Mahindra is looking to move upmarket, and its successor to the capable but sometimes compromised XUV300 seems to have laid some good groundwork…
Looking for a new or used vehicle? Find it here with CARmag.
In its August 2019 issue road test, we stated that the (diesel-powered) Mahindra XUV300 (in flagship, W8 guise) was a revelation for the Indian automaker’s SA arm, thanks to its punchy powertrain and generous amount of standard equipment.
We did have a few reserves about the XUV300, however. The most notable being the omission of an automatic transmission. Indeed, the local XUV300 models, whether employing the firm’s 1.2-litre three-cylinder turbopetrol or torquey (300 N.m) 1.5-litre, four-cylinder turbodiesel, were only available with a six-speed manual gearbox. Although this unit was commendably slick in its workings, as we noted in the road test, a self-shifter was sorely needed, especially considering our market’s ever-increasing inclination towards vehicles – including budget-oriented offerings – equipped with automatic transmissions.
This was arguably the most significant influence on whether prospective buyers would put pen to paper for what was an otherwise accomplished little crossover. Considering the mounting number of segment competition adopting self-shifters, it was a shortcoming Mahindra had to correct with the XUV 3XO. And the result is a pleasing one. Currently available with only a single engine option — a 1.2-litre, three-cylinder turbopetrol, producing 82 kW and 200 N.m, the latter available from a mere 1 500 r/min — the XUV 3XO can be had with the choice of a six-speed manual or automatic transmissions; our test unit featuring the latter.
Driving the front axle, the Aisin-sourced unit pairs well with the three-cylinder turbopetrol engine, which, although not as punchy as its forebear’s 1.5-litre oil-burner, is still a willing performer. Thanks to smooth shifts and considered gear mapping, the automatic swaps cogs in a near-fuss-free fashion. In addition to lending the car a more refined demeanour, this unit’s workings have also contributed to marked improvements in overtaking acceleration compared with the previous manual. On our test strip, in-gear acceleration between the 60-80 and 80-120 km/h increments, saw the Mahindra recorded times of 3.14 and 8.4 seconds, respectively. On our mixed-use fuel route, the test unit returned an average consumption figure of 7.0 L/100 km, bettering Mahindra’s claimed figure by 1.4 L/100 km.
In the deceleration stakes, the XUV 3XO’s set of fore and aft disc brakes brought the 1 410 kg crossover to a halt from 100 km/h in an average time of 2.89 seconds, over 40.51 metres, garnering it an “excellent” rating by our standards.
Related: Ford Mustang Dark Horse in SA: 2024 Allocation Already Spoken For
The 3XO’s driving manners are pleasant and predictable, with well-weighted steering and a chassis that feels supple, while the independent McPherson strut front and torsion beam rear suspension setup soaked up most road scars with aplomb. The car’s lane-keep assist did, however, encroach on the otherwise comfortable driving experience, with several CAR team members noting the setup, which can be switched off via a sub-menu on the 10.25-inch digital instrument binnacle, was intrusive. In addition, we had reservations about the Mahindra’s stop/start function, which occasionally felt less refined than those found in rival products.
The silhouette of the XUV 3XO is seemingly similar to that of the model it replaces. However, compared to the latter, those with a keen eye will notice the XUV 3XO’s roofline is 20 mm taller, resulting in improved front passenger headroom (up by 12 mm, according to our measurements). Rear headroom is, however, down by 33 mm, as is aft legroom (down 104 mm).
Despite its cabin being reasonably spacious, the XUV300’s luggage bay came in for some criticism, owing to its miserly 160-litres capacity. However, the XUV 3XO, although 5 mm shorter than its forebear, offers 60 litres more packing space, with 220 litres-worth of our ISO measuring blocks fitting in behind the seatbacks of the Isofix-equipped rear bench. Although the increase in space is welcome, it’s still significantly less than what is offered by its rivals in the Match-up section of this test. However, with the 60:40-split backrest folded down, the XUV 3XO boasts more utility space than both the Kia Sonet and Hyundai Venue.
Related: Fuel for Thought – SA’s Poor Fuel Quality the Reason Behind Delayed Golf GTI?
Tested in top-tier, AXL7 trim grade, the XUV 3XO wants for little specification-wise. The highlights of its extensive standard features list include a 10.25-inch touchscreen infotainment system, replete with wireless Apple CarPlay/Android Auto; wireless smartphone charging; a Harman Kardon sound system; a 360-degree surround-view camera array, supplemented by park distance sensors; and a sunroof. On the safety front, six airbags are included as standard across the range. A neat addition, the digital instruments relay a blind-spot video feed when indicating.
Some minor driving assistance and packaging shortcomings aside, Mahindra’s smallest and most budget-oriented passenger car arguably remains its most-polished product. With generous standard spec and the welcome option of an automatic transmission, the company has vastly improved upon its compact crossover offering. Factor in a 5-year/100 000 km service plan (standard with the AX5, AX5L, and AX7L models), and the XUV 3XO is a promising proposition.
Find the full feature in the December issue of CAR Magazine.
