MAHINDRA GENIO BREAKS COVER

Mahindra & Mahindra announced the global launch of the Mahindra Genio range of pick-ups late last week. The all-new bakkie is said to bridge the gap between the hardy Bolero and Scorpio models that it already offers.

“This is a proud moment for all of us at Mahindra as it marks our very first global launch in India. Manufactured at our world class plant in Chakan, the Genio incorporates a high level of technological excellence, both in terms of power and styling. This next generation pick up launched to much critical acclaim in India and is now all set to be marketed worldwide,” said Dr. Pawan Goenka, president – automotive and farm equipment sectors, Mahindra & Mahindra Ltd.

The Genio shares much of its underpinnings, and looks with the Xylo MPV from the same stable. Power is provided by an "m-Hawk" 2,2-litre turbodiesel that produces 88 kW with a torque peak of 290 N.m delivered between 1 800 and 2 800 r/min. The in-house developed motor complies with Euro 3 and 4 emissions standards.

A five-speed manual gearbox is the only transmission available. However, there will be the option of two- or four-wheel drive, and a diff' lock on certain models.

Mahindra claim that the Genio is the widest pickup in its class with most spacious cabin in its category. The single cab model has a payload of 1,25 tons.

Features inside include an on-board trip computer, cruise control, a double DIN audio system – that plays MP3s, and accepts SD cards and USB flash drives – with steering mounted controls. Dual front airbags are part of the standard safety suite, as is ABS.

The Mahindra Genio has become a business favourite. Find yours at a Group 1 Mahindra dealership today or visit the Group 1 Mahindra site.

Article source: http://www.carmag.co.za/news_post/mahindra-genio-breaks-cover/

2015 MAHINDRA XYLO FACELIFT REVIEW

With a country of over a billion, people movers are probably the most logical mobility choice. With something of a boom in this segment, manufacturers have single-mindedly focused on the carrying capacity and ride quality of these vehicles. The Mahindra Xylo has been one of the leaders in this segment with great ride quality and a comfortable third row on its side but we've always found that it's been too wallowy in the handling department. With this new update Mahindra have addressed the dynamic abilities of the Xylo and we managed some time behind the wheel to see how this changes the picture.

What's changed?

Visually the new update does little for the new Mahindra Xylo save for a graphic on the side and a slightly odd chrome strip on the bonnet. Inside the cabin too, not much has changed. There's new fabric, instrument cluster design and the third row now gets a 60/40 split. There are no changes under the hood either and the meat of the changes have all taken place where it's mattered most - the suspension. Here the list of changes is extensive and all designed to take the wallow out of the large MUV. The front roll bar has now increased in diameter to make it stiffer and they have now added a rear roll bar as well. There are now larger chassis bump stops (they sit between the chassis and the front and rear axle) and these also aid in reducing roll. The front control arm bush rates have also become stiffer further aiding in anti roll duties. As all these changes would have also adversely affected the ride quality, the spring rates and damper settings have been made softer in an effort to retain the mellow ride quality that it was known for.

Has it worked?

After a long drive over highways, twisty hill sections, city roads and really broken back roads around Nasik I can say that this exercise was well worth the time and effort spent. The Xylo is now a much more stable vehicle on the roads. Direction changes at city speeds now produce no roll at all in a completely unloaded vehicle and once loaded I can't see this changing too much as it really feels planted. Out on the highway, gentle direction changes, like when overtaking, also produce very little or no roll. Quicker sideways movements, like avoiding a pothole, do produce some roll but nowhere near as much as the old Xylo. Through corners too, the planted feeling persists and you really can carry a fair rate of knots through long sweepers (for a large MUV), something that was not quite the most pleasant exercise in the older car. On the brakes there is still some nose dive but not as much as the older car and this translates to more stability on the brakes and much less pitching and rolling if you stomp on the stoppers when not in a straight line. Thankfully these improvements to the dynamics haven't affected the ride quality that the Xylo was known for. So on the whole the update does make the Xylo a much more pleasing car to drive and be driven in.

To test drive the Mahindra Xylo, or any other Mahindra cars and decide for yourself, visit a Group 1 Mahindra dealership today!

Article source: http://mahindramadness.postach.io/post/2015-mahindra-xylo-facelift-review

Images by Ashok George

Review: Refreshed Mahindra XUV500 makes a strong case for itself

Cape Town - My first experience driving the XUV500 was along a Mumbai highway in the heart of summer while maniac truck drivers zoomed past.

It was my first time driving in the Asian country. On that occasion, I was driving an automatic variant. This time however I wouldn't be dealing with hooting taxis (at least not as many) and a myriad of motorcyclists.

Tough segment

The XUV500 was given a refresh in October 2015 and we had the W8-spec, fitted with a six-speed manual transmission and all-wheel drive, for a couple of days.

What's an XUV500? It's a 4.5m long, full-size SUV with seating for seven (three rows) and is powered by a 2.2-litre diesel engine capable of 103kW/330Nm.

Mahindra's aim, from what I can tell, is to build practical, affordable vehicles. Which brings me to the price of the W8 model - it retails for R374 900.

Its pricing is more aggressive than a honey badger when compared against rivals from Hyundai, Ford, Volkswagen and Nissan. And only one of those four mentioned has a seven-seat variant.  

Worth your hard-earned Rand?

As mentioned before, I experienced the top-of-the-range W8 version. It has a long list of standard features including auto wipers, auto headlights, leather seats, cruise control and satnav that can be accessed via a 7" touchscreen featuring a reversing camera.

There's even a refrigerated centre-console, handy for cool drink storage in summer.

On the safety front, a myriad of airbags are available including front, side and curtain. It's also fitted with hill-descent control and hill-hold to mitigate any awkward incidents along inclines and intersections.

The Mahindra XUV500 is definitely aimed at a buyer for whom road trips are a regular occurrence. This explains its roof rails, mobile charging points for all three rows and a steering wheel that can be telescopically adjusted and tilted for ease of use.

What's it like to drive?

The XUV500's engine punches above its weight and its manages to feel as if you're sweeping around town in a much smaller car. This particular model weighs 2510kg.

The ride is comfortable and one thing that must be noted is the car's independent suspension; McPherson in the front and multi-link at the rear.

The XUV500 goes along way to eliminate preconceptions of Indian cars "feeling cheap".

Overall

While the materials don't come close to those used by rivals overall, at least in terms of featured, the XUV500 is a par with its competition.

Issues? The lack of a huge dealer network is an issue (especially when traversing into difference provinces).

Just 36 units were flogged in September, which shows the model still hasn't broken into the public's consciousness.

Mahindra's performed a good job with its refreshed SUV should be commended. Will South African buyers dismiss my positive words and head straight to a Hyundai, Volkswagen or Ford dealership? If sales are any indication, probably yes. For the few that are looking for A LOT of car for a reasonable amount of money? The XUV500 is worth considering.

The XUV is available with a five-year or 100 000km service plan as standard. Still wondering if the XUV is a good car? Test drive one for youself.

Article source: http://www.wheels24.co.za/NewModels/review-refreshed-mahindra-xuv500-makes-a-strong-case-for-itself-20161007

Review: Mahindra Scorpio

I have always been proud of the fact that I am willing and happy to drive any new car once. There’s just something cool about operating a vehicle you’ve never experienced before, and I believe the mere act of trying a car expands your automotive horizons.

We were recently given the keys to the Mahindra Scorpio, and I had to ask myself the question; I wondered if this would be the car to break that streak. After a week with the Scorpio, and first impressions aside, this SUV was full of surprises.

STYLING

One glance at the Scorpio and it's apparent that the Indian car brand’s design philosophy is a throwback to an earlier time. From the boxy side doors to the sidewards opening rear hatch and bulbous front and rear, what at first seems like a jumble of automotive design reminded me of an early '90s Pajero.

Yes, to many, this may be unattractive as an SUV, but the fact remains that beauty is in the eye of the beholder, and this SUV brings out a retro vibe that I haven’t felt since my last Instagram filtered #throwbackthursday post.

INTERIOR

The interior is, in a word, simple. Hard resins and scratchy plastics abound as your hands feel about the cabin. "Interesting" choices of button placement, like the gas release being under the A/C and the window switches located in the center console beside the seats add to the incongruity it has with the typical car.

The retro vibe from the outside makes its way to the interior, too. An extremely upright driving position makes it so that you never forget that this is a truck first and it eschews any modern pretentions of being anything but. This has the advantage of making you sit relatively high, allowing you to see over most other vehicles on the road.

At least the shifter, although oddly-shaped, provides a comfortable experience; the trapezoidal shape shocked me at first, until I realized it fell to hand just about perfectly.

ENGINE PERFORMANCE

The Scorpio comes equipped with Mahindra’s 2.5-liter direct injection turbodiesel engine. It has 105hp and a decent 258Nm of torque. Power goes to the rear wheels via a 5-speed manual transmission without any option to opt for an automatic. Don’t be fooled by the 7,500rpm reading from the rev counter though, this engine hits its redline at around 4,000rpm. It boggles the mind why Mahindra would even suggest that the truck can do more than that.

Power is generally good for a truck. You will have a hard time bringing it up to highway speeds of above 100kph, but at least the engine’s torque is up to the challenge of pulling you up steep inclines and the occasional clutch-only traffic crawl.

All-in-all, it is a decent package, albeit one of the noisiest modern cars we have tried in recent memory. Ditch the horn because its diesel clatter will get people out of your path from a block away.

RIDE AND HANDLING

Handling at anything below 100kph is decent. The suspension tends to soak up our roads easily, just as you would expect an old-school SUV to do. Faster driving tends to upset the handling though. Chalk it up to the Scorpio being a very tall truck that is relatively narrow, and that sentence alone should sum up the riding experience in a nutshell.

Basically, it is a decent handling SUV. Far from the best we have tried, but the advantages of a long travel suspension and a ladder-on-frame chassis built for rough roads means that it can soak up the worst EDSA has to offer with ease.

EXTRA FEATURES

For entertainment, the Scorpio has a radio with USB and aux-in. Cooling is handled by a powerful A/C system and much like the radio, the air-con is adequate for what you need the Scorpio to do. Annoyingly, the dashboard gives you only one small readout and worse still, you have the choice of viewing your odometer or your clock, not both.

The most important feature of the Scorpio is a throwback to the AUVs of the '90s. It comes equipped with dual-bench-type rear seats. While not the largest, the high ceiling of the car allows nine adults to fit in a pinch, with headroom to spare.

THE VERDICT

It might sound basic, but I genuinely had a fun time with the Scorpio. It still gave the joy of experiencing a new car, as all new drives do. It was a great throwback to what has been lost; it’s a simple, rugged SUV at a price that puts it in direct competition against the similarly old-school Isuzu Crosswind.

So who is this truck for? Well, if you’re in the market for a rugged SUV at a price that won’t break the bank, and you are enamored by its retro charm, this may merit your consideration.

At the end of the day, Mahindra is the choice of the Philippine National Police, and that means two things: First, it is a brand that has been tested almost to destruction and has been found worthy, and secondly, spare parts should not be a problem, as government procurement generally requires aftersales to be up to par. If it’s good enough for them, it just may be good enough for you. Speak to a Mahindra expert at a dealership near you.

Article source: https://mahindramotoringmagic.tumblr.com/post/162932061948/review-mahindra-scorpio

Mahindra Thar Facelift Review

The Mahindra Thar gets a refreshed dashboard and added kit to make it more capable off-road.

What is it?

The Thar has been around for five years now. The recent facelift given to the Mahindra Thar includes a few cosmetic upgrades on the outside and the addition of a locking differential at the rear.

Up front, the plastic bumper has been designed to clear CMV regulations which state that there cannot be a gap between the front bumper and the body. Owners who had installed spaced-out alloy wheels and off-road tyres on their Thars must have faced the problem of the fenders bending under extreme articulation. This has now also been addressed with scooped-out, wider fenders unless you have gone overboard and used extra large tyres.

The soft-top is also new and made of a different material with better finish and a noticeable forward slant towards the rear. There are new wiper linkages to ensure the wiper blades and motor remain functional (the older car had an issue of the wipers hitting the rubber beading, causing stress to the motor in the long run).

It's a whole lot nicer on the inside, with a new dashboard, the steering wheel from the Bolero, and a lockable glovebox as well. The seats are now from the old Scorpio, which make them more comfortable, the wing mirrors (also from the Bolero) are better, and the instrument panel is new with a backlit odometer.

The dashboard also sits higher and accommodates the front demister to prevent the windscreen from fogging up in wet and cold weather. Also, the position of the steering wheel has been changed. It’s now moved further right, unlike the earlier car which had a slightly left-set wheel. The new steering feels better to hold and the slight shift in position helps the ergonomics as well. However, driving position is still truck-like with the raked steering wheel and high-set pedals, making long journeys quite uncomfortable.

Overall, the quality of materials is now up to Xylo or Quanto levels and it's easier to live with everyday. The quality of plastics on the restyled dash are refreshing, especially for those used to seeing the crude mass of grey on the earlier car. However, this is a far from plush environment but quite a few Thar buyers aren’t expecting many creature comforts either.

What is it like to drive?

With no major changes underneath, the Thar still drives like it used to. The 2.5-litre engine, putting out 105bhp, has enough grunt to pull you over most obstacles, evident by its performance on Mahindra’s off-road track. The addition of the differential lock has made it marginally more capable as the Thar conquers a lot more than before. The Eaton-manufactured differential lock, also used in the export Mahindra Getaways, helps send power to one wheel when the other one is airborne or stuck. However, a centre-diff lock would have added to its capability as the locking differential was of little help while climbing a mucky incline or wading through a slush pit. That said, the course laid-out for us at Mahindra’s off-road academy was not a cakewalk, and our test car shod with Maxxis Bighorn off-road tyres, along with careful driving ensured we didn’t get out of the car even once to push it. But if it were the standard road-biased Bridgestone tyres going through those obstacles, we would have been stuck for a long time. That explains the role of the right tyres while going off-road.

We wish the tiny four-wheel drive lever could have changed places as it is still in the same awkward position and takes some effort to slot in. Also, the five-speed manual gearbox is still not light or easy to use and has an inconsistent feel while slotting into gears.

Should I buy one?

The Thar has always been a functional 4X4 built for real off-roading. Its ability to negotiate rough terrain is genuine, and being tough and durable, it's perfect for the job. An iconic vehicle which has loads of character is now a touch more comfortable to sit in and use as everyday transport. The inclusion of the locking rear differential also makes it a bit more capable. It may not be as practical as a regular SUV, but as things stand today, the only other serious off-roaders are nowhere as comfortable on the road and is not available off-the-shelf. So, for those looking for a tough off-roader to use on a daily basis and are willing to accept a few compromises, the Thar is still the best option out there. Read more here.

Article source: http://www.autocarindia.com/auto-reviews/mahindra-thar-facelift-review-test-drive-396419.aspx