R Velusamy, President of Automotive Technology & Product Development at Mahindra & Mahindra, reveals that when it comes to the Thar ROXX, the real comparison isn't with the 3-door Thar, but with the more formidable XUV 700. Speaking to T Murrali, he says the team reduced the ROXX's weight compared to the 3-door Thar, added a softer suspension, and used the extra space to introduce premium features and advanced technology, making it a mainstream SUV. Edited excerpts:
What challenges did you encounter while providing engineering solutions for the Thar ROXX design?Transforming the 3-door Thar into the 5-door Thar ROXX required significant engineering adjustments, primarily due to the addition of an extra door on each side. Adding these doors meant that the wheel arches needed to be repositioned, which in turn pushed the wheels rearward. We had to carefully determine the optimal seating position, ensuring adequate legroom while balancing the vehicle's overall design. This shift increased the wheelbase by 400 millimeters, from 2,450 to 2,850 millimeters, resulting in a longer frame and a larger overall mass.
This increase in mass presented a challenge for the suspension system, as all four springs would need to handle the additional weight. Without addressing this, the springs would become stiffer than those in the 3-door Thar, leading to a harsher ride quality. It was crucial to find innovative ways to reduce the mass significantly; otherwise, the vehicle R Velusamy, President of Automotive Technology & Product Development at Mahindra & Mahindra's ride comfort would be compromised.
We successfully reduced the weight of the ROXX compared to the 3-door Thar while also integrating a softer suspension system. With the additional space, we were able to introduce premium features and advanced technology, elevating the new SUV into a mainstream product.
Could you highlight the key differences and comparisons with the 3-door Thar?
The comparison isn't with the 3-door Thar, but rather with the XUV 700. For context, the unsprung mass of the rear axle is 190 kg, while the front axle's is about 80 kg. Unsprung mass includes the components of a vehicle that are not supported by the suspension system—such as wheels, brakes, suspension links, and control arms—which directly influence the vehicle's ride quality and handling.
We've managed to reduce the weight of the frame to 179 kg, making it 18% lighter compared to any other body-on-frame vehicle in this segment. Unlike competitors using plastic bodies, our vehicle's shell is constructed from metal, with 88% of it made from high-tensile steel.
If we were to use standard steel to achieve a five-star safety rating, the kerb weight would be significantly higher, offering little advantage in terms of weight efficiency. That's why we opted for high-strength steel—to maintain structural integrity while keeping the weight down.
What challenges did you encounter in ensuring that suppliers adopted the new technologies and met the required timelines?
We worked very closely with our suppliers throughout the process. Indeed, there were many challenges; disrupting the industry means there’s no established benchmark to follow.
Our goal was to deliver a driving experience that surpasses that of similar vehicles, but this meant that the systems supplied by our partners couldn’t rely on previous standards.
Since the vehicle is essentially an aggregation of various systems, it was crucial for us to clearly communicate our expectations and collaborate closely with our suppliers to achieve our goals.
The 19-inch wheels on the ROXX look stunning! Can you share what went into the decision to add them and how they enhance the overall design?When you extend the vehicle's length by 400 millimeters and maintain an overall height of 1,923 millimeters, it’s crucial to increase the wheel diameter proportionately to ensure the design remains balanced and cohesive.
The 19-inch wheels were chosen specifically to enhance this proportion, contributing to the vehicle’s commanding presence and aesthetic appeal. Their larger size not only complements the overall dimensions of the ROXX but also adds to its bold, rugged look.
A smaller tyre would have disrupted this balance and wouldn’t have provided the same visual impact, which is why the 19-inch wheels are such a standout feature.
With the increasing amount of electronics in vehicles and the many features you’ve added, what challenges did you face in ensuring compatibility with different systems?
We introduced the Adrenox connectivity system with the XUV 700, then carried it over to the ScorpioN and XUV 3OO, and now we've integrated it into the ROXX as well. While there were certainly challenges along the way, the process has been a progression, refining and adapting the system with each new model. Each vehicle brings its own set of requirements and complexities, but we’ve been able to build on our previous experiences and apply what we’ve learned to ensure smooth integration across our lineup. This continuous evolution has allowed us to enhance the connectivity experience while maintaining compatibility with the different systems in each vehicle.
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