Mahindra TUV300 : Official Review
The Mahindra TUV300 has been launched in India at a price of between Rs. 6.98 - 9.20 lakhs (ex-Delhi).
What you'll like:
• 7-seater SUV at a price comparable to budget sedans
• Robust, abuse-friendly build & construction. Great street presence too
• Nice & roomy cabin. 1st & 2nd seat rows are spacious
• 1.5L diesel offers good city driveability & fuel economy
• AMT available. The cheapest automatic SUV in India
• Dual airbags & ABS offered on every variant :thumbs up
• Features such as static bending lamps, 2 front armrests, adjustable lumbar support, Blue Sense App, economy modes etc.
What you won't:
• 3-cylinder diesel has no top-end. Slow expressway performance
• Mediocre NVH levels, especially in the area of vibrations
• Ride quality is nowhere as cushy as its car-based rivals. Does get bouncy
• Steering is on the heavier side at parking / low speeds
• 4x4 not available, even as an option
• Mahindra's after-sales service quality is a hit or miss. Remains a gamble
• Some important features missing (rear a/c vents, seatbelt height adjustment, dead pedal etc.)
The TUV300 Plus:
• Review Link
Compact SUV and crossover - two terms that have been rather loosely used over the past 3-4 years. Today, everything from the Renault Duster to the Ford EcoSport and Maruti S-Cross have been categorized as one or the other. This segmentation also gave rise to the rather strange breed of hatchbacks with beefed up cladding and raised ground clearance, while remaining under the four meter length mark. However, the need for a proper body-on-frame sub-4 meter SUV to give you that commanding driving position and the ability to play bully in traffic, while offering respectable bad road ability for those weekend trips to the farmhouse, remained.
Enter the Mahindra TUV300 (yes, like the XUV500, it isn't three hundred, but three "double-oh"). Early spy shots of the SUV emerged midway through 2014, after snaps of the yet-to-be launched S101 first surfaced. Like with the new Scorpio, Team-BHP was the first to get the completely uncamouflaged pictures of this compact SUV. Codenamed the U-301, the TUV300 was believed to be a replacement for the Bolero. Not true as, among other reasons, the TUV300 is smaller in size. Understandably, Mahindra launched the TUV300 as an independent product and will continue to sell the Bolero as it is their time tested cash cow.
As we have seen with the Bolero, Mahindra does know how to milk a platform for years on end. It was this "frugality in development" approach that made the Indian automaker chop the Xylo to produce their first sub-4 meter SUV i.e. the Quanto. That was a debacle, with the Quanto currently averaging sales of less than ~100 units a month. The Quanto was actually a decent package, save for the bumpy ride quality, but what killed it was the ugly design. The Xylo was no beauty to begin with and chopping the length down just made matters worse.
The TUV300 is a hardcore attempt at the segment when compared to the more ''civilized'' rivals it faces. Labelled the ''Tough Utility Vehicle'', the TUV300 is based on the 3rd generation ladder-frame chassis used in the new Scorpio, with minor differences in parts like the body mounts.
With a monocoque construction, the other compact SUVs in the segment are lighter and very car-like to drive as well. However, they aren't as tough as traditional ladder-frame UVs, especially in load carrying or off-road applications. The monocoque UV seldom has a 3rd row of seats either. Body-on-frame UVs are easier to design & cheaper to build, not to mention, you can stretch / chop a body-on-frame UV far easier than a monocoque. They are more robust and can handle abuse & rough roads better. Given the fact that body-on-frame UVs are more "overload" friendly and the preferred option for off-roaders, it's a let down that the TUV300 is a rare Mahindra without a 4x4 system. One may point to the "battle tank inspired" design and ask why 4WD isn't offered?! Mahindra says it's because buyers have other options from the stable, if they want a 4x4. Hopefully, a 4x4 variant is provided sometime in the future.
Designed and developed in-house, with the research and development being carried out at the Mahindra Research Valley (MRV) in Chennai, the company started designing the TUV300 way back in 2011. The idea was to launch an SUV inspired by the brutish lines of a tank, rather than the more effeminate curves we’ve seen in the segment so far. Given the boxy, no-nonsense design, it becomes all the more hard to believe that inputs for prototype development & design engineering came from Italy's Pininfarina, one of the world's most revered design houses with Ferraris, Maseratis and Alfa Romeos in its portfolio!
In terms of design, the TUV300 is one of the most polarizing machines on offer today. People will either love it or hate it - there's no one in between, although some believe the look will grow on them. There's no doubt that the TUV300 is an attention grabber though. Even if you don't like the design, you will surely agree that it's a lot better than the ugly duckling Quanto. Several people on the road were in love with our test TUV300's look.
The TUV300 stands out (for the right reasons or wrong) mainly because at 3,995 mm, it's a tall boy SUV that shares its length with the likes of the Maruti Dzire and Ford Aspire! The cutback on length has been countered with an expansion in other dimensions. At 1,835 mm, not only is the TUV300 wider than the Scorpio and Innova, it's just 5 mm slimmer than the Fortuner! With a height of 1,839 mm, the TUV300 towers above direct rivals like the Ford EcoSport and Renault Duster, along with models in segments above like the Hyundai Creta and Mahindra XUV500. The wheelbase on this 7-seater is the exact same as the Scorpio at 2,680 mm.
The front end looks very similar to the designs rolled out by Jeep, largely because of the meaty 5-slat front grille. The headlamps too, look like hand me downs from the previous gen Jeep Cherokee. The box shaped foglamps are a prelude to the boxy side profile that is characterized by a windshield that isn't very sharply raked. There's no getting around the fact that the TUV300 isn't a long SUV, but what pictures don’t justify are the height and width. The stout and tall design gives this SUV fairly good presence that helps overcome any Napolean Complex. The rear end looks like a more chiselled Quanto and it's obvious that Mahindra took some inspiration from the Hummer H3. The spare wheel gets a moulded cover on the top-end variant and completes the SUV look due to its positioning. The only thing missing is black cladding all-round that would help bring some contrast, while adding to the butch factor.
The TUV300's paint quality is nice and consistent. The "majestic silver" shade on the test car had a neat lustre to it during the day. The fit and finish quality is acceptable, but nowhere near as good as say, modern day Hyundais. The bonnet and rear door feel rock solid. Some inconsistencies are there, like the large gap between the bonnet and headlamps. Even the front grille is a toy-like insert and isn't perfectly integrated into the body. The door panels do flex and while the doors are by no means flimsy, they don't shut with a reassuring thud. Overall, the build quality is typical Mahindra. Heavy & tough, but not exacting or precise. It does feel ready for abuse though.
Mahindra claims the TUV300 is equipped to get the highest rating in the Bharat New Vehicle Safety Assessment Program (BNVSAP). The SUV uses a high-strength steel body shell, crumple zones, hydro-formed crush tips, along with side intrusion beams. Mahindra states that the TUV300 uses more high-tensile steel than the Scorpio. Apart from being tested in India, the TUV300 was crash tested in Europe with drive tests at the Nardo test track in Italy. All that is nice to hear, but we'll wait for crash test results. Until then, in our books, it's as safe or unsafe as any untested SUV.
Mahindra has done well by offering dual front airbags and ABS with EBD as standard on all, but two variants. Additionally, buyers can opt for ''+'' variants that add ABS with EBD and dual front airbags to the base T4 and dual front airbags to the T6. This means you can buy a variant that doesn't have a stereo, but gets the bare essential safety features. Kudos Mahindra for getting your priorities right :thumbs up!
Mahindra has also made it a point to offer the AMT variants (T6+ AMT & T8 AMT) with ABS, EBD and dual airbags as standard. These variants get a Ricardo-sourced AMT box, making the TUV300 India's first AMT equipped SUV. However, at a price premium of Rs. 72,000, Mahindra seems to have drawn inspiration from the Tata Zest and the AMT variants cost a lot more than their manual counterparts. Maruti charges a far smaller premium for its AMT variants.
The menacing face seems to draw its inspiration from the previous generation Jeep Cherokee:
More American influence at the rear - takes a feather out of the Hummer H3's styling hat (link):
No escaping its sub-4 meter length. Still, the flat lines give it the look of a brutish, old school SUV:
Design doesn't draw any superlatives, but like it or hate it, this boxy SUV is an attention grabber:
TUV300 looks the best from this angle:
Big headlights get a healthy dose of chrome:
Static bending lamps light up when the steering wheel is turned. Will be especially useful in B-towns & rural India, which have poorly illuminated streets. They work in tandem with the main headlamps i.e. they won’t work if only the pilot lights are on. We wish they lit up when the vehicle is stationary - right now, they kick in when you're on the move:
Blinker is at the inner bottom corner. Headlamps get the follow-me-home & lead-me-to-vehicle functions that correspond to the lock / unlock buttons on the key. Lights stay on for 20 seconds and can be switched on or off innumerable times:
See these menacing lights behind you at night and you will want to move out of the way. We did notice people giving way easily after spotting the TUV300 in their rear view mirror:
Radiator grille gets thick slats lined with chrome:
Intercooler is visible through the mesh air dam:
Good hard plastic cover for underbody protection up front:
Tow hook cut-out is neatly integrated into the front bumper:
Aero-flap for improved aerodynamics. A common sight on many cars today:
Square shaped foglamps get chrome accents:
Slim front overhang. The TUV300 has an approach angle of 31 degrees:
Bonnet sits high on the tall front end. Contours on the sides add some aggression:
mHawk 80 engine badge flaunted on the front left fender:
Humongous windshield gives the driver a great view:
Not as sharply raked back as it is in some of its competitors:
Panel gaps near the bonnet are awfully wide!
Windshield washers are neatly tucked away under the bonnet:
Chunky wing mirrors don’t get integrated blinkers:
Door handles are meaty to hold. Only the driver's door and the tail-gate get keyholes:
215/75 Ceat Czar rubber is adequately sized. 15-inch wheels look small for all the metal on top. However, we'd rather have small wheels + tall tyre sidewalls (6.35 inch) with this kind of suspension. Many people will like the 'spider leg' rim design. Square shaped wheel arches complement the boxy design language:
Wheel-well cladding works well to cut tyre noise at city speeds. Compressor / alternator is visible through the well (image):
184 mm ground clearance is enough for rural roads:
Side step feels solid and can take a good amount of weight:
Ski racks are featured on the T6 variant and above:
Twirling radio antenna can be folded back:
Roof is ribbed for added rigidity:
Rear overhang is negligible. Departure angle = 35 degrees:
Tail lights wrap around the rear. Thankfully, not an overdone design like the Scorpio's:
Viewed head on, the tail light looks flat:
Spare wheel placed on the tail-gate for that 'proper SUV' look. The government calculates vehicle length without the spare, thus helping its sub-4 meter cause:
Large rear wiper. Notice how the washer sits at the bottom (and not at the top like in most cars):
Blackened D-pillar is smooth to touch. Looks and feels chunky:
The TUV "three double oh" badge. This is the 3rd sub-4 meter UV by Mahindra after the Quanto and Thar:
Mahindra offers the TUV300 in 7 variants (T4, T4+, T6, T6+, T6+ AMT, T8, T8 AMT):
Bumper gets integrated reflectors and parking sensors. Unlike in the Scorpio, the sensors are sensibly placed and aren't clustered in the middle:
Rear footstep is bolted under the bumper. Nope, it isn't foldable. If a low slung hatchback or sedan rear-ends you, this will be their first point of contact:
With the Duster. The TUV300 has a very front-heavy look:
Towers over its rivals. See how the tail pipe is nearly hidden from view, unlike the Duster:
What the TUV300 loses in length, it makes up for by beefing up the other dimensions:
The tail gate mounted spare wheel makes a huge difference to the TUV300's appeal. Notice how much longer the Duster's rear overhang is:
Utilitarian vs contemporary. The TUV300 and EcoSport may be in the same segment, but their appeal and target audience will be poles apart:
Alongside big brother, the Scorpio. Both cars use the same chassis:
The TUV300's styling isn't as L-O-U-D as the Scorpio's:
Ingress / egress are typical of what you'd expect from a proper SUV. Unlike the EcoSport, you can't simply sit down and get moving. The TUV300 comes with proper side steps and you will need to use them to climb in. You don't have to climb in as much as you do in the Scorpio, but it's far from sedan friendly. The elderly will struggle. Additionally, the door angles backwards and has a very sharp edge at the top. Every time you open the door, it comes dangerously close to striking your face, so you need to be cautious. The way the doors shut, you just know this is a sturdy SUV.
Step into the cabin and you're welcomed by an all-new dashboard layout. It's a good looking & practical interior. Like in the Scorpio, the dashboard fascia sits close to the windshield. Mahindra has employed the tried & tested beige-black palette on the inside. The layout doesn't embody premium by any means, but Mahindra has struck a nice balance between functionality and aesthetic appeal. Existing Mahindra owners will spot a few components from the common parts bin immediately...still, the overall layout stands out as new. Turn the key in the ignition and you are welcomed by a male voice from the voice messaging system that says "welcome to your tough and stylish TUV three double oh". The novelty of this welcome message will wear off soon and owners will get annoyed in no time.
The fit and finish are a step forward for Mahindra, especially at this price point. Few owners will have a complaint in this area. No, it hasn't got the finesse of an EcoSport, but neither will it be a deal breaker for anyone. The quality is very acceptable. If you look closely, you will spot some irregularities (the layman will never notice them). The hard plastics have a grainy feel, but unlike the XUV500 (fortunately!), Mahindra hasn't gone overboard with the number of textures. Even the use of bright silver and chrome is tasteful and complements the styling without begging for attention.
Courtesy the generous glass area, the interior is extremely airy and lends a sense of immense space. Room on the inside is great and taller drivers won't be starved for space. There's an ample amount of legroom even without pushing the seat all the way back. Shoulder room is good and the front occupants will have a healthy amount of space between them. Headroom is simply fantastic. I'm 6.5 ft tall and with the seat raised to its highest setting, I had a good ~6 inches of headroom to spare.
The driving position is commanding and you tower above other road users (à la proper SUV). You sit even higher than an Innova driver and the imposing driving position is reflected when those in front of you move out of the way (unlike what we saw with the Creta for instance). Yes, you can even see the bonnet while driving.
The range topping T8 and T8+ variants come with fabric upholstered seats, while lower variants either get vinyl or vinyl + fabric seats. The dual-tone seat fabric quality is acceptable, although it is prone to staining quite easily. The seat cushioning is a bit on the firmer side, with the wide backrest offering good overall support. The edges are beefed up for lateral support and boy, will you need it (more on than later). Both front occupants get individual armrests that are very comfortable; they can be folded back if you want them out of the way. Both front seats get lumbar adjustment as well, while the driver gets height-adjustment. The lumbar support works well and will be a boon on those long weekend trips. However, the height adjustment is flawed. The seat can go reasonably low, but the highest setting is just about tall enough. The height adjuster should have been given a taller max setting.
The controls are well placed and fall to hand easily. Even with your elbow resting on the armrest, you can reach the buttons on the entertainment system. The ICE setup is encased in a piano black finish that lends a premium touch. The air-con uses chunky, chrome ringed dials and if you're in the mood to relax with one arm out on the window, the power window controls sit next to the handbrake console. It would've been better if the window controls sat on the door in a more conventional position.
The chunky steering feels great to grip & gets a silver "U" shaped garnish on the top-end variants. The steering mounted controls are similar to the new Scorpio's and have a mouse click-like action. The steering stalks have been lifted off the Scorpio as well and feel durable. The instrument cluster is an interesting combination of what we've seen in the Scorpio and XUV500. The twin-pod layout seems to have been inspired by the XUV500, but makes the use of classy chrome rings. The fonts are simple, large and easy to read with an analogue speedometer and tachometer. The MID reads out information about your tank range, trip A & B and trip A/C (i.e. distance with the air-con running - useful for cabbies). Unfortunately, there's no readout for average or real-time fuel efficiency. You get digital bars for the engine temp and fuel gauges. In the middle of the MID is the current gear indicator which shows you what gear you've selected, once you lift your leg off the clutch completely. This one is pointless really and is information for the sake of information.
As stated before, the TUV300's glass area is generous and apart from creating an airy cabin, that also aids visibility. The large windshield and wide windows give you a good look at your surroundings. The ORVMs are nice, wide and lend a healthy view of what's behind you. The IRVM could be larger though. The rear windshield is big enough; however, the spare wheel, thick D-pillars and HMSL unit narrow down your visibility, so parking sensors are highly recommended. It's easy to miss vehicles parked close to you.
The TUV300 gets a 2-DIN audio system with a non-touchscreen display on the T6 and up. The system supports AUX, USB and Bluetooth audio streaming, and further comes with the Mahindra Blue Sense App that can be used to control the system (via Bluetooth). Sound quality from the 4 speaker sound system is mediocre. If you like your music, you will upgrade the speakers. Additionally, the system doesn’t go loud enough. Even at the max volume (30), it’s around where most systems are at 70% through their strength. Apart from the entertainment options, the system displays information related to telephony and coordinates with the voice messaging system (VMS) to display warnings if you drive with the seatbelt unfastened or if a door is ajar (among other warnings).
Mahindra isn't offering automatic climate control on any variant of the TUV300. The air-con works well, but it's rather bewildering to see a 7-seater UV that doesn't have rear A/C vents. While the manual HVAC system appears powerful enough to cool the cabin, one problem I foresee is the front passengers freezing when the rear passengers need the fan speed to be raised. Rear air-con vents are a big miss when you consider how commonplace they're becoming today (small Grand i10 gets them).
There's a fair amount of storage space on the inside. Both the doors get space for 1L bottles each, along with large map pockets. You also get a storage pocket on top of the dashboard, two small pockets between the front passengers (for keys, loose change etc.) and two cup-holders. Behind the handbrake is a 1L bottle holder that can be accessed by passengers in the first and second rows. The glovebox is medium sized and there's another storage drawer under the driver's seat. One issue is the lack of a proper rectangular spot for your big smartphone. The USB / AUX inputs and 12V power socket are placed on the center console where it slants and there's no place to keep your device safely once you've connected to any of the ports / sockets. It would've made sense to make the shallow storage pocket near the gear lever larger.
Fascia layout is simple, functional and yet, appealing. Definitely one of the better looking dashboards from the Mahindra stable:
Chunky steering wheel is great to hold. Design is quite similar to the XUV500's steering:
Mounted controls are a direct lift from the new Scorpio / XUV500. No cruise control or voice commands, so you only get buttons on the left side. They have a mouse click-like feedback. You can press and hold the "SRC" button to switch the ICE off / on. Use the audio mute button and it will pause the audio if you’re say, playing a track via Bluetooth:
Silver steering wheel garnish is seen on the top-end variants:
Steering is only tilt-adjustable. The adjustment range is limited:
Instrument cluster is nicely laid out with white backlighting. Chrome dials add a premium touch. Redline starts at 5,000 rpm:
MID is a direct lift from the Scorpio (though with different backlighting). You have digital bars for the engine temp and fuel gauges, along with the odometer, a distance-to-empty (DTE) counter, trip A, trip B and trip A/C. Trip A/C tells you how many kilometres in a trip you have used the A/C for. When idling, every minute with the A/C on increases the trip A/C meter count by 1 km. The MID displays the gear currently engaged as well. Sadly, no counters for fuel efficiency:
The engine start / stop (micro-hybrid) warning light flashes before the engine is deactivated and then, stays on until the clutch is depressed and the engine fires up again:
The MID functions are operated through these stalks:
A large cowl wraps around the instrument cluster. In addition to the aesthetic value, this also helps in reducing glare on the meters:
Dashboard plastics have a grainy texture:
More hand me downs from big brother. Durable instrument stalks are lifted off the Scorpio. Tap the wiper stalk once for a clean sweep (of the wiper):
Chunky buttons near the driver's right knee to control the engine start / stop function, engine ECO mode and rear defogger. Engine start / stop button is named ESS (to make it as cool looking as ESC?). Headlamp leveller and ORVM controls sit here too:
Plastic lid can be easily opened to access the fuses:
No fuse puller here (I believe it's there in the engine bay):
Illuminated ignition ring. Unlike the Scorpio, the fonts are engraved inside the ring:
Door opens wide enough, but the edgy styling is an ergonomic disaster. The tip of the door (top right) can hit your face easily if you don't watch out:
Silver finish grab handles look nice (offered only on the top-end variants):
Door armrest is long and the cushioning is firm:
Door pockets can hold a 1L bottle. Additional space for a few knick-knacks:
Frame & door - both - are lined with rubber beading (unlike the Duster):
Doorpad is surprisingly thin! To maximise cabin width?
No scuff plate - you get this beige plastic instead. Sure is going to get dirty (should have been a darker colour):
Top variants get full fabric upholstery (lower variants get vinyl or a combination of vinyl and fabric):
The seat cushioning (including the headrest area) is on the firmer side:
Fabric quality is ordinary. Prone to soiling too:
Both occupants of the front row get adjustable lumbar support! The adjustment is progressive & the difference is noticeable:
Seat height adjuster is another feature exclusive to the top-end variants:
Moderator Aditya sits with the seat height & steering in their highest positions:
As you can see, the travel range for both isn't great. If you are short, you may have issues with frontal visibility. Take a good test-drive before booking:
Driver's seat gets a useful storage tray underneath. It has a load bearing capacity of 1 kg. The tray itself is very fidgety to use & doesn't have a smooth opening action. Thank god Mahindra has started using neutral colours. In the Quanto, this drawer was a gawdy green (link):
There's no dead pedal or space to the left of the clutch. A terrible inconvenience, especially on long highway drives:
Black carpeting is practical:
Among the better looking bonnet release levers:
A/C vents get a silver garnish in the T8. Vents can be shut, but a small amount of air will still filter through:
Super wide and tall wing mirrors give you a great view of what's behind:
Contrarily, the IRVM is a size or two smaller than what it should have been:
Rear windshield is large, but the HMSL unit and spare wheel restrict your view:
Like a proper SUV, you can see the bonnet while driving. Many people will like this. Helps judgement in tight traffic conditions:
You get a little storage pocket on top of the dashboard. There is no rubber mat, so any loose item will be tossed around. Get yourself one from the after-market:
Piano black finish for the center fascia surrounded by a silver garnish. The non-touchscreen 2-DIN audio system supports Bluetooth, AUX and USB. Air flow can be adjusted in the central A/C vents as well. Doesn't the console's shape look familiar?
No climate control. Chrome-ringed air con knobs:
The air conditioner gets an ECO mode. The button makes the compressor kick in less often to save fuel:
Center console is large and has a variety of storage options:
12V power socket, USB port and AUX-in sit ahead of the gear lever. A storage tray somewhere here would have been useful to stow away a smartphone. USB and AUX ports look like they were put into slots that were cut out by hand (zoom in to take a better look)!! Unlike the ignition ring, the ring around the 12V power socket glows red:
Little cubby to the left of the gear lever:
Power window switch console is taken off the new Scorpio, but sits in between the front passengers like the old Scorpio. We think the placement is for packaging i.e. to increase the interior width (remember the thin doorpads?). Yes, all 4 power window controls as well as the power window lock get backlighting. Shocking that not even the driver's window gets the auto up / down feature:
Another small storage pocket below the handbrake. Mahindra has included a number of storage areas in the middle, but none of them are very large or particularly useful:
This one is nifty. Two can holders and a 1L bottle holder in the middle. The bottle holder can be accessed from the 2nd row as well:
Front passengers get individual armrests. They're very comfortable to use. On the flip side, they can be a hindrance while buckling in your seatbelt:
Cabin lamp console lifted off the Scorpio. Note how the "20 sec" font is printed upside down. You get swivel lamps too and the lights have a theatre-dimming effect when the doors are shut. Bluetooth mic sits above:
Glovebox gets an average amount of space. It's illuminated as well:
Glovebox has a pen holder inside:
Sunvisors taken from the Quanto. Notice the exposed screws that hold it in place. Driver's sunvisor gets a ticket holder, while the passenger gets a vanity mirror. The mirror sits in a grove, but doesn't have a lid or illumination like the Quanto:
Seatbelts aren't height adjustable:
Single grab handle up front (passenger side):
You can have any variant with dual airbags and ABS :thumbs up!
The Infotainment System
Hit the 'SRC' button on the center fascia or steering wheel to switch between radio, Bluetooth, USB or AUX (the latter three have to be connected to show up on the display). Pressing the button switches between the sources by highlighting them individually. Leave an option highlighted for ~2 seconds and the source will switch:
2-DIN audio system gets a display that reads out information about the entertainment & driver information systems:
Pairing a Bluetooth device is easy and can be done on the move as well:
A wide variety of EQ options are available. To shuffle through them, use the dial on the bottom left of the center fascia and hit the 'SEL' button. Sound quality from the speakers is terribly basic:
Finer details can be adjusted using the aforementioned dial:
The driver information system:
Fuel info only shows the DTE counter, with a TUV300 :):
Service reminder display:
Phonebook allows you to make calls and shuffle through your registry. No SMS readout:
You can choose to have the display clear when the system is off or have the time & date:
Parking sensors start detecting objects 120 cms away & show you the distance to them. Unlike the Scorpio, the sensors are placed closer to the sides as well, so it's useful while parking. Yes, the sensors do account for the spare wheel:
The voice messaging system (VMS) displays warnings on the screen for around 10 seconds, while a male voice announces the warnings twice on the speakers! The door ajar warning shows you exactly which door is open:
The handbrake engaged warning can be useful for the absent-minded:
The seatbelt warning only corresponds to the driver's seat. If the fuel level is low, the system will warn you for that as well:
Very nice. Until a warning is corrected, this exclamation mark remains on the screen (after the message display is gone). You can't miss it:
Turn the engine off and the ICE enters '1 hour mode'. You can use the ICE for an hour, after which it will go off to preserve the battery:
Mahindra Blue Sense
The TUV300 gets the Mahindra Blue Sense app. The UI is the same as that used for the new XUV500, but with lesser features. For example, you can't control the air-con as the TUV300 doesn't get climate control, nor do you get TPMS:
Vehicle information can be viewed through the Bluetooth app:
Fuel info reads out the tank range:
You can view the status of the parking lights:
Audio functions can be controlled through the app, including the source & volume. System has minimal lag :thumbs up:
Activate / deactivate alerts. Door ajar warning displays the door that's open when the vehicle speed exceeds 10 km/h:
Owners can set reminders too:
Detailed personal information can be stored on the app. We're pretty sure Mahindra will use this information someday. A customer database like this is invaluable!
Interiors - 2nd Row of Seats
Ingress / egress is a similar affair as the first row of seats. It is possible to get in without using the side steps, but even a person of my height (6.5ft) will find it more convenient to use them. As stated before, the TUV300 has a generous amount of headroom inside the cabin, but you will have to mind your head while getting in. Fortunately, the rear door isn't as sharply angled back as the front door is.
The 2nd row offers a healthy amount of legroom - two 6 footers can sit one behind the other. That said, those of us familiar with the Quanto will find that the TUV300's legroom might be a tad lesser than the baby Xylo's. No surprise, given that the Quanto's wheelbase is a full 80 mm longer (2,760 mm v 2,680 mm). The front seats have a good amount of under-seat space too, so you can tuck your feet in below them. There's oodles of headroom to spare even if you're sitting up straight, and the wide body gives you a fair amount of shoulder room too. The rear floor hump isn't intrusive at all; this is a rare sub-4 meter vehicle that has a rear bench wide enough for three adults.
While the overall space gets a nod of approval, the seat itself leaves a lot to be desired. For starters, under-thigh support is quite poor even for a person who doesn't have long or bulky legs. The seat squab and backrest are absolutely flat and offer no lateral support, which is particularly bad considering this is a proper ladder-frame with a fierce passion for body roll. The seatback sits upright...this is one car which could use the EcoSport-style reclinable backrest. Passengers on the side get adjustable headrests, while the occupant in the middle doesn't get one at all. Both, the headrests and door armrests have firm cushioning, but what's surprising is the absence of a central armrest. Clearly, Mahindra is expecting this car to frequently see a full passenger load. Given the heavy load expectancy, it's a good thing that Mahindra has provided a large glass area that lets a lot of light in.
For storage, 2nd row occupants can use the 1L bottle holder near the floor hump or the seatback pockets (two of them). Both doors get accommodating pockets that have 1L bottle holders, with space to spare for one or two small items. The middle row has two grab handles, but without coat hooks. The rear lamp has been smartly placed and offers illumination for both, 2nd and 3rd row passengers. It’s easy to access for both rows too.
A major omission from an SUV that has the TUV300's healthy proportions are rear A/C vents - a feature offered on B1 segment hatchbacks like the Hyundai Grand i10. The A/C is powerful enough and since the vents up front sit tall, air flow does reach the 2nd row. However, leave the TUV300 under the hot Indian sun and the HVAC will understandably take more time to get the cabin temperature down. Rear A/C vents should have been provided.
Interiors - 3rd Row of Seats
The tailgate swings open for access to the "+2" section of the cabin. The door is heavy and while it is easy to open, the weight of the door + spare wheel make it prone to slowly swinging shut. Be sure to safely swing it open all the way. Also, be cautious while opening it if the vehicle is on an incline. The door has a sharp edge at the top where it connects with the roof, so keep your fingers clear of that area.
Unlike the Scorpio, the TUV300 doesn't have a grab handle near the D-pillar, although it does have one in the center. To climb in, you get a fixed metal step that is mounted underneath the rear bumper. It feels solid enough to take the weight of a healthy adult.
Adults can use the 3rd row seats over short distances (say, taking your friends out to a movie). The fact that Mahindra refers to the TUV300 as a 5+2 seater UV should be indicative of what you can expect. An average sized adult will fit in the 3rd row seat with adequate legroom, although shoulder room, headroom, under-thigh support and lateral support are all terms that are alien to this section. The seat cushioning is very firm, while the backrest offers just enough support. Like in the Scorpio, Mahindra has sliced the length of the backrest.
Two adults can sit here for urban commutes only. Over longer distances, it's best left to kids, but bear in mind that there are no seatbelts provided (not even lap belts). Passengers at the rear get butterfly windows and the glass area feels adequate when combined with the airy feel of the rest of the cabin.
3rd row occupants get one grab handle in the middle that sits above the humongous HMSL unit, and one on the door. For storage, the rear door pocket has been divided into three sections i.e. two storage pockets (one small + one big) and a bottle holder. While the A/C can cool the 3rd row, occupants will have to be patient.
Boot space comes in at 384L with the second row seatback in place. It expands to 720L with the second row seatback folded down. Folding the second row seatback is a one man job, but can only be done from the 3rd row. Simply pull on the black strap and push the seatback down.
Rear door opens wide enough, but like the front, you still need to climb in using the side step:
Power window button is neatly integrated into the door armrest:
Here too, you can park a 1L bottle + the knick knacks:
Rear seat is F-L-A-T. Backrest should have been set at a more reclined angle:
Legroom at the rear is very good for a sub-4 meter vehicle. On the flip side, under-thigh support is lacking, especially for taller dudes:
With the driver’s seat in Aditya’s position (height 5'10"), he still has about 3-4 inches of knee room to spare!
Seatback is too thin. To maximise room in the 3rd row?
Wide glass area gives passengers a great view of the outside world:
Ample space underneath the front seats to tuck your feet in. The wire you see is for the seatbelt warning:
Floor hump is negligible and not intrusive at all. Aids the credentials of the 2nd row as a true three seater:
There is some space underneath the 2nd row seat for a small bag or two:
Two useful seatback pockets:
1L bottle holder and 12V power socket that can be used by the 1st and 2nd row occupants, both:
Perfectly positioned cabin lamp serves the 2nd as well as 3rd row:
Grab handles sans coat hooks:
Rear windows roll all the way in:
Tail-gate opens sideways. Unlike the EcoSport, the door opens to the right:
Rear door is H-E-A-V-Y, courtesy the spare wheel. Passengers in the last row get a proper door handle and lock:
Bottle holder + two storage pockets:
This sharp edge connects to the roof:
Ugly and large HMSL unit eats into the rear windshield:
Boot floor sits a lot lower than the floor lip. It's particularly obstructive while getting out:
3rd row seats are small and the cushioning is very firm. No seatbelts or headrests:
Backrest doesn't touch the seatbase. Gap is covered with this flap:
Floor mat at the rear too. Nice!
No surprise that Aditya isn't in the cradle of comfort at the rear. Sit in the back and you won't have any under-thigh support, with your knees pointing up. Adults for short journeys only, kids for longer journeys. Sideways facing seats can trigger car sickness in some. In UVs like the Ertiga & Mobilio, last row passengers sit in the direction of travel which is much better:
Headroom is at a surplus in the first two rows. Not the case in the last row:
The glass area. You may be starved for space, but you won't feel claustrophobic thanks to the airy cabin:
Yes, 3rd row occupants do get butterfly windows:
No rear A/C vents. On a hot day, the rear of the cabin will take longer to cool:
Passengers in the last row will find this grab handle very useful, especially over bad roads as the ride is at its bumpiest at the back:
Both seats down:
With one seat up:
Lock it with a hook in the folded position:
Boot space comes in at 384L:
Drop the 2nd row backrest down, and you get 720L of space:
Dropping down the 2nd row seat is a one man job. Pull this strap (at the bottom left of the middle row seat) and push the backrest down:
Tools & warning triangle are strapped under the seat on the right:
A look at the complete tool kit. Unlike the Scorpio, these tools are placed in a proper pouch:
Under the bonnet is a 1.5L, 3-cylinder, DOHC 12-valve diesel engine with a 2-stage turbocharger. Named the mHawk 80, the engine produces 84 BHP @ 3,750 rpm and 230 Nm of torque @ 1,500 - 2,250 rpm. It comes mated with a 5-speed manual gearbox as standard. The T6+ AMT and T8 AMT variants are equipped with a Ricardo sourced automated manual box (sits on the same 5-speed gearbox as the MT) and produce 3 BHP lesser than their manual counterparts. Mahindra states that they haven't changed anything on the engine...the difference in power rating is down to varying ARAI testing conditions. Power is sent to the rear wheels, unlike its monocoque rivals that use an FWD layout.
1.5L engine is an easy fit. There is a lot of room in the engine bay for a larger motor:
At its essence, the engine shares its block with the 3-cylinder oil burner from the Quanto, but the rest is largely new. The engine uses an aluminium cylinder head, plastic cam-cover, camshaft driven fuel injector pump (with a 7 point injector) and a 1450 bar CRDe system. While Mahindra says the new setup helps deliver better NVH and lower emissions, there's no getting around the fact that the TUV300 loses 16 BHP and 10 Nm of torque when compared to the Quanto!
Start her up and the TUV300 shakes quite a bit. Vibrations at start-up are what you'd expect of a 3-cylinder diesel and can easily be felt through the gear lever, pedals and steering. Even at idle, the gear lever shakes like a pup after a bath. The vibrations are at their worst when you switch the engine off (the whole car shakes about).
It doesn't take much time to realize what this engine has been designed for - low to medium speed driveability. The engine's tune is very practical for city commuting. Lift your foot off the clutch and the torque will carry you forward with ease! Torque at low rpms is satisfactory and you won't be downshifting too much in the city. This engine feels very tractable and you can shift up early if you wish. The mHawk 80 isn't a revv happy unit, but it certainly isn't under-powered, thanks to the 230 Nm of torque which is more than the Innova (200 Nm). Slot into 3rd gear and even at 20 km/h, the pick-up is effortless. While the torque figure is impressive, the real gem is the rpm it delivers it at (1,500 - 2,250 rpm) which is lower than the EcoSport (2,000 - 2,750 rpm) and Duster 85 / 110 (1,900 / 2,250 rpm).
In-city driveability is greatly aided by the 2-stage / twin-scroll turbocharger. Don't confuse this with a twin turbo or bi-turbo. The engine uses a single turbocharger with two differently-sized scrolls in it i.e. one larger than the other. The smaller scroll kicks in at ~1,100 rpm and sustains up to 1,800 rpm. After 1,800 rpm (when a greater amount of exhaust gases are produced), the bigger scroll is activated and the smaller one is disengaged. This is done to minimise lag and improve driveability.
Drive your way through city traffic onto the highway, and you'll soon realize this isn't a hound hungry for high speeds. The engine's behaviour is at its best between 2,000 - 3,500 rpm. Revving it beyond that feels futile as there's nothing to offer at high revvs. Try to take it beyond 4,000 rpm and all you get is a lot of noise with no real progress. While performance up to 100 km/h is acceptable, it slows down beyond that. High speed overtakes need to be well planned. You can feel the TUV300 running out of breath after 110 km/h. Sometimes, you'll move into the fast lane to overtake a vehicle and it's like the TUV300 hits a wall. Slamming the pedal down won't give you that much needed surge. On the expressway, it's best to drive the TUV300 in a conservative manner. Move out of the fast lane and cruise. 100 km/h in 5th gear sees the tachometer touch 2,600 rpm, while 120 km/h comes up at 3,100 rpm. Yes, the 5th gear is much shorter than we would have liked!! Other diesel SUVs usually see 100 km/h at 2,000 - 2,200 rpm. This was probably done while keeping the small engine, vehicle weight + 7 occupants in mind.
Apart from the moderate power output of the engine, what holds the TUV300 back is the sheer weight. At 1,590 kg, the body-on-frame TUV300 is significantly heavier than the monocoque EcoSport (1,248 kg) & Duster (1,180 kg). This weight affects performance, dynamics and fuel efficiency. To help bump up the fuel efficiency figures, Mahindra has installed a host of features such as an engine economy mode, A/C economy mode and engine start/stop system.
ECO Mode: The economy mode works by shifting the engine over to a different map, with the push of a button marked ECO (located near the driver's right knee). The map is economy focused and turns the TUV300 into a more docile vehicle. Throttle response becomes duller and there's a noticeable difference in acceleration. Use it in the city if you must, but not on the highway. To experience the change between normal and ECO modes, hold the revvs steady at say ~2,000 rpm while driving in ECO mode...and then deactivate it. You’ll see a distinct surge as the same throttle input gets you a better response with the map switch. Mahindra claims the economy gains in ECO mode are in the range of 5-10%.
The ARAI certified fuel efficiency figure in ECO mode is 18.49 km/l, while in normal mode, the figure comes down to 18.33 km/l. The AMT variant doesn't get the micro-hybrid system or ECO mode feature, with its fuel economy rated at 17.33 km/l. Considering the fact that the TUV300 is powered by a small 3-cylinder diesel, its fuel economy should keep owners happy. On a related note, the fuel tank size is 60 liters.
Engine Start / Stop Feature: The TUV300 also gets Mahindra's micro-hybrid technology. There's nothing hybrid about it - don't be misled by marketing terms. It simply switches off the engine when the vehicle is stationary, to maximise fuel economy. The feature can be activated / deactivated with a button marked ESS. Shift into neutral and ease off the clutch. The auto start / stop warning will flash on the instrument cluster and in just under ~5 seconds, the engine will switch off. The start / stop operation is far from seamless and you won’t like using the system, mainly because of how much the cabin shakes. The air-con compressor switches off too, so the cabin can get hot on a sunny day. Additionally, the car's headlights go off momentarily when the starter motor is fired up; this is something you'll notice at night. Press the clutch, let the engine start-up automatically and then move the gear lever. Personally, I wouldn't want to use this feature, but there are many FE lovers who will appreciate it.
NVH levels are liveable, but certainly not on par with its modern rivals. It's a typical Mahindra in that sense. The diesel is audible on the inside even at idle. As long as you stay below 3,000 rpm, the engine note won't annoy you and the refinement is better than what we saw on the Quanto. Take the revvs higher and there is that typical 3-cylinder thrum from the motor. Vibrations through the steering wheel and gear lever are constant, while vibrations on the clutch pedal are directly proportionate to the rpm level. Wind noise does seep in when the speedometer needle hovers around 100 km/h.
Like most Mahindras out there, the gear lever has a rubbery side to it. The shifts aren't slick and boy, does the gear lever vibrate! If you've driven other body-on-frame UVs, you won't complain. Those upgrading from a sedan will find it rather agricultural to operate. In the AMT, the transmission gets a mono-stable shifter. Simply put, the gear lever returns to the same position after shifting (à la BMW).
The TUV300 deploys a dual-mass flywheel. The clutch pedal has a long throw. Those used to C1 & C2 segment sedans won't be pleased, as the long travel range makes it cumbersome to use in bumper to bumper traffic. Push the clutch in and the final 30% of travel feels rather crude too. The clutch isn't overly heavy though and it's soft enough.
Scorpio-derived gear lever is a talented dancer!
Ride, Handling, Steering and Braking
No, the ride quality isn't plush. Mahindra's body-on-frame UVs have never been cushy and the TUV300 is no different. Sure, it's more compliant than the Quanto, yet you are always aware of the road conditions below you. At low speeds, medium-size undulations will see occupants being tossed about as the body moves from side to side. The top half of the car sure moves on uneven roads below 40 km/h! Take the same bumps at high speed and the TUV300 tackles them better. Yep, the suspension takes uneven roads better at high speed than low. On the highway, you won't even slow down for broken tarmac. On the joints of the Mumbai-Pune expressway though, the TUV300 had a tendency to bounce (albeit lesser than the ol' Scorpio). Those on the last row will feel it even more. Let's be clear on one thing - this is no Renault Duster. Note that the suspension will most likely get more pliant with passengers on board. The TUV300 gets a double wishbone suspension up front and rigid axle multi-link suspension at the rear. Tuned by US based specialists Cayman, the suspension offers terrific bad-road ability. Rough patches, broken bits of road and dirt tracks are no problem for the TUV300. In this area, the TUV300 has that Mahindra DNA. It feels very abuse friendly and there's a certain robustness felt when tackling rural roads.
Driving the TUV300 is an experience. In the city, people move out of your way. Yes, the front end has that kind of presence. Out on the open road, we found that grip levels are good overall. Even the OEM tyres don't squeal excessively. The suspension is tuned on the firmer side and that helps its on-road behaviour. Of course, you must always keep its sheer height in mind. This is a tall ladder-frame vehicle and behaves like one. It actually feels like a smaller Scorpio. Push a little hard and body roll sets in, even with the front and rear anti-roll bars. Body roll is very evident in the curves and it will make you back off the accelerator. Goes without saying that you shouldn't treat the TUV300 like the Duster & EcoSport, which drive like regular sedans in comparison. Straight-line stability is good and you can comfortably cruise at 110 km/h all day long.
The TUV300 gets a hydraulic power steering. The steering is quite heavy at parking speeds and does require a certain amount of effort. You will notice the difference vis-à-vis an electric steering that cars like the EcoSport use. At speed, the steering has enough weight and there is no nervousness. It's not precise by any means, but it gets the job done. The 5.35 meter turning radius is wide for a sub-4 meter vehicle and making U-turns in narrow by-lanes will warrant a 3-point turn. Well, the EcoSport (5.3 m) and Duster (5.2 m) aren't much better in this area.
The TUV300's ground clearance comes in at 184 mm (the EcoSport and Duster offer 200 mm and above). With that suspension, it's more than adequate to tackle bad roads.
Stopping power comes from disc brakes up front and drums at the rear. They're standard-fare in terms of performance. Still, the pedal feels rather spongy and I'd have liked some more bite from the pedal. Nose dive under braking is evident even at not-so-fast speeds. We appreciate that ABS is standard / optional on all variants.
Engine cover is small & basic:
Bonnet sheet metal is heavy. Full insulation underneath. Open the bonnet and the hazard lights come on automatically:
Rubber on both sides. Sure looks like the cutting was part of a school kid's project:
Reflective insulation sheet on the firewall:
Plenty of tall & ugly screws in the engine bay:
"U301" project code labelling all over the engine bay (click picture for a better look):
Under-engine cladding for protection:
More underbody protection:
Plastic fuel tank, no protection:
Double-wishbone suspension up front:
• Mahindra thinks that there will be cross-shopping between the TUV300 & EcoSport. We disagree. Besides their sub-4 meter length, the two have absolutely nothing in common. They will appeal to a different customer set. While one is a tough & heavy body-on-frame 7 seater SUV, the other is a modern 5 seater car that drives just like any hatchback / sedan. A world of difference between the two.
• We said it at the time of the Quanto and we'll say it again - Mahindra's packaging skills have really improved. In a vehicle that is as long as an i20 or EcoSport, Mahindra has managed 3 acceptable seat rows. The 1st & 2nd rows are especially good (as was the case with the Quanto).
• Why does Mahindra have the "O" (oh) at the end of almost every vehicle it makes? Bolero, Xylo, Scorpio, Genio, Centuro, Mojo, Jeeto, XUV "five double oh", TUV "three double oh" etc. It's largely superstitious, as Mahindra saw success with the Scorpio & Bolero and decided to make it a tradition.
• All Mahindra cars offer good driveability - right from the Logan to the Scorpio and the Thar to the XUV500. In that respect, the TUV300 is no different.
• Mahindra says the belt drive has a mechanical auto tensioner. So no adjustment required for life.
• The engine uses a timing chain (and not a rubber belt), therefore it'll have a longer life.
• There's no real technical factor stopping Mahindra from adding a 4x4 variant.
• Good chance that a new base variant might follow later. Say, a T2 variant? This'll be stripped of all features and target the extremely price sensitive customer in semi-urban & rural markets.
• Not only do the doors auto-lock once you start driving, they also auto-unlock after you switch off the ignition.
• Wipers have a delayed sweep after using the washers i.e the teardrop function.
• Mahindra says that the TUV300 has 'brake energy regeneration'. Nope, that's plain marketing nonsense. What it does have is a smart alternator. Basically, the system disengages the alternator during acceleration (thus, all engine power is used for accelerating only). During deceleration and idling is when the alternator charges the battery.
• When you lock / unlock the doors, the mechanism is very audible on the inside...and outside.
• An upgrade for the horn is recommended. The OEM horn doesn't suit the vehicle's presence.
• For customers wanting to use it as a 5 seater, Mahindra says the 3rd row removal is a DIY process.
• The TUV300 is built at Mahindra’s plant in Chakan, Pune.
• You can book the TUV300 online via Mahindra's extremely unfriendly new website.
• Most BHPians didn't like the white colour, although dealer demos are predominantly white. The TUV300 is offered in six colours: Bold black, molten orange, majestic silver, dynamo red, verve blue and glacier white.
• The Quanto should now be discontinued. It's not selling anyway!
• Just like the Xylo & Quanto, is there a chance that we'll see a longer version of the TUV300. That is, a non sub-4 meter TUV300. It can easily be stretched and the engine bay does have room for a larger motor.
The Smaller yet Significant Things:
SUVs look best when they've "earned their dirt"! Don't see this colour in the brochure? It's because the "combat green" is a made-to-order shade:
Interested buyers can get this colour by sending it to the Mahindra customization center in Mumbai after registration. The cost of painting is Rs 63,000 + taxes:
Thank you to BHPian iamahunter for sharing this cool render of a modified TUV300:
Many personalization options like this "armour kit" are available:
A look at some of the more comfort-oriented accessories:
Logo projection lamps will be a crowd favourite:
Some lifestyle accessories like a bicycle carrier can be chosen as well:
The complicated spare wheel removal procedure of the T8 variant. Step 1 - cover a screw driver and then remove the Mahindra logo (which feels like it could break at any moment):
Removing the logo reveals the bolt behind:
Step 2 - remove the bolt with a wheel spanner:
There is a provision for a padlock. Look how badly it has rusted!
Step 3 - remove the vinyl area, while simultaneously loosening the moulded cover:
Step 4 - you can now loosen the other bolts and remove the spare wheel:
There are gaps where the tyre tread can be seen, but no inlet to access the tyre valve. You have to go through the entire process outlined above to check the spare wheel's tyre pressure!
Thanks to BHPian neil.jericho for sharing this image of the vinyl cover (lower variants). Easy on, easy off:
Rear foglamps at the bottom of the tail-lights:
Some areas look crude & unfinished:
Fuel cap isn't tied to the body (even the cheap Kwid's is). Don't drop / lose it! Note that there is a holder for it on the inside of the flap:
Wheel arch gap is huge! That's a small water bottle on the tyre:
Front plastic grille came loose during our test-drive:
Door rubber beading is thick!
Child lock doesn't need a key like in the Scorpio:
32 PSI recommended all-round:
Pull the driver's seat forward and the fuel cap release will be hidden from view:
Beige dashboard does reflect on the windshield. Noticeable under sunlight, but not as bad as what we'd seen in the early XUV500:
No flippy or smart key. The key can be used for the follow-me-home / lead-me-to-vehicle functions. The '*' button in between activates the parking lights for around half a minute:
Dials do a full sweep whenever the ignition is switched on:
Big shoutout to S.Gokul for pointing this out. The owner's manual has an image of the instrument cluster. Notice how there are warning lights for features not currently offered - VSC, 4WD low, diff lock, hill start assist, hill descent control etc. Provisioning for the future?
Thanks to BHPian neil.jericho for sharing this image. The smaller ICE display and moulded center fascia of the T6/T6+ variant:
Not a pretty sight in the driver's footwell. Things could have been tidier:
Passenger's footwell isn't any prettier:
10k kms service interval:
Looking Toyota in the eye, Mahindra offers the TUV300 with a 3 year / 100,000 kms standard warranty (same as Toyota), extendable to 5 years (unlike Toyota which offers no extension). Given below are the extended warranty plans - highly recommended:
Variant-Price Comparison for the benefit of readers.
All prices are ex-showroom Pune.
The variant features are taken from the Brochure from TUV300 website. I found a discrepancy in the features listed in the website (for ex: ORVM is listed as Manual in the website, but Electric in the Brochure), so followed the Brochure for comparison assuming it to have been proofread.
Also attached the Excel for any other customization that potential buyers might want to use.
Let me know if you need any specific variant wise comparison other than those listed above. I can do that and post it here.
Re: Mahindra TUV300 : Official Review
Thread moved from the Assembly Line to Official Reviews. Thanks for sharing!
Rating a full 5 stars! Exceptional detail, this review will greatly help those considering a TUV300 to make an informed choice.
Re: Mahindra TUV300 : Official Review
Wonderful review!! as always!! :thumbs up :thumbs up
A tank or not, what Mahindra has done to the overall design of the vehicle is commendable. Curvy lines age faster than straight/sharp lines. Looks like Mahindra was well aware of the same when designing this newbie.
Must admit, on the road, this vehicle does have good presence, specially in black color.
Re: Mahindra TUV300 : Official Review
Great review Tushar. Thanks for putting up details nicely.
Did you had a chance to drive the AMT version too during this review?
Any thoughts on the same.
Also what is the FE claimed by Mahindra?
Re: Mahindra TUV300 : Official Review
Re: Mahindra TUV300 : Official Review
As for the FE, as stated in the review:
Re: Mahindra TUV300 : Official Review
Good Review, thanks.
When the TUV was launched, the awkward looks were a turn-off and I didn't bother reading it's thread any further. However after reading the above review, I must say that I am sort of impressed with the overall package though still on the fence about the looks! I think its the non existent bumpers that are the main spoilers.
And that sharp front door is a killer man! Someone is definitely gonna get hurt by those edges. Mahindra better figure out a solution fast.
Overall this seems to be a good option for someone who needs those extra two seats for the extended family.
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