Valeo and MAHLE are developing a magnet-free electric axle for upper-segment EVs, with a targeted peak-power range of 220–350 kW. The companies say its design could reduce the motor’s production carbon footprint by more than 40% compared with a permanent-magnet motor of equivalent power. That is a company-reported comparison—not proof of lower whole-vehicle emissions or a verified power advantage in an EV on sale.
What Valeo and MAHLE announced
On 14 October 2024, Valeo and MAHLE announced a joint development agreement for an electrically excited synchronous motor (EESM) electric axle aimed at upper-segment electric vehicles. The 220–350 kW figure is the partners’ target peak-power range for the system, not a measured comparison with competitors or a claim about a particular production vehicle. MAHLE’s announcement describes the development and its stated targets.
How the magnet-free motor works
A permanent-magnet synchronous motor uses magnets on its rotor to create a magnetic field. An EESM instead creates the rotor’s field through electrical excitation. In the iBEE approach—short for inner Brushless Electrical Excitation—the design uses brushless excitation and contactless power transmission, avoiding permanent magnets in the motor.
The companies describe a division of work: Valeo brings electric-motor and inverter integration and motor-control expertise, while MAHLE contributes its magnet-free rotor and Contactless Transmitter technology. Removing permanent magnets also removes the motor’s dependence on the rare-earth materials used in those magnets; it does not, by itself, establish that every material or manufacturing impact is eliminated.
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What the CO2 claim does—and does not—mean
Valeo and MAHLE project a production carbon footprint more than 40% lower than that of a permanent-magnet electric motor of equivalent power. Valeo repeats the comparison in its iBEE technology overview. It is a company-reported production-footprint comparison, not an independently verified whole-lifecycle or whole-vehicle emissions result. The reviewed company materials do not provide a complete independent lifecycle methodology, so the percentage should not be read as a guaranteed reduction in an EV’s total CO2 emissions.
Valeo also cited initial targets for an earlier EESM project with a European OEM: 30% higher power density and 30% lower carbon footprint. Those were targets for that separate project, not reported results for the Valeo–MAHLE iBEE system.
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Development status: test bench, not a production-car launch
Valeo says iBEE was first presented at IAA Mobility 2025 and describes the system as operating on a test bench. The available company information establishes development and demonstration, not mass production or installation in a named production vehicle. It therefore does not support treating iBEE as an available consumer product or as an upgrade already delivering more power in cars on the road. MAHLE’s 2024 annual report, published in 2025, also records the development partnership and MAHLE’s magnet-free rotor contribution.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Can it match a permanent-magnet motor?
Eliminating permanent magnets is a meaningful design distinction, but it does not alone establish that an EESM is better overall. A fair comparison with a permanent-magnet synchronous motor would need comparable data on peak and continuous output, efficiency over a real driving cycle, power density and packaging, cooling, durability, production footprint and total system cost. The cited company materials give iBEE’s target peak-power range and a projected production-footprint comparison; they do not provide independent, like-for-like results across those measures.
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The practical takeaway is that iBEE is a promising development aimed at combining high peak output with reduced reliance on permanent magnets. Whether it can match or outperform a permanent-magnet motor in a production EV remains unestablished by the published information cited here.
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