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Bulls to Blu-Smart: Mint's finest narrative journalism so far this year

Bulls to Blu-Smart: Mint's finest narrative journalism so far this year

Mint19 hours ago
Six years ago, I interviewed Isabelle Hasleder, a horse whisperer from Chennai. She helps business leaders communicate with, and understand, horses. A bit of 'horse quotient', she told me, could make people from the corporate world emotionally intelligent.
We can learn immensely from other animals, too, as my colleague Sayantan Bera realized. You are certain to be endowed with 'bull quotient' if you read his profile of Anmol, a big bull that has fathered over 25,000 calves! He goes for morning walks, takes oil massages, eats cashews, almonds, apples, milk and eggs. The rich diet gives his coat an attractive shine, making him photogenic.
This profile, an unusual one, is one of over 100 long reads Mint published in the first half of 2025. Our in-depth reportage mostly chronicles the rise and fall of businesses, and the people leading them. They also narrate the tale of ordinary people, those who get caught in a loop of greed because of the fear of missing out.
For instance, in March, our ace market writer, Abhishek Mukherjee, and Sashind Ningthoukhongjam narrated the tale of newbie investors getting a dose of reality:
Delhi-based insurance sector executive Prateek Verma, 37, says the biggest change his wife has noticed in him over the past few months is that he has become 'weirdly philosophical'.
Can this be attributed to the joys of matrimony?
The markets are a great leveller. Perhaps no corporation knows this better than HDFC Bank. For nearly four years, until a year ago, HDFC Bank's stock did not make any money for its investors. But things have started to change. In April, the bank's market valuation crossed ₹ 15 trillion, a landmark so far achieved only by Reliance Industries and Tata Consultancy Services. T. Surendar's in-depth analysis revolved around whether HDFC Bank can now shake up the pecking order of top global banks.
Reliance Industries, meanwhile, is shaking up the business of soft drinks, and a new cola war is on the horizon. Soumya Gupta, who writes on consumer businesses, invoked nostalgia. Remember the Campa Cola ad from 1983, which featured Salman Khan? It positioned Campa Cola as the drink of choice for the cool, urban rich. They sang in English and partied at sea.
Forty years later, everything has changed. Campa Cola is now just 'Campa'. The party boats in the ads have made way for traditional festivals, desi Indian sounds, and cheering cricket stadiums, with ordinary people sharing plastic bottles of Campa to the tagline 'Naye India Ka Apna Thanda'.
This nationalist rebranding appears to have worked, the story tells us, with supporting data.
Not all is well at Tata Consultancy Services, India's largest IT exporter. In fact, 2025-26 could be the company's most challenging year ever. N. Chandrasekaran, the Tata Sons chairman, once turbocharged the IT company as its CEO. In a move reminiscent of Nandan Nilekani returning to rescue Infosys, Chandra has now stepped in to fix things. Varun Sood, our ace investigative reporter, writes on the confusion within the company. The story ends with a billion-dollar question, just starting to do the rounds. You can't miss it.
Yet another investigation by Sood focused on two companies, one public, the second one private.
Blu-Smart, the private business, once emerged as the third alternative in the ride hailing business, which is dominated by Uber and Ola. It became my go-to cab service for airport trips. The electric cabs were clean, silent and the drivers very well behaved and disciplined. Even on the fast Noida-Greater Noida Expressway, they refused to drive at over 60 km an hour (scary when everyone else is going at 100 km/hr), which would violate company policy. And then, all of a sudden, the business spectacularly blew up.
The problems began at the publicly listed Gensol Engineering Ltd. Sood reviewed financial statements and spoke to many executives to piece together a fascinating account of how Gensol's balance sheet was used to build Blu-Smart's business. A governance puzzle, in short.
A third Mint investigation dived into the world of 'glowing' e-commerce reviews. Many of them are fake, written to manipulate you into buying. To understand the inner workings of this underground network, Shadma Shaikh, who writes on the app economy and digital culture, spent days observing messages being exchanged over nine Telegram and four WhatsApp groups. She found these groups to be hotspots, places where several key players in the network collaborated to manipulate product ratings.
Samiksha Goel, who writes on startups, investigated the workings of Astrotalk, an astrology app. The company claims to have over 41,000 astrologers on its platform, consulting with more than 450,000 daily users. However, Astrotalk's relationship with astrologers has begun to fray.
Mint's conversations with about 15 astrologers, five of whom have left the platform, revealed that in the last few months, Astrotalk has been pushing them to keep customers engaged longer, linking their incomes to their ability to have extended conversations.
'It's like a call centre now and not so much an astrology platform," said one astrologer.
Despite being in an occupation involving predictions, they had all failed to foresee the unfortunate turn of events.
Rich parents, meanwhile, want to cement their child's future. And they foresee an ivy league education as the starting point. But where and when do you begin preparing the kid?
In January 2022, a class nine student from a school in Gurugram met a counsellor seeking guidance on how to get into a top college in the US to study medicine. After laying the groundwork in the first year, the counsellor asked the student to shadow a doctor when she was in class 10. For a reason: the student needed to get up close and personal with blood, guts, warts and faecal matter to understand if these were the sort of delights she wanted to deal with on a daily basis over her career.
Devina Sengupta, who writes on workplaces and education, came up with this engrossing narrative on the rigour a student goes through to gain admission into an elite college. Don't miss an underlying commentary— on how upper-middle-class parents in India think.
A well educated workforce, one that can re-skill and up-skill fast, works for Indian manufacturing, currently in the middle of a disruption because of artificial intelligence (AI).
But the factory of the future isn't just built from steel, sensors, and AI—it's shaped by how thoughtfully we balance human potential and machine precision, Pankaj Mishra writes in this fascinating piece on Wipro. The company is testing a new model: 'Factories that think, workers who adapt, and automation built not to replace humans but to help them excel'.
Yet another story that dived deep into the possibilities of human potential came from N. Madhavan, who writes on the macro-economy. His story, on how Tamil Nadu's government wooed Nike, Crocs, Puma and Adidas, narrates the tale of industrialization spreading to the state's hinterland. That has empowered people from districts previously ignored in India's manufacturing map, particularly women, like never before.
And finally, I would like to draw your attention to the obsession with weight-loss, which is fuelling a drug market worth billions of dollars. Oprah Winfrey and Elon Musk have endorsed them. And though Indian celebrities haven't yet admitted to their use, the mystery slimming of Bollywood filmmaker Karan Johar and TV talk show host Kapil Sharma have drawn comparisons. T. Surendar and Jessica Jani recently wrote on the drama unfolding in 'GLP-1 drugs'—a high stakes patent battle, the rush for generic brands, coming price wars, and a long list of companies who could benefit from the weight-loss gold rush.
There are other terrific long stories this compilation doesn't cover. Do check them out. They all provide what clickbait news does not and cannot—narrative journalism, in-depth reportage and data blended with analysis of top issues from the world of business and technology.
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Xiaomi Founder's Bold EV Bet Is Paying Off Where Apple's Failed
Xiaomi Founder's Bold EV Bet Is Paying Off Where Apple's Failed

Mint

time25 minutes ago

  • Mint

Xiaomi Founder's Bold EV Bet Is Paying Off Where Apple's Failed

(Bloomberg) -- Lei Jun, founder and chairman of Xiaomi Corp., the only tech company to have successfully diversified into carmaking, couldn't resist. Speaking at a triumphant launch event in Beijing late last month for Xiaomi's second electric vehicle, a long-anticipated SUV, Lei pointedly mentioned Apple Inc., which spent a decade and $10 billion trying to make a car before giving up last year. 'Since Apple stopped developing its car, we've given special care to Apple users,' he said, noting that owners of the American giant's iPhones would be able to seamlessly sync their devices to Xiaomi's vehicles. The not-so-subtle dig was followed by a flex: Xiaomi then said it had received more than 289,000 orders for its new sport utility vehicle within an hour of its announcement, more than its first EV, a sedan launched in March 2024. Xiaomi succeeding where Apple failed has burnished Lei's reputation, made his company one of the most valuable in China and shaken up both the tech and automobile industries. The collapse of Apple's moonshot car program has only underscored the effectiveness of Xiaomi's grounded approach, which took inspiration from proven designs from Tesla Inc. and Porsche Automobil Holding SE while staying true to the affordable ethos that's made it a cult brand for Gen Z consumers. Crucially, it also launched into the most fertile EV ecosystem in the world — China. With state subsidies, existing charging infrastructure and a ready made supply chain, Xiaomi had a structural tailwind Apple lacked. Xiaomi declined to comment for this story. Lei and Xiaomi's 'charisma, brand recognition and ecosystem cannot be underestimated,' Yale Zhang, the managing director of Shanghai-based consultancy Automotive Foresight, said. 'It's a big influence on young consumers who have filled their homes with Xiaomi products. When it comes time to buy an EV, they naturally think of Xiaomi.' But building cars is a far more complex, capital intensive challenge than making phones or rice cookers. It requires mastering safety regulations, global logistics and production at scale, all while competing against legacy automakers with long histories and large model lineups. Any international expansion will also require navigating complex geopolitical landscapes. As one of the first tech giants to actually manufacture a car, Xiaomi is in uncharted territory. Apple's car project, internally dubbed Project Titan, failed in large part because it wasn't just an EV — it was at one point an attempt to leapfrog the auto industry with a fully autonomous, Level 5 self-driving machine. Its goals were lofty and the direction constantly shifting, the result being over a decade of effort with nothing to show. Lei, 55, was comparatively stingy with time and resources and staked his personal reputation on the endeavor, claiming that making cars would be his 'last entrepreneurial project.' Xiaomi's public narrative is that Lei and his team learned by visiting multiple Chinese automakers, including Zhejiang Geely Holding Group Co. and Great Wall Motor Co., and talked to more than 200 industry experts in some 80 meetings. The reality is also that he used Xiaomi's reputation as an innovative consumer behemoth to get close to China's large carmakers and pick off their top talent. Geely and its billionaire founder Li Shufu welcomed Lei to the automaker's research institute in Ningbo in the months leading up to Xiaomi's announcement that it would enter the car business to discuss topics, including potential collaboration. It's Geely lore that Lei added the WeChat contacts of many staff at the institute, including then-director Hu Zhengnan. Hu later joined Shunwei Capital Partners, the investment firm co-founded by Lei. Xiaomi headhunters also courted Geely staff intensely, according to people familiar with the matter. While it's common for talent to move between companies in the same industry, it was unusual to see this level of aggressiveness around recruitment, the people said, asking not to be identified discussing information that's private. Geely didn't respond to a request for comment. Hu, known for his love of the German luxury marque Porsche, was one of the team members credited as being instrumental to developing Xiaomi's EV business, Lei said at the SU7 launch in 2024. Lei added that Hu left his previous employer after his contract ended. Other executives who joined Xiaomi came from companies including BAIC Motor Corp., BMW AG, SAIC-GM-Wuling Automobile Co. — the General Motors Co. joint venture with SAIC Motor Corp. and Wuling Motors Holdings Ltd. — and auto supplier Magna Steyr LLC. Besides assembling top Chinese automaking talent, Lei made a prescient bet on investing in a self-controlled supply chain — insulating Xiaomi's operation from manufacturing vagaries. This came from painful lessons learned in Xiaomi's early smartphone-producing days, when external suppliers would cut off components unpredictably. In 2016, some members of Xiaomi's supply chain team displeased Samsung Electronics Co. representatives and the South Korean firm threatened to halt supply of its industry-leading AMOLED screens. To mend the fractured relationship, Lei flew to Shenzhen to meet with Samsung's China head at the time. The pair drank five bottles of red wine during their dinner meeting, according to a Xiaomi company biography, and Lei also made multiple trips to Samsung's headquarters in South Korea to apologize and negotiate the resumption of supply. Representatives from Samsung declined to comment. After Xiaomi went into the carmaking business, it invested into almost all parts of the EV supply chain, from batteries and chips to air suspension and sensors. It pumped more than $1.6 billion via Shunwei or other Xiaomi-led funds into over 100 supply chain companies between 2021 and 2024, according to data compiled by Chinese analytics firm Zhangtongshe and Bloomberg. The components from some of the companies that Xiaomi invested in have ended up in its cars, such as lidars from Hesai Technology Co. and onboard chargers and voltage converters from Zhejiang EV-Tech Co. With the 10 billion yuan ($1.4 billion) it committed to the first phase of its EV venture, Xiaomi also built its own factory, rather than going down the contract manufacturing route that some Chinese makers, including Nio Inc. and Xpeng Inc., did when they started out. 'Among tech companies that now build electric vehicles, those who previously had hardware products seem to be more successful than those who only had software products or information services,' said Paul Gong, UBS Group AG's head of China autos research. Despite its early success, there are many who argue Xiaomi's one hit car is copied from elsewhere — and that a sole successful vehicle does not a successful auto producer make. Lei's aggressive approach has also raised hackles in China's car industry. Yu Jingmin, vice president of SAIC's passenger car division, reportedly described Xiaomi's approach as 'shameless' in a critique of the SU7 resembling Porsche. The SU7 has been colloquially dubbed 'Porsche Mi' by netizens. SAIC didn't respond to questions about Yu's remarks. Xiaomi's design team, led by former BMW designer Li Tianyuan, has defended the SU7's aesthetics, emphasizing that the choices were driven by aerodynamic efficiency and performance benchmarks. In late March, there was another setback after a fatal accident involving the SU7. The car had its advanced driver assistance technology turned on before the crash, which afterward led to authorities reining in the promotion and deployment of the technology. The usually vocal Lei kept a low profile on social media for more than a month post the March accident. He returned to more active engagement in May with a missive that said this period of time was the most difficult in his career. Fortunately for Xiaomi, its consumer base is sticky. Known as 'Mi Fans,' the loyal customers have played a pivotal role in the company's rise. Xiaomi cultivated this fandom early on by prioritizing user feedback and the grassroots allegiance has helped it build strong brand equity, especially in China. The SU7 has remained a top selling model even after the accident in March. Indeed, dealers have reported that nearly 50% of customers plump for the SU7 without comparing it to other brands. 'A significant number of older consumers are buying the SU7 for their children, indicating that the model has built trust among more conservative buyers thanks to its safety and quality,' said Rosalie Chen, a senior analyst from investment research firm Third Bridge. Xiaomi has set a delivery target of 350,000 units in 2025, up from its previous goal of 300,000, buoyed by demand for the newly launched YU7 and a ramp up in production. The starting prices for the SU7 sedan, at 215,900 yuan ($30,100), and its SUV, at 253,500 yuan, make them competitive alternatives to models like Tesla's Model 3 and Model Y. The EVs are also showing financial promise. Xiaomi posted record revenue for the first quarter this year, driven by car and smartphone sales. Its EV division is expected to turn profitable in the second half of 2025, Lei said in an investor meeting in June. But even if the popularity of Xiaomi's EVs can spring beyond the company's devoted base, production is still on a much more boutique scale. China's top car brand, BYD Co., sold around 4.3 million EVs and hybrids last year, many overseas, while Tesla moved about 1.78 million vehicles globally. Toyota Motor Corp., the world's No. 1 automaker, sold some 10.8 million vehicles and boasts a lineup of approximately 70 different models. Lei doesn't seem to be prioritizing the mass market of below $20,000 yet, which drives significant volume and is where BYD dominates, Automotive Foresight's Zhang said. Without a lineup in that segment, Xiaomi cars will remain niche purchases for middle to higher-income consumers and Xiaomi may face the same risks as Tesla, which is seeing its sales slump exacerbated by a narrow consumer base and limited models. Nonetheless, Lei seems buoyed by Xiaomi's early wins and is now looking at global expansion. Xiaomi will consider selling cars outside China from 2027, he said last week. Success or otherwise, the European Union, the US and Turkey have all slapped tariffs on Chinese EVs, but Xiaomi wants to set up a R&D center in Munich and may test sales starting in European markets such as Germany, Spain and France when the time is right, Chinese media 36Kr reported in April. 'Xiaomi is a latecomer to the auto industry,' Lei admitted on Weibo in June. But, he said, in a market driven by technology and innovation and the rising global influence of China's EV culture, 'there are always opportunities for latecomers.' --With assistance from Vlad Savov, Mark Gurman, Drake Bennett and Jessica Sui. More stories like this are available on

Bengaluru to get 4,500 electric buses under PM e-Drive scheme
Bengaluru to get 4,500 electric buses under PM e-Drive scheme

The Hindu

time26 minutes ago

  • The Hindu

Bengaluru to get 4,500 electric buses under PM e-Drive scheme

The city is set to receive a significant boost in green public transport with the allocation of 4,500 electric buses under the Union government's PM e-Drive scheme. The development follows a nationwide tender floated by the Centre-owned Convergence Energy Services Ltd (CESL), which falls under the Gross Cost Contract (GCC) model as per the Ministry of Heavy Industries guidelines. The CESL tender, issued last month, aims to procure, operate, and maintain 10,900 electric buses across five major cities, with Bengaluru alone slated to receive the largest share. The tender also covers the development of supporting infrastructure such as charging stations and related civil works. The Karnataka government had submitted a formal proposal in May, seeking the inclusion of the State in the Centrally sponsored scheme. Transport Minister Ramalinga Reddy had personally submitted the request to Union Minister for Heavy Industries and Steel H.D. Kumaraswamy, highlighting the urgent need to improve public transport in urban areas like Bengaluru. Responding to the State's request, Mr. Kumaraswamy had earlier assured that Karnataka would 'definitely' be allocated buses under the scheme. The PM e-Drive initiative, with a budget outlay of ₹10,900 crore, aims to deploy 14,028 electric buses across nine major Indian cities between April 2024 and March 2026. Discussions between the Centre and participating State governments are ongoing to finalise plans for the necessary infrastructure, including bus depots, charging points, and maintenance facilities. In September 2024, the Union Cabinet approved a scheme with a total outlay of ₹10,900 crore to support the procurement of electric buses and the installation of over 72,000 charging stations across cities and highways, aiming to reduce 'range anxiety' among electric vehicle users. The scheme will allocate a total of ₹4,391 crore for the procurement of 14,028 electric buses by State transport undertakings in nine cities with population exceeding 40 lakh, including Delhi, Mumbai, Kolkata, Chennai, Ahmedabad, Surat, Bengaluru, Pune, and Hyderabad.

Air India crash: the cost of risk in modern aviation
Air India crash: the cost of risk in modern aviation

The Hindu

time26 minutes ago

  • The Hindu

Air India crash: the cost of risk in modern aviation

On June 12, an Air India (AI) Boeing 787-8 Dreamliner bound for London tragically crashed shortly after takeoff from Ahmedabad. The disaster claimed 241 lives on board and 19 more on the ground, leaving only a single survivor. It is one of the deadliest air disasters in Indian history and potentially, its costliest. Quantifying disaster Industry analysts estimate the total insurance payout could start at about $120 million and rise beyond $150 million with worst-case projections nearing $250 million. The hull loss (the value of the destroyed aircraft) alone, a Boeing 787's market value, accounts for $75–80 million. Passenger liability under the Montreal Convention adds another layer: airlines are strictly liable up to 1,51,880 SDR (roughly ₹1.5–₹1.8 crore) a passenger, or more if negligence is proven. For 241 lives lost, this would be at least ₹360–₹430 crore in no-fault compensation. On top of that third-party claims related to ground fatalities and property damage are still being quantified. The final payout will hinge on investigation findings and liability outcomes and full settlement could take several months or even years. But the sum far exceeds India's entire annual aviation insurance premium pool (₹1,000–₹1,100 crore), highlighting scale of catastrophic financial exposure. Risk, vulnerability AI's risk is distributed across a huge insurance programme, reportedly underwritten for about $20 billion at an annual premium near $30 million. Domestic insurers — Tata AIG and New India Assurance— lead the front-line underwriting, but retain only about 5–10% of the risk. The balance is ceded to global reinsurers in London, Europe and U.S. This global allocation helps distribute risk. This catastrophe is already prompting a 'hardening' of global premiums — rates for hull, war risk and liability cover may rise by 10–30% in next renewal cycle. This layering of risk extends even further through retrocession, a system where reinsurers themselves offload part of liability to other entities. Retro helps limit exposure during extreme-loss events like aviation disasters and earthquakes. The retrocession market is global and complex, comprising traditional reinsurers like Swiss Re and Munich Re, Lloyd's syndicates, ILS (insurance-linked securities) funds, and catastrophe bond investors. For instance, if a reinsurer faces a $300 million liability in an aviation crash, it might have already ceded $200 million of that to retrocessionaires. This ensures resilience and shows how widely the shock of a single incident is distributed across the global insurance ecosystem. Cost ripples Underwriters' increased premiums will inevitably hit airline cost structures, particularly for carriers operating Boeing 787s, including AI, SpiceJet and Akasa. A 10–30% annual rate hike applies to a policy priced at about $30 million. Due to tight margins, the costs may be passed on via ticket prices, narrower service buffers, fleet-replacement delays or even restrictively high-risk route economics. Most travellers are unaware of how little personal insurance provides compared with airline liability. Less than 3% of Indians hold personal accident cover and most travel plans rely on airline compensation or ad hoc ex-gratia payments during claim processing. Tata Group announced a ₹1 crore compensation for each of the families of the victims. In addition, it is providing interim relief of ₹25 lakh to each affected family or survivor bringing total immediate support to ₹1.25 crore per family ahead of any additional compensation processed under international conventions or via insurance settlements. Building endurance Insurers may consider enhancing risk modeling practices — factoring in variants, operational routes especially given the war risk that seems to be going on forever, and local infrastructure. The outcome of the investigation may lead to a second layer of variables to be considered which aren't today. On the consumer side, greater awareness around passenger rights under the Montreal Convention, value of personal accident insurance and adequate life insurance could help bridge current gaps. Increasing the uptake of insurance products — not just for passengers, but also for businesses and properties on the ground that are often left uninsured — can play a crucial role in strengthening overall resilience. It's a necessary step toward ensuring future disasters don't escalate into wider financial or humanitarian crises. (The writer is head, Policybazaar For Business)

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