It wasn’t a brilliant vehicle, and had an unacceptable degree of steering play we found disconcerting. The marque’s private local importers subsequently closed down, and the new franchise in SA is being handled by Mahindra and Mahindra itself, with local partners African Automotive Investment Corporation. The company’s export push of recent years has brought about significant improvements in its production.
Two 4×4 models will initially be on offer, the Bolero pick-up and the Scorpio SUV, with a choice of either a 2,0-litre petrol engine (Renault sourced) or an SZ 2,6-litre turbodiesel. Our first test covers the Scorpio in range-topping GLX trim, but cheaper lower-spec 4×4 and 4×2 models will be available later.
Our test vehicle was fitted with what will probably be the more popular powerplant, the 2 609 cm3 direct injection turbodiesel, designed and developed by an Austrian firm, AVL, who were tasked to maximise durability. This partly explains the relatively modest power output of 82 kW at 3 800 r/min and peak torque of 255 N.m at 1 800 r/min.
At first glance the styling seems rather ordinary compared with some modern European imports, but after a while one gets used to the rugged looks and Land Rover Discovery-style stepped roof profile. To modernise the appearance, up-to-date headlamp and tail-lamp designs and a semi-aggressive Jeep-style grille complete the scene. Massive black plastic side cladding should take most of the scrapes from bundu-bashing. Painted body-coloured cladding can be ordered to enhance visual appeal, but the downside is reduced scratch resistance.
Bumpers protrude from the bodywork for added protection, but although quite bulky, they look rather flimsy, and some of the visible clip-on fasteners appeared as if they might come loose.
Everything else seemed firmly screwed down albeit with screw heads exposed. This may not look tidy, but once again is practical and makes for easier maintenance. The test vehicle’s metallic black paintwork had good lustre with no signs of blemishes in the spraying process.
Included on the GLX model are front and rear foglamps, rear window wash/wipe, remote central locking, electric windows, roof rails, aluminium side-sills, and a sound system. Leather seats and alloy wheels are added cost options. The spare is a full-size steel wheel, mounted beneath the chassis rear section. Tyres fitted were Bridgestone Dueler H/T, a good compromise for on- and off-road use.
The chassis is of the box-section ladder type, employing varying thickness frame sections to allow for crumple zones, and certainly looks substantial. The jiggle we often experience with ladder chassis vehicles was barely evident, perhaps due to the generous wall thickness of the box sections. Given the apparent over-engineering involved, we assumed the vehicle would be ultra-heavy. However, its mass of 1981 kg is less than that of an equivalent Land Rover Defender, and only about 50 kg more than a Jeep Cherokee.
Ground clearance quoted in the spec sheet is 180 mm at the rear differential. Presumably, that’s with a load on board, as we measured 200 mm unladen.
Up front the ground clearance is 260 mm, which helps to provide an excellent 44-degree approach angle.
Interior styling sports a facia centre hang-down section finished in a brushed aluminium look. Instrumentation is straightforward with all controls in the usual places. Dials are oblong-shaped to jazz-up the facia a bit, and large buttons for air-conditioning, rear windscreen wash/wipe and foglamps are placed within easy reach. However, the small tell-tale lights on these buttons are awkward to see in sunlight. The ventilation controls were very stiff to operate but improved slightly with use, so may loosen up further with time.
Seats are well proportioned with reasonable support, and are finished in grey cloth with blue/green patterns for added sparkle. The driver’s seat is not height adjustable, but there is reasonable of rearward travel for tall drivers. An added comfort feature on the front seats is fold-down centre armrests. Typically for a 4×4 SUV, the driving position provides a commanding view. The second-row seat is a full bench type that can be tumbled forwards, and legroom is adequate rather than good. The jump seats in the rear can be folded up and secured with a simple Velcro strap. These seats are suitable for adults, offering ample leg-and headroom. If additional seats are required, a bench seat can be specified in their place.
Side mirrors are suitably large and adjusted via remote manual knobs. The glove compartment is filled with a toolkit, first-aid kit and a box containing two spare headlight bulbs. Minor criticisms of the interior are a lack of drinkholders and only two storage bins, one big enough for a wallet, keys and sunglasses and the other only suitable for coins. The driver’s door has no pocket or armrest but, strangely, both these items are fitted to the front passenger’s door, although the pocket is narrow and only practical for maps or documents. For the driver, the window ledge can be used in place of an armrest.
Other features for the benefit of the passengers include an open facia-top bin, and sturdy grab handles, including one at the tailgate for climbing in, with another one,
featuring an opening catch, fitted to the inside of the door for exiting. The rearmost side windows are of the sliding type. An overhead courtesy light is fitted. Luggage space available with all the seats in place is a full 528 dm3, or 592 dm3 with the jump seats folded up. Folding all seats away frees up a sizeable 1 664 dm3 of utility space.
We soon discovered that the Scorpio’s turbomotor does not enjoy cold starts, idling erratically at first although it doesn’t take long to settle down. The gearbox, too, needs more effort when cold, but provides positive gear shifting. Although the gearlever is long, the throw is short and there is very little free play. Steering feel is reasonably light and low-geared enough to be well suited to off-road manoeuvres.
Performance figures are nothing to boast about, but with only 82 kW and a mass of nearly two tons, we weren’t expecting fireworks. Top speed was 150 km/h on the dot, with the speedometer reading an identical figure. Acceleration was sedate, with 100 km/h coming up in 20,15 seconds. Overtaking acceleration, on the other hand, was acceptable, but we omitted completing the times from 120 to 140 km/h in top gear due to the higher speed being so close to top speed that we ran out of level road. On reaching the legal speed limit of 120 km/h, a warning buzzer sounds repeatedly.
Cruising at 120 km/h is possible, but engine noise levels begin to intrude at this speed, so a more comfortable cruising gait is in the 100 to 110 km/h region. There is also a buzzer for an open door with the key still in the ignition, but most annoying of all is the direction indicator buzzer. Sounding akin to that of a reversing truck, this is superfluous since the relay can be heard ticking in time with a bright warning light.
Off-road the Scorpio performed very well with on-the-fly shifting from two- to four-wheel drive at the flick a large console-mounted switch, an optional extra feature. Low range takes care of more serious terrain where ultra low-down torque means that tackling obstacles was a breeze, mostly at idling speed with feet off the pedals. Braking was excellent for a non-ABS system, with a best time of 3,24 seconds in our 10-stop 100-0 km/h test sequence. Fuel consumption was consistent and proved to be better than most rivals.
