds is very light, effectively masking the size and weight of the vehicle, but crucially it weighs up noticeably at speed – even more so in Race mode. At a fast clip, it helps place the car accurately through bends, aids stability and even delivers some feel and feedback. This is largely down to the RWD architecture, which allows the front axle to get on with the job of steering without being corrupted by also having to transmit power to the road. But mind you, this isn’t a tail-happy hooligan – it defaults to predictable understeer when pushed, meaning it can be safely enjoyed by drivers of varying skill levels.
Mahindra XEV 9S price and value for money – 10/10
Under Rs 20 lakh for a well-equipped Pack One Above is an absolute steal
As impressive as they are, the XEV 9e and BE 6 are not for everyone. Their coupe-like rooflines come with compromises in rear headroom and luggage space, not to mention styling that may be a little too radical for some. By taking everything that’s great about the INGLO-based cars and giving it a familiar top hat, Mahindra has created an eSUV with much broader appeal. It has characteristics that both the self-driven and chauffeur-driven will appreciate, with the added benefit of a usable third row.
If that wasn’t enough, Mahindra has absolutely nailed the pricing. At Rs 19.95 lakh (ex-showroom, introductory), the entry-level Pack One Above trim undercuts the base XEV 9e by almost Rs 2 lakh, while the top-spec Pack Three Above 79kWh, at Rs 29.45 lakh, is about a lakh cheaper than the equivalent XEV 9e. Considering everything you get for the money, that’s exceptional value. What’s more, the 9S’s entry-level trim sits in the same ballpark as the AX7 variant of the XUV700. So is the XEV 9S now a serious alternative to a petrol or diesel SUV? All signs point to 9-yes!
