Mahindra XUV500 review

 The XUV500, designed and developed completely in-house, is a quantum leap forward by Mahindra & Mahindra. It is M&M’s first serious attempt at developing a global product that would be as much at home in Melbourne as in Mumbai. The price Mahindra is asking for it is definitely Mumbai though. At Rs 11.95 lakh for this top-end 2WD W8 variant, it is shattering value.

Design & Engineering.

 With the XUV500, M&M has put design at the forefront to make an emphatic styling statement. There’s no doubt the XUV500 does turn heads; it’s got a muscular stance, strong road presence and looks every bit a proper SUV.

Dominating the front-end styling is a traditional Mahindra seven-slat grille flanked by a pair of projector headlamps that widen their spread at parking speeds and work as cornering lights on tighter corners. Daytime-running LEDs are part of the standard kit too. We especially like the rising window line and the blacked-out B-, C- and D-pillars which give the XUV500 a very modern look.

However, we feel the Mahindra designers went overboard with the detailing. The faux air vents just below the headlights are too fussy and the oversized wheel arches are out of sync with the rest of the design and also make the wheels look small. This is further accentuated by the bulge in the beltline above the rear wheel arch. The rear tail-light also feels a bit overdone with fussy detailing on the lens.

Underpinning the XUV500 is a monocoque chassis, a first for M&M, that nicely balances stiffness and weight within a long wheelbase. The 4x4 XUV, which weighs 1865kg and is on par with the smaller Scorpio, could have been lighter. But M&M didn’t want to compromise on chassis stiffness, especially since the very generous 2700mm wheelbase subjects it to greater torsional loads. Weight has also been kept in check with the inclusion of elements like a plastic fuel tank and plastic fenders, and the use of high-tensile steel for over 30 percent of the body structure.

The XUV is equipped with MacPherson struts up front and a luxury car-like multi-link rear suspension. It does not come with hardcore 4x4 kit like a low-range transfer case, but you do get hill-descent control and hill hold on top-end variants, and a differential lock on the AWD model for limited off-road use.

What is truly impressive is the manner in which M&M has packaged all the mechanicals to achieve a flat floor, making good use of passenger room. In terms of safety, the XUV gets dual airbags as standard across the range with the top models additionally featuring ESP, rollover mitigation and curtain airbags.

 Interiors
Occupants will have no trouble entering the XUV. The doors open wide and the not-so-high floor means you don’t have to trek your way up to the seats. But once inside, you’ll notice the plastics come in three different textures and the dash seems to be cramped with too many individual elements.

The instrument cluster, with chrome-ringed dials and circular centres, looks great, but is not that easy to read. Other nice bits include smart, high-quality air-con vents that work well to direct air flow, the chunky steering that’s quite nice to hold, and the air-con and audio system dials on the centre console that have a high-quality feel. However, the same can’t be said about the other buttons on the centre console, which feel like Scrabble tiles, and the fake wood finish looks tacky too. Fit and finish could be better – there were a lot of inconsistent panel gaps and you get the feeling that everything isn’t as well screwed together as it should be.

The front seats come with generous bolstering and adjustable lumbar support and are incredibly supportive. However, the cushioning is on the firm side. The steering column, which adjusts for rake and reach (in W8 trim), is still a tad too high, even at the lowest setting.

Middle-row seats have enough legroom for six-footers to stretch out, even with the front seat pushed back. The seats themselves are very generously cushioned and the flat floor makes this SUV one of the best for travelling three abreast. Third-row passengers don’t have it as good though; the leg- and kneeroom are severely limited and headroom is quite tight too. With all seats in place, there’s practically no luggage space. However, the last and middle rows do split and fold flat to convert the XUV into a serious load-lugger and the relatively low floor makes loading easy. In the cabin, there’s an abundance of storage space for knick-knacks.

The biggest plus point of the XUV is its phenomenal list of features. The W8 variants get a colour touch-screen that displays GPS data, radio and AUX/USB settings and also doubles up as a DVD player. There is voice activation too and the top variants also get a handy tyre-pressure sensor. All models feature steering-mounted controls for the audio system, rain-sensing wipers, light-sensing headlights, parking sensors and even cruise control.

 Performance & Economy

The XUV shares its 2.2-litre mHawk engine with the Scorpio, the key differences being the motor’s transverse placement to drive the front wheels via a transaxle. The six-speed manual gearbox is mated to a dual-mass flywheel that minimises transmission rattle at low speeds. Power jumps
from 120bhp to 140bhp, thanks to a new ‘S-vane’ BorgWarner variable geometry turbocharger and a higher-pressure fuelling system. These changes have also bumped up max torque to 32.63kgm available between 1600-2800rpm.

There is a hint of lag under 1500rpm at which point the turbo kicks in. Thereafter, there’s a strong and pretty linear surge all the way to the 5000rpm redline. Driveability is very impressive too, and overtaking slower cars is pretty effortless. It sprints to 100kph in a brisk 12.34 seconds, 20-80kph in third gear is dispatched in 12.36sec and 40-100kph in fourth in 13.26sec.

The mHawk engine is one of the strengths of the XUV and the punch it delivers both in the city and on the highway is a good reason to buy it. The short first and second gears make it quick off the line, while sixth gear allows you to cruise lazily all day long. The transmission ’box feels notchy, especially when selecting second gear, and gears are difficult to engage without an extra push. The clutch is quite heavy too and the release action pretty jerky, which makes driving smoothly in the city hard work.

The XUV500 scores well with fuel consumption figures returning 10.2kpl in the city and 14.3kpl on the highway. The relatively low kerb weight, tall gearing and some clever engine tuning have made the XUV the most fuel-efficient vehicle in its class. This only adds to its affordable and down-to-earth appeal.

 Ride, handling & braking
M&M vehicles may not be the Gold Standard when talking ride quality, but the XUV is a serious step forward for the company. Low-speed ride is pretty good, but sharper bumps can rattle the XUV, which crashes through potholes. However, for the better part, the XUV’s ride is largely pliant.

Surface imperfections can catch the XUV out and it does get ruffled by the odd stretch of broken tarmac taken at speed. There’s a fair amount of suspension movement on uneven surfaces and the ride is never flat or consistent. Also, sharp edges and potholes can be felt and the suspension doesn’t isolate passengers as well as it should.

Handling is a marked improvement over the Scorpio but it is still a work in progress for M&M. No doubt, the XUV is quite nimble and light on its feet, especially in town, and on the highway it tackles sweeping bends quite comfortably with the steering offering decent feedback.

The big problem is the way the front-wheel-drive XUV500 behaves under hard acceleration. There’s a fair amount of torque steer when you floor the right pedal and on a loose surface, the steering kickback can be pretty vicious. Powering out of tight corners, the weight transfer to the rear wheels make the XUV’s steering go a bit woozy. Also, the 235/65-R17 tyres squeal without too much provocation and could do with more grip.

The XUV features disc brakes all around while ABS and EBD are standard across the range. What is slightly disconcerting, though, is the slightly wooden feel of the brake pedal in the first few millimetres of travel. But depress the brake pedal further down and you will realise the strong brakes are more than up to the task.

Verdict

Benchmark the XUV500 against the Scorpio and you will realise just how big a leap M&M has taken. The design and styling are central to this SUV’s appeal, and though it may not suit all tastes, it’s undoubtedly distinctive and is sure to turn heads. With the XUV, M&M has gone all out to pamper the customer like never before. The XUV500 has a fantastically spacious middle row and more equipment than you know what to do with.

Performance is class-leading too and that just adds to the feeling of power SUV owners crave for. The XUV500 is not perfect though and nor is it quite world-class. M&M still hasn’t fully sorted out the dynamics of its first front-wheel-drive car and interior quality is quite patchy too. Hopefully, these issues will be sorted out with the 4x4 version which will come in a few months. However, these concerns don’t seem to bother customers who have lapped up the XUV500 like no other SUV before it. M&M’s order book is bursting and it’s not hard to see why. With prices not significantly higher than comparable Scorpio models, the XUV500 is incredible value for money, which makes it a package that’s hard to resist.Source

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Car Mahindra Thar Review

The good news for jeep lovers, off roaders and college kids looking for a fun ride is that Mahindra has brought back the Classic. Well, almost! With its all-new Thar, M&M for the first time has incorporated truly modern mechanical bits. So while you get the wide stance, bulging bonnet and drooping front fenders or mud guards, underneath it all, the Thar is practically a Scorpio.

Modern common-rail motors have a massive number of high-tech systems and hitching them onto the old MM540 was going to be no easy task. Mahindra went ahead with the CRDe unit in place of the mHawk engine as it had a flatter torque curve from start up, very important when you’re stuck in the mud. After looking at various solutions, the engineers settled on using the Scorpio’s ladder chassis, as this presented the simplest solution to help integrate the independent suspension, power steering and various other systems of the car. However, plonking the MM540’s body on to the Scorpio proved to be difficult because of packaging issues at the rear. This was finally sorted by using a Bolero rear end; chassis, suspension and all.

While the exterior skin panels and the rear floor have been taken from the MM540, there are plenty of bits from the Bolero as well. To give the exteriors that custom look, the Thar boasts elements like chunky tyres, flared wheel arches and a chrome bull bar. And undoubtedly, the Thar does look very attractive.

Unlike the motor however, the interiors are old school. The cut-to-size by hand Bolero dashboard is minimalist, non-adjustable steering is too close to the dashboard, and you have bits like basic window-winders. Other ergonomics disasters exist as well. The manual-selector lever for the four-wheel drive is placed too low and near the pedals. The manual seat adjust is crude and though you get a heater, air-con is not standard. You also get parallel bench seats at the rear, and this of course rules out comfortable long distance travel for more than two.

Now with a strengthened chassis, and a powerful and modern diesel motor, this rugged Mahindra’s off-road skills have moved on to an all new level. 25.18kgm of torque on tap gives it more than adequate pulling power over steep inclines. And once you engage low range, it feels unstoppable on firm ground. Power delivery is linear and instant, and the Thar ascends steep inclines with ease. The 200mm ground clearance gives it the ability to pass over most obstructions which would leave other SUVs with a scraped belly. Navigation through rough trails is hassle-free, thanks to the power-steering. Its Borg Warner transfer case (chain driven) features a four-wheel low and a four-wheel high mode for off-road driving. Also missing on the Thar is a limited slip differential or lockable front and rear differentials, which would make getting out of slushy and sandy conditions so much easier.

The Thar isn’t a vehicle that’s optimised for the tarmac, but does a respectable job anyway. It manages three-digit speeds without breaking into a sweat and you can cruise quite comfortably. A real speed of 138kph can be attained after a bit of patience, but the Thar doesn’t feel very stable when running at higher speeds. With its independent suspension at the front and leaf springs at the rear, the Thar however rides pretty well with only some amount of bouncing over broken surfaces detectable.

The 2498cc, 105bhp common-rail CRDe motor is not as well insulated in comparison to the Scorpio, Xylo or even the Bolero for that matter. The old style MM540 body allows the clatter of the diesel and the noise of the fan to seep out.

Its linear power delivery makes it pretty driveable in the city though and with close to zero turbo-lag, the Thar shoots into the gaps without any hesitation. In terms of flat-out performance, the Thar takes 17.05sec to reach the 100kph mark and thanks to the torquey nature of the engine, in-gear times are impressive too. The five-speed manual gearbox has a bit of an odd gate though, but once you get used to it, banging through the gears is not an issue. Also the brakes have a nice bite to them and give the Thar good stopping power.

The car we tested came without the hood, and that means we can’t tell you how good or bad the rag top is. Expect it to be a bit drafty, more than a bit flappy at speed and difficult to take on and off. However, the Thar will get a soft-top as standard. Mahindra has provided a list of options so you can customise the Thar.

The Thar is not practical enough to be used as everyday A to B transport. The build of the vehicle is crude, refinement in general is poor and that’s a shame. With a price tag of Rs 5.99 lakh (ex-showroom, Delhi), the Thar CRDe isn’t great value too; but then it isn’t exorbitant either. Targeted at the niche market looking for a proper off roader, the Thar however will service that small section of customers pretty well. Yes, the Thar, with its common-rail motor and independent front suspension, is a much improved version of the dedicated off roaders from Mahindra’s past. However, M&M should have made a more concerted effort by bringing it fully up-to-date, and engineering it to modern standards.

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