After four years of intense research and development, Saietta is ready to revolutionise the Indian market with its new partnership with Padmini VNA. The company’s patent-pending Axial Flux Technology (AFT), with liquid cooling, aims to replace the 110 cc IC engines in motorcycles in the country. We talk to Wicher Kist, CEO and Graham Lenden, Chief Commercial Officer of Saietta, to know more about the AFT technology and the company’s plans for the country.

How do you evaluate the Indian two-wheeler market?

Wicher: India’s two-wheeler market is one of the biggest opportunities on the planet. During our visits to India and China, we observed that while in Shanghai people preferred mopeds, we saw car and bike parks full of 110 cc motorbikes in India. We tried to understand his trend and set out on a mission four years ago to develop the perfect motor to replace the 110 cc engines in India. This led us to develop an efficient motor that can ultimately work with swappable batteries. We have used cheap ingredients and chosen what we believe is the right topology. Looking back at the early days of Formula E, we realised Axial Flux technology is the most efficient technology but is extremely expensive. So, Saietta went on a mission to bring AFT to the mass market, and the collaboration with Padmini VNA has assured us that we got it right. For example, if Delhi would switch to eight kilowatts electric motorbikes and scooters with the same swappable batteries, we believe that one could switch batteries for less money than what they pay for fuel per month. This technology has already been proven by Gogoro in Taiwan. The one segment where leading technology solution providers and the government need to work together is to clean up the air in large cities by building docking stations. We need docking stations on every street corner.

India doesn’t have a standard battery technology. Do you think it will be a limitation in the large scale deployment of swappable battery technology?

Wicher: I think we are three years away from achieving the standard battery technology. Companies like Sun Mobility, Greenfuel, Panasonic and many more have already started work in this regard. For example, in Japan, vehicle manufacturers are signing agreements to develop the same battery cartridges. At Saietta, we focus on providing extremely affordable eight kilowatts powertrain solutions to support the electrification with our partner Padmini in India.

Graham: We believe that the recent memorandum of understanding signed between Hero MotoCorp and Gogoro for smaller bikes will fast track the swappable battery solution for India in terms of infrastructure.

Considering the condition of the Indian roads and the high payload Indian households carry on a motorbike, do you think there is a need to offer a customised solution for the Indian bikes?

Wicher: We have fine-tuned the motor to carry higher payloads so that Indian families can still commute like they do today.

Graham: The duty cycle of an Indian motorcycle is less than 25 kilometres in a day carrying heavy payloads in high ambient temperature. So, to answer all these criteria, we created a motor with very high torque and for the first time, with liquid cooling to help keep the motor temperature low and maintain a high continuous power. So, at Saietta, we have managed to engineer water cooling at the right price for the first time in this segment, helping us improve efficiency and allowing us to use a smaller battery to reduce weight and cost. The final thing is the price; we have been rigorous at designing the motors to be manufactured at a price suitable for the Asian market.

The low voltage is a critical aspect of these motors as we believe that these motorbikes will not be serviced by franchise trade but by individuals who are not trained in high voltage. If you deliver high-voltage motors to untrained electrical personnel to service, then you have a real safety problem on your hands. So, we’ve instead designed it at low voltage to deliver the efficiency required at a price needed while maintaining the high torque and constant power, and ease of use and maintenance.

You have moved from a DC motor to an AC motor with the second-generation AFT motor. Can you explain the changes and the advancements made with the second-generation motor?

Wicher: The first-generation DC motor was more of an industrial application motor. So, we looked at the technology and realised that the motors for the Asian market cannot have brushes given the hot climate. So, the first generation was a learning exercise, where we sold small volumes but always knew that we had to start from scratch for mass-market adaptation of AFT, which we have been doing over the last four years.

So, you mentioned liquid cooling and the use of cheap materials. Can you elaborate on the reliability?

Wicher: I’m a big fan of the lean principles. Eighty percent of the cost is defined on the drawing board, and we knew what the market wanted. So, we define the specification and design a product which we believe is capable of low-cost, mass market production. Reliability is number one and will always stay number one. Still, the beauty is because it’s a pancake-shaped motor, so it’s a bit bigger in diameter and a bit flatter, making it easier to integrate into a motorbike. Also, the high torque helps us delete the transmission, which reduces the overall vehicle price.

Graham: Our motors deliver the power and torque required at low rpm compared to our peers which ensures less wear and tear on the motor, helping extend its operating life, and hence reducing cost of ownership. We have developed this technology because this is fundamentally a commuter tool and reliability is key. It’s not just the low-cost materials, but it’s also the way that it goes together. We know that one can assemble this motor in a highly automated way in mass volume.

You mentioned the idea of ‘designed in the UK and manufactured in India’. Can you elaborate on your plans to produce in India?

Wicher: We plan to have a base production plan at Padmini to cater to the smaller players, but we also offer to set up mini plants for the more prominent players based on their requirements. Over the years of working in the industry, we have learnt that when a vehicle manufacturer wants our technology, we add value to them from the first meeting by working together to integrate the product into their bike and help them reduce the overall components. Then the tailor-made designs are prototyped with the demo fleets built for durability testing. Our durability centre in the UK can run the motor 24x7 to build customers’ confidence in the product, helping iron out any possible defects or reliability concerns before the product goes into production. So, in the future, the aim is to have several plants across India producing Saietta’s technology.

We have seen multiple manufacturers moving away from conventional motors and starting development on the axial flux motors. Can you explain the recent advancements made in the axial flux technology contributing to this rise in its adaptation, and how do you plan to stay competitive with it?

Wicher: The ability of the technology to provide a better range from the same battery while being compact in size is the primary reason. At Saietta, we believe that our technology will provide the client with the most cost-effective option while taking them further down the road. This will help in the natural migration of the clients towards our technology. We recently achieved 10 percent more range from a battery pack without regen during one of the application tests. For India, we have the same plan. We are already converting a couple of bikes for a demo. These will be available at Padmini later in the year for 2-wheel OEMs to experience the advantages of our motor and our patent pending technology.

Can the AFT technology be used to create a 200-250 cc replacement motor?

Wicher: We are developing an 800 volts version for a specific client in Asia that is a similar size as an AFT 140 but making more than 160 kilowatts of power. If the client’s application wants high voltage, we can build it to make it feel like a 250 to 350 cc, but the bottleneck is often battery technology. The battery has a certain limitation on current. Therefore, the marriage between the right battery technology and the powertrain can tune the AFT 140 to make it feel like a 250 cc, while with an AFT 110, we can fine-tune it and bring the cost down further for the 110-cc market segment. If you look at the international scene, Saietta focuses on two categories: L3E (Motorcycles) and L7E (Quadricycles).

Has the use of liquid cooling impacted the weight of the motor?

Wicher: As the liquid is heavier than the air, we have observed an increase in weight, but that has not impacted the motor negatively. So, we believe that it is a good compromise to introduce liquid cooling and manage the additional weight for the longevity of the motor and the inverter. Also, an electric water pump is extremely cheap because most Asian motorcycles are already water-cooled with a small radiator and a water pump. As you know, this is also a speciality of our new partner, Padmini.

Are you going to cater to other applications as well?

Wicher: The time has arrived to think about the electrification of vehicles for agricultural and humanitarian applications. We feel that companies need to start thinking about using solar panels to replace diesel generators in the agricultural sector and help purify air quality in big cities and countries. (MT)

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Bengaluru-based electric vehicle maker Ola Electric is set to host its annual event ‘Sankalp’ on 15 August, at its Gigafactory in Krishnagiri, Tamil Nadu.

At the event, the company shared that it will unveil its ‘India Inside’ vision across products and technologies. This year, Ola Electric has made its event public inside the Gigafactory, which will be live-streamed on its official channels with more details to be announced soon.

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Pune-headquartered automotive major Force Motors has unveiled Force iPulse, its new connected vehicle platform designed to enhance operational intelligence and vehicle lifecycle management.

Developed in partnership with Intangles, the platform uses state-of-the-art artificial intelligence (AI) and hybrid analytics to provide insight into vehicle performance. It continuously analyses high-resolution data to predict issues, enabling the early detection of performance problems and component failures.

Unlike traditional monitoring systems, Force iPulse goes beyond simply reporting faults. It performs root-cause analysis on key subsystems, including the engine, powertrain and electrical and thermal systems, allowing for proactive intervention to prevent unplanned downtime. This enables fleet operators to make precise, data-backed decisions.

Prasan Firodia, Managing Director, Force Motors, said, “At Force Motors, we believe in value-driven innovation, and this launch is yet another step in our mission to deliver superior, intelligent mobility solutions. Force iPulse is more than just a technological solution—it is a business enabler for our customers. It brings in transparency, improves efficiency, and ensures safety across operations, thereby equipping our customers with complete control over their fleet operations. We are confident that this new initiative will be well appreciated by both our customers as well as our partners and help take us another step forward in delivering our promise of customer delight.”

The platform, built on a secure cloud-native architecture, provides access to real-time and historical vehicle data on both mobile and desktop devices. It offers a unified view of operations, helping fleet managers detect inefficiencies, enforce best practices and optimise the total cost of ownership.

Furthermore, to support the new technology, Force Motors has established an Intelligence Command Centre at its headquarters in Pune. Manned by diagnostics experts, the centre provides remote vehicle monitoring, alert management and expert guidance. This is backed by a 24x7 support infrastructure.

Force iPulse is now available across Force Motors’ network of more than 300 dealerships. It will be a standard feature on all new commercial vehicles and can also be fitted as a certified aftermarket solution.

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California-based e-mobility company Faraday Future Intelligent Electric has commenced the trial production phase of its new FX Super One electric MPV at its Hanford facility.

The phase will focus on validating production processes, workflows and quality standards. Factory engineers and staff are also undergoing training to prepare for full-scale production. The next stage will involve engineering validation, including safety testing.

Unveiled in Los Angeles on 17 July, the FX Super One features Faraday Future’s Super EAI F.A.C.E. interface and its 6x4 Embodied AI Agent architecture. The model is positioned as a premium alternative to traditional large SUVs like the Cadillac Escalade.

The company has invested around USD 300 million in its 1.1 million-square-foot Hanford facility, which could be scaled up to produce over 30,000 vehicles per year with further funding and permits. The plant may also support multi-model assembly lines.

Faraday Future recently secured USD 105 million in new funding, expected to cover most of the FX Super One’s launch costs.

Founded in 2014, the company aims to disrupt the automotive industry by creating a user-centric, technology-first and smart driving experience.

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German tier 1 supplier Schaeffler has developed a hands-free access sensor that allows users to open and close vehicle trunks or sliding doors with a foot motion, without needing to press a button or use a remote. Based on Doppler radar technology, the system enables keyless and contactless vehicle access.

According to Matthias Zink, CEO Powertrain & Chassis, Schaeffler AG, “With the expanded portfolio of the Powertrain & Chassis Division, Schaeffler is positioning itself as a new provider of innovative sensor solutions for body applications. The hands-free access sensor is an example of Schaeffler’s growing, complementary product range following the merger with Vitesco Technologies – and marks another step toward our goal of becoming the world’s leading Motion Technology Company.”

The sensor activates when a person enters the radar field beneath the rear of the vehicle. It detects foot movements and analyses both speed and direction within a 60-centimetre range. Artificial intelligence is used in the calibration process, adapting the system to different vehicle models to improve detection accuracy and reduce false triggers.

Production of the sensor began in Europe at the end of 2024 for major automotive manufacturers.

Leif Reinhold, Head of the Powertrain Solutions Business Division at Schaeffler, responsible for the company’s sensor portfolio, said. “Schaeffler’s hands-free access sensor is a key component in the vehicle for intuitive access and also highlights our expanded sensor expertise in the market. We have been producing the hands-free access sensor in volume since the end of 2024 – in Europe, for major European automotive manufacturers. We also see additional growth potential in North America and China.”

Operating at a 24 GHz frequency, the sensor maintains performance in various weather conditions and temperatures ranging from –40 to 105 degrees Celsius. It connects to vehicle systems via a LIN interface and is suitable for various body styles including SUVs, minivans and sedans.

The sensor can be mounted either on the bumper or the chassis and is compatible with vehicles fitted with or without a trailer hitch. Installation involves a single screw-in component, removing the need for extra clips, brackets or antenna runs.

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