Posts in category: Electric vehicles cars

Bentley has launched the Flying Spur Hybrid at Rs 5.25 crore (ex-showroom, Delhi, before options). Powering the plug-in hybrid Bentley is a 2.9-litre twin-turbo V6 engine paired with an electric motor, and combined, it has a range of up to 805km.

1. Gets a 2.9-litre twin-turbo V6 paired with an e-motor
2. Combined, the hybrid powertrain has a range of up to 805km
3. By 2024, Bentley’s entire portfolio will have a hybrid powertrain option

Bentley Flying Spur Hybrid exterior and interior

The Flying Spur Hybrid will be available in 60 colour options, including Mulliner customisation options as well. Bentley is also offering its blackline specification for the Flying Spur Hybrid that gets a blacked-out treatment for the chrome trims like the grille, window surrounds, headlight surrounds, door trims and handles as well as exhaust pipes and the Flying B mascot. Furthermore, the only identifier that this Flying Spur is a hybrid is the ‘hybrid’ badge on the boot lid.

Inside, Bentley offers customers 15 colour options for the upholstery, with five standard and 10 optional colours. They also get an option of eight veneer options for the dashboard. To up the customisation quotient, Bentley also offers contrast stitching, piping and emblems on the seats.

Bentley Flying Spur Hybrid powertrain

As mentioned, the plug-in hybrid Flying Spur is powered by a 2.9-litre twin-turbo V6 engine with an electric motor that, combined, produced 544hp and 750Nm. Bentley claims that the Flying Spur Hybrid can do the 0-100kph spring in 4.3 seconds and has a range of up to 805km with up to 41km of electric-only range.

Future Bentley models

Bentley also mentioned that by 2024 its entire model range – Continental GT, Flying Spur and Bentayga – will be available with a hybrid powertrain option. Now, with the Flying Spur and Bentayga getting a hybrid powertrain option, only the Continental GT remains. In 2025, the British Marque will launch an all-electric model and by 2030, its entire portfolio will only consist of EVs.

Bentley Flying Spur Hybrid rivals

Globally, the Flying Spur Hybrid rivals the Mercedes-Maybach S580e but does not have any direct rivals in India. The standard Flying Spur competes with the likes of the Mercedes-Maybach S-Class (Rs 2.69 crore – 3.40 crore) and the Rolls Royce Ghost (Rs 6.95 crore – 7.95 crore). 

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Bentley Speed Edition 12 introduced to celebrate the W12 engine

“We kind of made it against all odds,” is what Amit Sandill – co-founder of Fairstreet Sports said to Autocar India when asked about the first ever MotoGP race on Indian soil. There was a lot resting on the event going ahead; after all, it’s the first time that the Buddh International Circuit has hosted a world championship event in a decade.

Given our history with F1 and with next year’s Formula E Hyderabad round under threat, pulling off this MotoGP race was crucial to establish India as a country ready to host international motorsports. So did the inaugural edition do enough? We take a look at all the key talking points.

1. BIC exceeded expectations

Riders were pretty apprehensive about the Buddh International Circuit heading into the race weekend, especially given that the circuit was still pending FIM homologation with just a handful of days to go. The track was originally built for F1, so a number of changes had to be made to make it suitable for motorcycle racing. This included extending the run-off areas and gravel sections, installing upgraded barriers and more.

It was a very different story once the riders actually got some track time, though, with several of them praising the technical nature of the track with its significant elevation changes. The banked parabola section of Turn 8/9 was another hit among riders and MotoGP fans alike.

“The track is very technical, you must be very precise, but all in all, it is beautiful,” said reigning MotoGP world champion Francesco Bagnaia after the opening practice sessions on Friday. Of course, the fact that it is a new track also levelled the playing field a bit, allowing riders like Marc Marquez and Fabio Quartararo – who’ve had a tough spell recently – to shine.

2. The heat was on

With temperatures ranging from 32-35 degree Celsius all weekend, and humidity levels above 80 percent, it was a gruelling venue for the riders. So, it was no surprise when riders asked for the race distances to be shortened. And following feedback from the official tyre suppliers, Dorna and the FIM obliged – the MotoGP Sprint and junior class races were shortened by one lap each, while the Sunday MotoGP race was shortened by three laps.

And we still saw Jorge Martin suffer from dehydration in the closing stages of the race. Running on a medium rear tyre, compared to most of the grid on softs, the Prima Pramac racer wore himself out trying to hold on to second place and later had to be attended to by the MotoGP medical team.

So, it’s not surprising that organisers are now looking to give the race an October slot if it does go ahead next year, with Sandill saying “[the track is] technical, therefore it’s tiring, and the weather doesn’t help. It’s probably a good idea to have it in October, or November even.”

3. Not a sell-out crowd

Around 58,000 fans attended the race in person on Sunday and over 1,11,000 across the weekend. While those aren’t necessarily bad numbers (Qatar had an attendance of just 17,972 in 2022), it doesn’t paint a good picture to see empty stands, that too when India happens to be one of the largest markets for two-wheelers in the world. Some events like the French GP see over 2,70,000 fans make their way to Le Mans over the weekend.

Organisation plays an important role here. Ticket sales only started in late-June, just three months before the race, with prices ranging from Rs 800-40,000. But uncertainty surrounding the race also had a role to play, potentially holding back people from booking tickets.

Work on the track started fairly late following a legal battle between the Yamuna Expressway Industrial Development Authority (YEIDA) and Jaypee Associates Ltd. Ultimately MotoGP organisers took on the responsibility to foot the bill for all the repair work. Given this race against time, Sandill admits the focus was simply on making the event happen: “We did it in three months. The event had to happen looking at the time constraints. Marketing did take a bit of a backseat, which to me is not the best way to do it.”

4. Still plenty of work to do for 2024

While the track itself exceeded expectations, there’s plenty of work to be done if MotoGP returns here in the future. Several key staff and even riders like Marc Marquez were affected by visa issues. There were also a number of uncanny track delays; Autocar India understands that Friday’s Moto3 track action was delayed by 45 minutes due to a drinking water shortage for the marshals.

The track itself could also do with some tiny tweaks, with riders pointing out some areas where the walls are a bit too close to the track. There were also some instances where marshal action was not as prompt as one would hope for, but that improved as the weekend went on. But these are all areas that can be worked on.

“There are improvements which will be done, this is the first time. To an extent, it’s also a learning curve for us. If there are any shortfalls, next year we’ll take care of all that,” said Sandill. “I think for the first time, it has been successful. The services have to be improved, I do think that we need more awareness to be built. But that’s not a showstopper.”

He added, “The buildings are a bit dated now and need a proper renovation, which we will do for the following year.”

Dorna and Fairstreet Sports have signed a seven-year deal for the Indian GP. But with several new venues like Hungary looking for a spot on the MotoGP calendar, it remains to be seen if the first edition of the Indian GP did enough for the race to stay on the calendar.

5. Title fight thrown wide open

It’s game on in the 2023 MotoGP championship following the Indian GP. Bagnaia’s costly crash dealt a big blow to his championship hopes, as Marco Bezzecchi cruised to a dominant win at the BIC.

Martin’s second place finish means he’s just 13 points behind leader Bagnaia now. Bezzecchi, meanwhile, is 31 points behind Martin.

Also see:

Bezzecchi takes commanding win at first ever Indian MotoGP

On the sidelines of the maiden Indian MotoGP race, we have learnt that Yamaha India intends to launch the twin cylinder R3 and MT-03 in India in December. This is in line with what we exclusively reported earlier this year. 

1.  R3 and MT-03 to come in as CBUs
2. Will rival Kawasaki Ninja 400, Aprilia RS 457
3. Both get a 321cc parallel twin engine

The Yamaha R3 hasn’t been on sale in India since the introduction of the BS6 emission norms in early 2020. Yamaha is now bringing back its parallel twin sport bike and it will also come with its street bike sibling, the MT-03.

The bikes will initially launch here as CBU imports from Indonesia with Yamaha intending to switch to CKD production further down the line. With that in mind, it is fair to expect that these will be expensive motorcycles, with ex-showroom prices starting from above the Rs 4 lakh mark. The previous-gen Yamaha R3 last retailed at Rs 3.5 lakh ex-showroom before and the new bike comes with numerous upgrades including fresh style, LED headlamps and a USD fork.

The MT-03 has never been sold in India before this and it is effectively the naked version of the R3 with a similar main chassis and the same 321cc parallel twin engine that produces 42hp.

The Yamaha R3 and MT-03 will both be retailed out of the company’s premium Blue Square dealer network.

Also See:

Upcoming Royal Enfield Himalayan 452 to get 40hp engine

Aprilia RS 457 pre-bookings open soon

After a delayed start due to unseasonal rain, the first ever MotoGP Sprint race in India saw Prima Pramac Racing’s Jorge Martin take a dominant victory, leading every lap and crossing the chequered flag 1.4 seconds ahead of fellow Ducati rider Francesco Bagnaia.

1. Marc Marquez completed the podium.
2. Turn 1 incident marred pole-sitter Bezzecchi’s race
3. Brad Binder was the top KTM rider in 4th

Disastrous Sprint for Mooney VR46

Having spent all weekend establishing itself as the strongest team at the Indian GP, the Mooney VR46 squad had a disastrous sprint race, with both its riders involved in a turn 1 incident on lap one. Having gotten a strong start from 4th place, Luca Marini left his braking a little too late and ended up slamming into the rear of teammate and pole-sitter Marco Bezzecchi. The former crashed out, while the latter was pushed wide and dropped to last position, before making an impressive recovery through the field to finish in 5th. Despite his salvage effort and the 5 points it earned him, Bezzecchi sees his gap to the championship lead grow to 69 points.

Martin stamps his authority

As the dust settled from the turn 1 incident, it was Jorge Martin who emerged in the lead, and he held that position for the entirety of the race. He was followed by Ducati Lenovo man Francesco Bagnaia, who gradually dropped back over the course of the race, before slightly reducing the gap towards the end. The Italian continues to lead the world championship standings, but sees his lead cut down to 33 points by a hard-charging Martin.

Mixed fortunes for Repsol Honda

Rounding out the podium was Repsol Honda man Marc Marquez, who resisted race-long pressure from Red Bull KTM rider Brad Binder to hold onto 3rd place. A strong showing for the Japanese manufacturer thus far was slightly dampened when Joan Mir failed to capitalise on his second row starting position, crashing out at turn 3 soon after having run wide at turn 1 and lost 4th position.

Heading into tomorrow’s 21-lap main race, Bezzecchi will once again set off from pole position, ahead of Bagnaia and Martin. Full qualifying results are available here. Marini, meanwhile, has been diagnosed with a broken collarbone after today’s crash, and will miss the rest of the weekend.

Honda has launched Repsol Editions of the Dio 125 and Hornet 2.0 for Rs 92,300 and Rs 1.4 lakh, respectively, which will be sold via its Red Wing outlets. Both models have been introduced just ahead of the MotoGP race in India this weekend.

Honda says that the new Repsol graphics represent the brand’s rich racing legacy. Both models come with a dual-tone colour combination of Ross White and Vibrant Orange with Repsol-style graphics that have been one of the most popular editions for Honda.

The Honda Dio 125 comes with a 123.92cc, 4 stroke, single-cylinder engine that’s BS6 Phase 2 compliant and puts out 8.3hp and 10.4Nm. It comes with Combi-Brake System (CBS) with Equaliser, a 12-inch front wheel with telescopic suspension and a three-step adjustable rear suspension.

The Hornet 2.0 Repsol comes with a 184.40cc, 4 stroke, single-cylinder engine that churns out 17hp and 15.9Nm, and comes with a new slipper clutch. It also gets dual petal disc brakes with a single-channel ABS.

Also See:

Upcoming Royal Enfield Himalayan 452 to get 40hp engine

Aprilia RS 457 pre-bookings open soon

Speaking to us ahead of the inaugural MotoGP race in India, Monster Energy Yamaha rider Franco Morbidelli discussed an array of topics, ranging from first impressions of the Buddh International Circuit, to the current state of affairs at Yamaha, and MotoGP technical regulations.

Having clinched the rider’s world championship with Fabio Quartararo in 2021, the factory Yamaha squad has since seen a downturn in results, with Quartararo failing to defend his title last year, and languishing down in 11th place in this year’s championship standings. In that time period, Yamaha has gone from fielding four bikes in MotoGP (an extra pair in the RNF Yamaha independent team), to just the two bikes in the factory squad. When asked about how this has affected bike development, Franco Morbidelli said it wasn’t a very influential factor. 

Yamaha’s performance struggles in recent times

In his words, “The problems that we are facing this year are similar to the previous years. For sure, when you’re struggling, more data can help you. So I think having more riders at your disposal can help for sure. But our problems have remained the same – it’s not the factor that has affected us this year. Over the last few years, it’s been Quartararo who has been able to push through and overcome the weakness of the package. This year, maybe that’s happened less and the two of us are more in the same boat.”

Another factor that Yamaha’s struggles have been attributed to is the factory’s continued use of an inline-four engine configuration – with the departure of Suzuki from MotoGP at the end of last year, the Yamaha YZR-M1 is now the only remaining inline-four cylinder motorcycle on the MotoGP grid (all the 4 other manufacturers use a V4 engine layout). However, once again, Morbidelli says that the issue isn’t necessarily down to engine configuration.

“Everybody else is racing a V4 engine, but Yamaha has great history with the inline-four. They have been able to win many championships and races with this configuration. I’m not an engineer and I don’t know in detail the positives and negatives of the two structures, maybe I’ll be able to tell you better next year (cheekily referring to his departure from Yamaha to Prima Pramac Ducati at the close of this season). But I believe that there is more potential or power in this, to reach the top even with an inline-four. Right now, our engine is still not on the level of our competitors, and actually this year we lost some rideability to add the extra power we’ve found this year. So the engine has become more nervous, more angry. Yes, it delivers more power, but to get that, we gave away some rideability.” said Morbidelli.

First impressions of Buddh International Circuit

Speaking about his first impressions of the Buddh International Circuit, the Italian says “The track is wonderful. Elevation changes, tricky corners, banking, it looks like an exciting track and I’m sure it will be tomorrow on the bike as well. I think turn 10 should really suit the Yamaha, that’s a corner where our bike should work well.” However, it was not all good news. “The only thing is that in some places the run-off area is a cause for concern. Turn 2 is a corner where we will be carrying a lot of speed and the run-off area is pretty short, turn 4 – we arrive there at a very high speed and the run-off area is very short. Turn 12 is a very fast right, and that’s also an area of concern.” said Morbidelli. Changes have been made to various areas of the track after the FIM visited the BIC earlier this year, but the majority of riders have still expressed concern over the run-off areas in a few spots. That said, the overall level of safety would still appear satisfactory enough for the race weekend to go ahead as planned.

Aerodynamics in MotoGP: good or bad?

As MotoGP makes its debut in India, aerodynamics continues to be a big talking point in the series. With a 1km+ back straight, the BIC features the 6th longest straight on the MotoGP calendar, and aerodynamics could play a big role here. Speaking about what effect the winglets and various other aero appendages have had on MotoGP machines, Morbidelli confidently states that they are definitely more of a help than a risk.

“I like aerodynamics on the bike. Aerodynamics go against the top speed, but it helps in many other areas, especially in terms of controlling wheelie, so it’s a give and take. Aerodynamics change the whole character of the bike. These bikes are very powerful, very peaky, very angry. And as soon as you put aerodynamics on them, they relax, and they are more rideable. The rider is able to extract more from the package. Every aerodynamic item that the engineers put on the bike actually helps settle down the bike and control the huge power.” said Morbidelli.

He then went on to give a practical explanation of how the downforce-generating wings are making the sport safer – “The biggest impact is that up until a few years ago, braking with MotoGP bikes was very tricky. In many braking zones, you would reach the braking point with the front tyre either entirely up in the air, or feeling very light. It was very important for the rider to be careful of the front tyre before braking, and make sure it was really on the ground before braking. Now this is an issue that has completely gone away, because the faster you go, the harder the wings are pushing the front tyre into the ground, so that improves the comfort during braking very much, also improving safety.”

Morbidelli will compete in practice sessions, qualifying, a sprint race and the big blockbuster main race on Sunday, along with the rest of the MotoGP grid. You can read all about the very first Indian MotoGP round here.

Mahindra XUV300 pricing updates

Talking about price cuts, the W6 AMT is now available for a fresh price of Rs 10.70 lakh – reduced by Rs 15,000. The W8 (O) manual and AMT trims are also marginally cheaper at Rs 12.60 lakh and Rs 13.30 lakh, with prices dropping by Rs 8,000 and Rs 7,000, respectively. 

Mahindra has decreased prices for the 1.2-litre, 3-cyl turbo-petrol options across the board, barring the base W4 trim, which sees no changes in its price. The W6 trim sees the biggest price cut of Rs 21,000 (now priced at Rs 10.50 lakh), while the W8 (O) variant sees a price drop of Rs 18,000 with the new price set at Rs 13 lakh.

The W8 variant, now available at a price of Rs 12 lakh, sees a Rs 2,000 deduction when compared to the original price.
 

Mahindra XUV300 diesel prices

The XUV300 W4 manual diesel variant is now Rs 31,000 more expensive, with the revised price being Rs 10.21 lakh. The manual variant of the W8 (O) trim sees a price hike of Rs 2,000 and is now available for an ex-showroom price of Rs 13.92 lakh, while its AMT variant sees no changes in its price.

Meanwhile, the rest of the variants see marginal price cuts. The W6 AMT and W8 MT Sunroof variants both see a price cut of Rs 5,000 each, with new prices of Rs 12.30 lakh and Rs 13 lakh, respectively. Finally, the W6 manual sees a marginal price cut of Rs 3,000 with a revised ex-showroom price of Rs 11 lakh.
 

Mahindra XUV300 facelift due soon 

We expect Mahindra to continue with the same powertrain options as the current-gen XUV300, but there’s been no word on whether they opt for updated transmission options in the XUV300 facelift. Currently, the XUV300 is available with a manual and an AMT transmission.

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Tata Nexon.ev Fearless+ offers the most bang for the buck as it comes loaded with many features.

Published On Sep 19, 2023 09:00:00 AM

Tata Motors has launched the Nexon.ev at Rs 14.74 lakh for the entry-level Creative+ MR. The top-spec Empowered+ LR variant is priced at Rs 19.94 lakh. The Nexon.ev has two battery pack options – a 30kWh Medium Range (MR) and a 40.5kWh Long Range (LR).

Tata Nexon EV facelift powertrain, variants explained

The Nexon.ev is available with a permanent magnet synchronous motor (PMSM) that produces 129hp in the MR variants and 145hp in the LR variants. Torque output for both variants remains the same at 215Nm, which is up to 38Nm down from the outgoing model. The Nexon.ev comes in three core trims – Creative, Fearless and Empowered. Each trim gets its own special colour option – Creative Ocean, Fearless Purple and Empowered Oxide. These trims also get optional packages denoted by a ‘+’ suffix.

Here’s what you get in each trim:

Tata Nexon.ev Creative+ – Rs 14.74 lakh

Powertrain: 192hp PMSM motor with 30kWh battery

• Dual-function Daytime running lamps
• LED tail lights
• Express cooling
• Height-adjustable driver’s seat
• Powered tailgate
• Touch-based HVAC controls
• Umbrella holder in front doors
• 7.0-inch touchscreen
• 4 speakers
• Android Auto, Apple CarPlay
• Steering-mounted controls
• Image and video playback
• 7.0-inch digital instrument cluster
• 6 airbags, ESC
• 3-point seat belts for all passengers
• Connected car tech
• Keyless go
• Reverse camera
• TPMS
• Hill ascent control
• ABS with EBD

Tata Nexon.ev Fearless – Rs 16.19 lakh-18.19 lakh

Powertrain: 192hp PMSM motor with 30kWh battery/ 145hp PMSM motor with 40.5kWh battery

In addition to Nexon.ev Creative+, it gets

• 10.25-inch touchscreen
• 4 speakers and 4 tweeters
• Wireless Android Auto, Apple CarPlay
• 10.25-inch digital instrument cluster with navigation
• Projector LED headlights
• Front fog lamps with cornering function
• Sequential turn indicators
• 16-inch alloy wheels
• Rear AC vents
• Height adjustable front seat belts
• Electrically adjustable wing mirrors with auto-fold
• 45W USB chargers
• Hidden rear wiper and washer
• Rear defogger
• Leatherette steering wheel
• Cooled glove box
• Electronic parking brake (LR only)
• Auto vehicle hold (LR only)

Tata Nexon.ev Fearless+ – Rs 16.69 lakh-18.69 lakh

Powertrain: 192hp PMSM motor with 30kWh battery/ 145hp PMSM motor with 40.5kWh battery

In addition to Nexon.ev Fearless, it gets

• Arcade app suite
• Fabric-lined grand centre console with armrest
• Wireless charger
• Hill descent control

Tata Nexon.ev Fearless+ S – Rs 17.19 lakh-19.19 lakh

Powertrain: 192hp PMSM motor with 30kWh battery/ 145hp PMSM motor with 40.5kWh battery

In addition to Nexon.ev Fearless+, it gets

• Voice-assisted sunroof
• Auto headlights
• Auto wipers

Tata Nexon.ev Empowered – Rs 17.84 lakh

Powertrain: 192hp PMSM motor with 30kWh battery

In addition to Nexon.ev Empowered, it gets

• Air purifier
• Ventilated seats
• Charging indicator in front DRL
• Auto-dimming IRVM
• Rear seat centre armrest
• 360-degree camera
• JBL-tuned speaker system
• Blind spot monitor
• Front parking sensors

Tata Nexon.ev Empowered+ – Rs 19.94 lakh

Powertrain: 145hp PMSM motor with 40.5kWh battery

In addition to Tata Nexon.ev Empowered, it gets

• 12.3-inch touchscreen
• Emergency and Breakdown call assist

While the base-spec Creative+ trim gets many nice features, it’s the Fearless+ trim that offers the most bang for the buck. It gets a larger 10.25-inch touchscreen with wireless Android Auto and Apple CarPlay, Arcade app suite, wireless charger and more. Moreover, the Fearless+ trim is also available with the Medium Range and Long Range powertrains. 

Tata Nexon.ev rivals

As before, the Nexon.ev continues to rival the Mahindra XUV400 EV (Rs 15.99 lakh-19.39 lakh), MG ZS EV (Rs 23.38 lakh-27.90 lakh) and Hyundai Kona Electric (Rs 23.84 lakh). The pre-facelift Nexon EV won our comparison test with the XUV400 as it offered much more in terms of features. This continues as the Nexon.ev now has many more features with a very marginal price hike over the pre-facelift model. 

Also see:

Tata Nexon facelift price, variants explained

Tata Nexon, Nexon EV facelift colour options detailed

Copyright (c) Autocar India. All rights reserved.

With the recently launched Nexon EV facelift, Tata Motors further demonstrated how it is continuously evolving its electric vehicles. The updated SUV uses an entirely new electric motor, which is likely the same one that will propel its upcoming Gen 2 EVs. And it’s the inherently more adaptable nature of EVs, compared to ICE cars, that’s allowed the brand to do this, according to Anand Kulkarni, chief products officer and head of HV programs, Tata Passenger Electric Mobility.

EVs are easier to upgrade than ICE cars

“Electrification gives you a certain freedom, it gives you certain flexibility,” Kulkarni said in an interview with Autocar India. “You can choose to be slow about it. But if you really want to be quick and agile, then that’s also possible.” This was part of a bigger discussion about how the Nexon EV has already evolved so much from its original launch avatar, which hit the market only as recently as January 2020.

Even before this latest facelift, the Nexon EV in that short three and half years gained a larger battery option, the addition of selectable regeneration modes, more power and torque, longer range, a more powerful AC charger, and various other quality of life and feature upgrades. And with this facelift, it also gained V2V and V2L reverse charging, revised battery management and cooling algorithms, a more aerodynamic body, increased regen, more efficient tyres and the aforementioned new motor.

Speaking of the motor, while its power and torque outputs are not significantly different, it is said to contribute significantly to 7.5 percent better efficiency overall. It’s 20kg lighter and more compact, plus it’s quieter, despite spinning faster (16,000rpm compared to 12,000rpm of the old motor). But it’s the next round of electric vehicles – Generation 2 in Tata speak – that will be the most significant.

“I would say it is an evolution from Gen 1 to Gen 2,” Kulkarni said of the latest Nexon EV. “I wouldn’t put a number on whether it is 1.5 or 1.7, but the point is to keep on evolving to meet customer expectations.”

Tata Gen 2 EVs: next-gen batteries, but also petrol engines

While Gen 1 models are ICE models with small, inexpensive modifications to accommodate electrification, Gen 2 cars will have significantly retooled floor plans that allow for larger, more advanced batteries, new-gen motors and even dual motors with AWD – as will be the case with the Harrier and Safari EVs.

“When you get into Gen 2, you make significant changes to the underfloor and therefore you are able to expand the size of the battery, as well as, more importantly, you are able to go format agnostic,” Kulkarni said. “Meaning, you are no longer constrained to use only a certain type of battery. For example: cylindricals would lend themselves most easily to Gen 1, but you could then start using prismatics, or you could then use large-format cylindricals. The choices open up. And that’s with Gen 2 itself; not even Gen 3.” 

However, the important thing to remember about the Gen 2 cars is that while they are frequently spoken of as EVs, they will also have petrol powertrains. Some Gen 2 cars will be based on today’s ICE models, like the Punch EV, Harrier EV and Safari EV. However, two all-new models – the Curvv and Sierra – will be Gen 2 EVs from inception, and will also get petrol engines, as was shown at Auto Expo 2023.

“You can make the Gen 2 compatible with a large number of other power propulsion systems, and Gen 2 could therefore be a platform that can use ICE power plants as well,” he said. “And what we have showcased in Sierra, for example, and the Curvv; those are Gen 2 products and they are going to be backward compatible.” 

3-generation approach benefits both Tata and consumers

In many ways, then, the Gen 2 models will act as the perfect bridge between ICE and EV models – a hybrid platform, rather than a hybrid vehicle. But if Gen 2 itself brings so many advantages, is there even a need for Gen 3? Absolutely, says Kulkarni, because a born-electric skateboard platform has inherent benefits. 

“When you go to Gen 3, apart from the battery choices, you can also make some fundamental changes to the underlying architecture, which not only gives you a significant amount of space for the battery, but also the ability to leverage space inside the cabin for more comfort and spaciousness, and to give you, therefore, more features that you would want.”

The advantages of the three-generation strategy are plain to see. The quick conversions of Gen 1 allowed Tata Motors to move quickly and beat rivals to the EV punch, while the flexibility of Gen 2 will allow a gradual push into newer tech, at the same time keeping ICE alive for the transition phase. Subsequently, this will give Tata enough time to develop Gen 3 properly behind the scenes, launching it when the market has evolved a bit more. 

Also see:

Auto Expo 2023: Tata Harrier EV concept to go on sale by 2024

Nexon EV facelift review: Feels like a generational jump