Electric Motors Technology

My first technical podcast. Thank you, Bandhan Goyal, for hosting me for such a thoughtful conversation on your podcast. I truly enjoyed discussing my journey, DriveCore Emobility Systems Private Limited mission, and India's opportunity to lead in rare-earth-free EV motor technology. I hope this conversation inspires more engineers, entrepreneurs, and innovators to build globally competitive EV technologies from India. 🇮🇳 → Why rare earth magnets are a geopolitical risk, an

Suppose you have two choices: 🔋 Option A: Increase battery capacity by 10%. ⚙️ Option B: Improve drivetrain efficiency by 10%. Most EV discussions focus on batteries. But improving drivetrain efficiency often Delivers multiple benefits at once: • More range • Less heat generation • Smaller cooling systems • Lower energy consumption • Reduced vehicle weight A 10% larger battery may Increase range by roughly 8-10%. But a 10% improvement in drivetrain efficiency Improves range

Not for the 1,050 hp figure. I noticed the 0.254 drag coefficient. That is lower than many performance cars. Better aerodynamics can reduce the battery size needs. 0-100 km/h in 2.5 seconds. That is serious engineering. Lower drag means lower energy demand. Four independent motors enable true torque vectoring. Each wheel can receive different torque instantly. It can even switch to pure rear-wheel drive. A 122 kWh structural battery lowers the center of gravity. The 800V arch

I think thermal engineering will become one of the hottest skills in the EV industry. Here's why. Every watt of heat generated is Energy that does not reach the wheels. When we talk about EVs, we often focus on Batteries, Motors, and software. But thermal engineering sits Right in the middle of all three. Thermal engineering directly impacts Battery life, Safety, motor performance, And inverter reliability. As EV power density levels increase and charging speeds get faster, M

I believe future EV buyers may start asking motor-related questions just like today's buyers ask about engines. ⛽Yesterday: "How many cylinders does it have?" 🔋Tomorrow: "What type of motor does it use?" Is it IM, PMSM, BLDC, or SRM? ⛽Yesterday: "What's the engine capacity?" 🔋Tomorrow: "What's the motor efficiency?" ⛽Yesterday: "What's the mileage?" 🔋Tomorrow: "How much energy does the motor consume?" ⛽Yesterday: "How often does the engine need maintenance?" 🔋 Tomorrow: "

Excited to be part of the Ansys seminar, "Engineering at Intelligence: Powering Innovation with Ansys Simulation & AI." 🚀 One of my biggest takeaways was how AI Can transform electric motor development. From accelerating design iterations and Optimizing motor performance to reducing Development time through intelligent simulation, AI is becoming a powerful engineering tool. The overall message was clear: 💡The future of engineering will combine simulation, data, and AI to in

This rare-earth-free Axial SynRM looks practical 👇 We know that High torque needs rare earths. In my motor development experience, Material cost always becomes a bottleneck. For many EV manufacturers, Reducing motor cost is becoming As important as increasing efficiency. A motor that uses fewer critical materials could improve both profitability and supply chain stability. I was reading about the NAFTech project. Typical PMSM uses 20–30% magnet cost. Their SynRM reduces thi

Fraunhofer IISB’s aircraft motor proves it. I was reading this Fraunhofer IISB's Hybrid-electric regional aircraft motor. It built something impressive. The motor of 750 kW, 94 kg Delivering 8 kW/kg Typical EV motors: ~2–4 kW/kg Speed reaches 21,000 rpm. Torque is 350 Nm. Cooling uses direct oil spray. Rated at 65°C coolant. They used NO15 electrical steel. Thickness is just 0.15 mm. This reduces eddy current losses. Hairpin windings improve current density. Also improv

One challenge I constantly see in India’s EV growth is balancing affordability with technology innovation. Customers want lower prices. 💲 At the same time, they expect: • Better range • Faster charging • Premium features • Higher performance Higher battery capacity improves range, but also increases vehicle cost and weight. 🔋 More powerful motors improve performance, but increase system complexity and pricing. 🧲 Customers want affordable EVs With premium expectations. B

I find EV noise engineering surprisingly fascinating. When engine noise disappears, suddenly every small sound becomes noticeable. ✨ Motor whine. ✨ Gear noise. ✨ Road noise. ✨ Wind noise. This is exactly why NVH engineering in EVs is becoming far more challenging Than many expected. In ICE vehicles, engine noise masks many smaller sounds. But in EVs, Silence exposes everything. Ironically, making a vehicle feel “silent” Requires extremely complex engineering. Even small gear

China controls a major share of the Global rare earth magnet supply. Now imagine EV demand growing Faster than magnet availability. Rare earth magnets are critical to High-power-density PMSM motors Used in many EVs today. That is exactly why rare-earth-free Motors are becoming- Increasingly important for the- Future of electric mobility. The next EV revolution may not be driven by batteries alone. It may be driven by Motor technology, Material innovation, and Supply

We have the engineers, the market, and The demand to build every single one locally. The gap isn't technology. It isn't talent either. I've worked with engineers in Shenzhen and Chennai. The capability is identical. So what's actually different? 🔹 China has an ecosystem. Suppliers, simulation tools, test labs, and motor designers — all within 50km of each other. 🔹 India has islands. Brilliant engineers, separated by broken supply chains, Imported tools, and very less motor-

One moving part. No engine noise. Looks easy from the outside. An internal combustion engine feels mechanical. An EV motor feels electromagnetic. And that changes everything. Every EV motor mainly has two parts. The stator remains stationary. The rotor keeps rotating. But the actual power comes from Something invisible. - Rotating magnetic field. That magnetic field controls speed, torque, Efficiency, and vehicle response. The inverter plays a huge role here. Batteries supply

I caught up with Ajith Kumar AL recently Intrigued by his Ather smart scooter. Here’s what he shared and what I felt. After 15000km, His first feedback felt very genuine. “Still happy after two years.” I tried Eco, Ride and Warp. ⚡ Warp mode instantly changed my mood. Throttle response felt sharp yet controlled. Reverse mode felt surprisingly refined. The touchscreen felt very refined. UI transitions felt smooth and responsive. Every switch felt thoughtfully placed. OTA updat

I never saw modular design this aggressively. 16% higher specific power. 20% smaller packaging. One platform. Multiple outputs. Better thermal performance. Hyundai Mobis is turning EV scalability- Into an engineering advantage. Most EV users see battery capacity. But PE systems define driving experience. PE system means motor, inverter, and reduction gear. Basically, EV’s complete propulsion backbone. Hyundai Mobis now developed three architectures. 120kW for compact mobil

We know that High torque needs rare earths What if we remove them completely? Yes, this Axial SynRM looks practical 👇 In my motor development experience, Material cost always becomes a bottleneck. I was reading about the NAFTech project. Typical PMSM uses 20–30% magnet cost. Their SynRM reduces this to near zero. First, why and what is a rare earth? Like neodymium and dysprosium. They give high magnetic strength. But prices are volatile. Supply chains are concentrated glob

More speed. Less material. Better efficiency. 30,000 rpm motors are not future talk. They are already entering mass production. I came across this PUMBAA update recently. It got me thinking deeply. Most EV motors peak near 6,000 rpm. Beyond that, torque starts dropping. That limits high-speed acceleration. Now imagine pushing 30,000 rpm. System design changes completely. Higher speed means smaller motor size. Less copper and magnet needed. Even core material reduces significa

I am excited and proud to be part of the launch of Royal Enfield's Flying Flea C6 🏍️ As motor team lead, happy to share the insights of our integrated motor defining vehicle dynamics and rider experience. 🧲 Peak motor power reaches 15.4 kW. Belt drive ensures smooth delivery. 🧲 0–60 kmph in 3.7 seconds. Top speed reaches 115 kmph. Consequently, the vehicle range is 154 km in Indian Drive Cycle. Traction control and ABS features enhance rider safety. High voltage reduces

750 kW, 94 kg delivering 8 kW/kg Hairpin windings are redefining motor design. Fraunhofer IISB’s aircraft motor proves it. I was reading this Fraunhofer IISB's Hybrid-electric regional aircraft motor. It built something impressive. The motor of 750 kW, 94 kg Delivering 8 kW/kg Typical EV motors: ~2–4 kW/kg Speed reaches 21,000 rpm. Torque is 350 Nm. Cooling uses direct oil spray. Rated at 65°C coolant. They used NO15 electrical steel. Thickness is just 0.15 mm. This redu

After working with PMSM and BLDC motors, I see this clearly— PCB stators in axial-flux designs may redefine torque density and cooling. Electric motors account for over 50% of global electricity consumption. That’s right — from cars 🚗 to HVAC systems 🌬️, they’re everywhere. So every gram, watt, and degree of efficiency matters. 🧠 Let’s understand a breakthrough that’s reshaping motor design — The Axial-Flux Motor with a PCB Stator. 🔍 What’s inside a motor? Every motor has