Staff Writer 
I don’t think too many people need to be reminded that car prices have rocketed in the post-Covid era, a situation that has been exploited in particular by manufacturers based in China.
To that listing, you can add Mahindra from India. To my surprise, some 30 months have flashed by since I assessed this company’s range-topping XUV300 W8 compact SUV that carried a price of R337 000 in RSA in May 2022.
This model, with 1,5L turbo diesel power led me to summarise, in part, my week’s association as follows: “There’s no doubting that the Mahindra XUV300 W8 scores really well in value terms….sure, it’s not the sharpest tool in the box when it comes to overall driving dynamics, but having said that, it goes about its work pleasantly enough with decent comfort levels too. In terms of durability and back-up, I cannot comment with any authority, but in RSA at least, the warranty is generous.”
Now flip the calendar along to January 2025, and I found myself with the XUV300’s replacement dubbed the XUV 3XO with the added suffix AX7L that signifies the range-topping version. I know my eyesight isn’t what it used to be, but I couldn’t find any specific Mahindra badging on the bodywork – just plenty of logos along with model identifier numbers – which caused quite a few observers to ask what it was.
Most thought it would have come from China and most also thought it looked rather appealing, a view I concur with as the XUV 3X0 is a reassuringly chunky device with all wheels positioned towards the extremities of the bodywork, a characteristic that enhances approach and departure angles while liberating rear passenger space, in this case at the expense of load area, but more of that in due course.
The rear shoulder line is relatively pumped up by SUV norms and this helps confer a four-square, almost pugnacious look. And, with the exception of the mildly wayward and difficult-to-close front passenger door, all appendages on this Mahindra were properly attached and encircled by narrow and even panel gaps.
And the metallic white paintwork, offset by a metallic black roof complete with sunroof, showed off a decent gloss and minimal orange peel, so that aspect met with critical approval even if that front door bugged me as it demanded two bites of the cherry to close every time my wife entered the cabin. That should tell you she’s well trained in the art of applying selective muscle power to effect closure!
The eye-pleasing exterior on this range-topping model is further enhanced by the use of easy-to-clean machined alloys that are home to 215/55R17 rubber. This is a rather conservative specification I guess, but because of the vehicle’s compact dimensions, it certainly doesn’t look under-tyred. In addition, the wheels have enough offset to avoid looking like afterthoughts in the large wheelarches which all feature rubber protective trimming that’s oddly squared off in the 11 o’clock to 1 o’çlock area. (See photos).
As far as motive power goes, there are big changes to be talked about. The aforementioned turbo D has gone and in its place is a 1,2 litre triple-cylinder turbo petrol. This tells you that emissions and consumption regs have forced car manufactures down the same engineering avenue as this engine joins similarly configured units from manufacturers all over the world.
Its output figures are quoted at 82kW/200Nm with the latter peak being achieved at a pleasingly leisurely 1 500rpm. This torque peak, though, is well below the 300Nm delivered by the aforementioned turbo D, but that doesn’t mean the petrol unit is hamstrung on the move.
In truth, the “new” engine is a willing and relatively refined operator that rarely feels weedy or unduly challenged by having to tackle gradients or regain speed after being baulked by an 18-wheel leviathan encroaching into the right lane on the motorway. It idles quietly and is discreet on the cruise at 120 clicks, but like all triples, it takes on a mildly gruff note when extended.
Don’t get the idea though that the 3XO has any performance credentials. That’s not its station in life. Instead, its purpose is to deliver easily accessible mid-range grunt along with decent fuel economy. Its thirst was unusually variable according to traffic conditions, a not-unusual characteristic of small displacement engines. In an urban environment, a figure of 9,0L/100km was the norm but this improved markedly to 6,3L/100km on the open road.
Drive is provided to the front wheels via a 6-speed Aisin auto box which went about its work with aplomb – just as I’ve come to expect of devices sourced from Aisin. Shifts are smoothly effected and proved to be nicely responsive to throttle position, albeit that manual override is available by moving the shift lever to the left. Three drive modes are offered but I didn’t find much difference in what they produced and therefore left the system in default mode.
Suspension tech is totally conventional which means MacPherson struts up front and torsion beam down the back. If you like a plush ride, look elsewhere, but for the most part, the tuning of this set-up delivers a respectably comfortable ride and good resistance to wallow and roll. Other than on coarse tar, road roar is decently contained and so too is wind rustle.
There’s a “but” to all this though, and that concerns the steering, and the dreadfully intrusive lane keep assist feature. While the latter, along with a multitude of annoying “alert nannies” can be silenced via the infotainment screen, the on-the-move weighting of the steering is single-minded in that it’s endowed with a most unpleasant resistance either side of the straight-ahead position. At speed on the motorway, it feels for all the world as though the steering column has been dipped in quick-setting cement so stiff is the initial movement, a movement I might add that was incessantly needed to overcome the efforts of the intrusive lane keep assist.
By contrast, the steering feel at low speeds in town was just fine and so were the all-disc brakes which provide strong retardation and well-judged pedal feel.
As for fitments, this top-of-the-line AX7L model lacks for little. The cabin itself is more spacious than external dimensions might suggest with nicely tailored seats (leather-look vinyl) fine for four adults. The blackness of the cabin is off-set by white stitching and by a pale, high-quality fabric-look roof lining. It’s also a pleasant surprise to find lots of soft touch surfacing that even extends to the upper reaches of the rear doors.
I’m not so sure about the abundance of piano black surfacing but the rotary air con controls met with my approval as did the over-mats fitted front and rear, not to mention the rubber covered driver’s footrest, the use of double door seals, the presence of a spare wheel and the fact that the inner tailgate is fully lined. And happy to report, the cabin proved to be totally rattle and squeak free!
Other features include Bluetooth, multiple oddments receptacles, centre arm rests, front and rear, electric windows, phone charge pad, cruise control, tyre pressure monitoring, keyless entry/start, auto wipers and lights, surround camera, park sensors front and rear, six air bags, ISOFIX mountings, 10,25-inch touchscreen (with smartphone connectivity) and digital instrumentation, various stability control devices and a Harmon Kardon sound system that I found delivered a boomy base that no amount of fiddling could alter!
I suggest a visit to the Mahindra website (www.mahindra.co.za) to get a better idea of the full XUV 3XO range and the respective features of each model as the price spread is marked, reaching R405 000 in this instance. But bear in mind, whichever model you choose, the luggage space with all seats in use is hardly generous at around 220 litres but folding the split rear pew frees up much more space. For the record, the mechanical warranty cover for top models is listed in RSA as 5-years/150 000km with a 5-year/100 000km service plan.
Certainly, in this AX7L trim level, the latest compact Mahindra XUV lacks for nothing in terms of spec levels and it more than holds its own in terms of build quality and interior material tactility. It also drives well, off-centre steering feel excepted, without being standout in any specific area. As such, it deserves consideration from anyone looking for a good value, well-equipped compact SUV that can comfortably handle the urban grind and make occasional forays in an off-road environment thanks to decent under-floor clearance.
