They are saying competitors is what breeds efficiency, and with regards to the compact SUV section, it actually appears so. Take the Ford EcoSport – it’s the one that actually popularised the sub-four-metre SUV class, and for some time, it was on prime of the world. However the competitors got here up so fiercely that when it was time to present it a mid-life facelift, the modifications had been so in depth, it virtually felt like an all-new automobile. So what was this competitors? Nicely, there was the Vitara Brezza, which is now fairly merely the bestselling SUV available in the market. And it’s not simply the Suzuki badge on its nostril – this compact SUV will get the basics spot-on, providing the correct quantity of house and luxury in a robust-looking design. Then got here the Tata Nexon, which proved you can have a really trendy and modern compact SUV with out sacrificing house and practicality. It additionally helps that it has robust mechanicals in addition. And now there’s the XUV300, which isn’t Mahindra’s first sub-four-metre SUV; there was the Quanto (which grew to become the NuvoSport), there may be the TUV300, and so they declare the KUV100 is an SUV too – however all these goal a distinct buyer. The XUV300 is the one that most closely fits this class, and it appears to have learnt a bit from all its rivals, delivering a really robust bundle certainly. Robust sufficient, although? That’s what this check goes to search out out. And to maintain issues Even Stevens, we’ve opted for the one powertrain mixture that’s at present frequent to all of them – diesel-manual. And, in case you’re questioning why the Brezza right here isn’t the newest model (no black wheels, nevertheless it’s mechanically similar), it’s as a result of Maruti didn’t have a automobile to present us, however since so many individuals purchased them, it wasn’t too arduous to borrow one from a pal.
EXTERIOR & STYLING
Let’s not get too deep into the dialogue of styling, as a result of that may be very subjective. For example, I discover the Vitara Brezza very uninteresting trying, and although it’s bought the essential form proper, the detailing leaves quite a bit to be desired; many disagree. Alternatively, I feel the Nexon is totally beautiful and the best-looking on this section, with a mess of curves and number of colors and layers that complement one another; however many assume it seems an excessive amount of like a hatchback. The EcoSport seems particularly aggressive on this black-accented S trim and the XUV300 is likely one of the most pleasantly tidy designs to return out of Mahindra in ages. What I feel most will agree on, although, is that whereas the EcoSport and XUV300 are each properly turned out, they give the impression of being truncated on the rear, and that is owing to the truth that each began out from automobiles greater than 4m lengthy and had been reduce all the way down to measurement. The Tata and Maruti, designed from the beginning as sub-four-metre SUVs, are a lot better proportioned. That stated, I additionally applaud Ford and Mahindra’s choice to go together with 17-inch wheels on these top-spec variants, versus the opposite two which have caught with 16s; it provides them a a lot bolder look.
|XUV300 Diesel W8 (O)||EcoSport TDCi S||Nexon Revotorq XZ+||Vitara Brezza ZDi+|
|Gas tank capability||42 litres||52 litres||44 litres||48 litres|
|Boot capability||257 litres||352 litres||350 litres||328 litres|
|Tyre measurement||215/55 R17||205/50 R17||215/60 R16||215/60 R16|
INTERIORS & EQUIPMENT
To this point, the EcoSport has been forward of the pack when it comes to inside atmosphere, however the XUV300 comes shut, and with just a few bits just like the infotainment and steering controls, it even surpasses it. Switches and buttons are rather well completed and damped, and plastic high quality is usually excellent. It’s simply that the design is a bit incongruous, notably the HVAC controls inherited from the SsangYong Tivoli that look quite dated. The EcoSport, notably after its 2017 facelift, seems way more cohesive, and within the case of this S mannequin with the orange accents, sportier too. I notably like the massive, freestanding touchscreen that sits upright on the fringe of the dashboard, placing it comfortably in arm’s attain. The Ford additionally has the perfect instrumentation, with easy however clear dials, and a big, informative TFT display screen between them. General plastic high quality, nonetheless, falls a bit shy of the Mahindra. It’s shut between these two, however general, the Ford feels just like the extra attractive cabin to step into.
In the case of design, you’ve bought to like the Nexon’s cabin too, which, very like the outside, is de facto enticing. I notably just like the uninteresting gray trim that runs throughout the centre and separates the highest of the sprint from the centre console, and the best way the AC vents are built-in. The difficulty is the inconsistency in high quality; the sprint prime has a wealthy grain and feels premium however there are too many tough edges decrease down, and iffy switchgear. There are additionally a lot of practical oddities, just like the AC controls that unintuitively present you their capabilities in a tiny nook of the touchscreen, and a central storage bin that’s too slim and deep to be correctly helpful on the go.
The Vitara Brezza’s cabin feels higher put collectively nevertheless it’s let down by uninteresting and cheap-looking plastics. The switchgear is acquainted as a result of it’s frequent in different Marutis, and positive, you may customise the interiors a bit utilizing Maruti’s vibrant equipment, however by default, it’s all too dreary. The inside design lacks any aptitude and may be described practical at finest. You’ll additionally be aware that whereas the XUV300 and EcoSport include leatherette upholstery and steering wraps, the Nexon and Brezza don’t.
Concerning the topic of what every of those will get and doesn’t, whereas the Tata and Maruti are sufficiently properly outfitted, it’s the Ford and the Mahindra which are actually buying and selling blows and pushing the boundaries for what you may stuff right into a automobile on this section. They’re, as an example, the one two that provide the much-sought-after sunroof. You possibly can see how they evaluate intimately on the reference chart, the place you’ll discover they fall into rank with the Mahindra first, the Ford second, the Maruti third and the Tata fourth. The highest-spec XUV300 is full of segment-firsts like entrance parking sensors, rear disc brakes, dynamic steering modes, dual-zone local weather management, heated mirrors and 7 airbags. All of them have touchscreens, and all get Android Auto and Apple CarPlay, nevertheless it’s the EcoSport’s interface that’s the slickest, quickest and most intuitive; doesn’t harm that it has the most important display screen too. Mahindra’s system isn’t too unhealthy both. And having come a great distance since v1.Zero, Maruti’s SmartPlay interface is clear however fairly sluggish in operation (hopefully they’ll improve it to the brand new SmartPlay Studio system quickly), and the Tata’s small 6.5-inch display screen merely feels the furthest behind. It’s clunky, sluggish to reply and cluttered – none of which you need whereas on the transfer.
|XUV300 Diesel W8(O)||EcoSport TDCi S||Nexon Revotorq XZ+||Brezza ZDi+|
|Android Auto/Apple CarPlay||Sure||Sure||Sure||Sure|
|Satellite tv for pc navigation||Sure||No||No||Sure|
|Auto local weather management||Twin-zone||Single-zone||Single-zone||Single-zone|
|Rear AC vent||No||No||Sure||No|
|Keyless entry & go||Sure||Sure||Sure||Sure|
|Steering regulate||Tilt||Tilt + Telescopic||Tilt||Tilt|
|Auto-dimming inside mirror||Sure||Sure||No||No|
|Heated wing mirrors||Sure||No||No||No|
|Parking sensors||Entrance + rear||Rear||Rear||Rear|
|Tyre strain monitor||Sure||Sure||No||No|
|Isofix youngster seat mounts||Sure||Sure||Sure||Sure|
|ABS with EBD||Sure||Sure||Sure||Sure|
|Rear disc brakes||Sure||No||No||No|
SPACE & COMFORT
All 4 SUVs supply good driving positions, with solely the Nexon’s feeling a tad decrease and extra car-like, however that’s hardly a criticism. What you would possibly complain about is rearward visibility, because of the sloping roofline, and equally, the blind spot from the EcoSport’s massive, cut up A-pillar. You couldn’t actually complain about any of those automobiles’ entrance seats in isolation, however in a comparability of friends, variations begin to present. Let’s begin with the Brezza. Its seats really feel massive sufficient and decently cushioned in their very own proper, however in comparison with the remaining, they’re a bit flat and unsupportive. The Nexon and the XUV300, each, have higher contoured entrance seats with good lateral assist, however folks with bigger frames would possibly discover them a contact comfortable. The EcoSport’s massive entrance seats, nonetheless, supply the perfect mixture of consolation and assist, and even really feel fairly sporty.
The again seat, nonetheless, is probably the Ford’s largest shortcoming, because it merely doesn’t supply as a lot house because the others, notably in width and legroom. The seat itself is fairly snug although, extra so after the facelift. The XUV300 doesn’t have nice rear headroom both however legroom is huge, and the cream color scheme does provide you with a great sense of airiness. It will get bonus factors for having a three-point seatbelt and adjustable headrest even for the center passenger. Nevertheless, the low seating place means you don’t get a terrific view ahead and also you’re sat in a knees-up place.
The Vitara Brezza will get the fundamentals of a rear seat proper. Whereas it would lose a centimetre right here and one other there to totally different rivals, general, this looks like probably the most spacious one, and the place of the bench is nice too. The one let-downs are that the cushioning is a bit agency, and maybe thigh assist might have been higher. The Nexon is an enormous shock since you don’t anticipate it to have the house it does, given its curvy form. Leg and headroom are literally improbable, and width is just not too unhealthy both. The seats are additionally extremely snug, and the Tata’s massive trump card is the rear AC vent – which not one of the others get. You quickly realise, nonetheless, that these supportive seats actually work finest for 2 folks, because the cushions push you towards the centre. Right here too you’re sat fairly low, and although precise headroom is nice, the roof line does reduce into the window space, each of which make you are feeling a bit cooped up.
One space the brand new Mahindra simply can’t hope to maintain up is baggage house. At 257 litres, you’ll discover extra room in some hatchbacks, and it’s virtually 100 litres down on the EcoSport and Nexon. The loading lip can also be very excessive, so that you’ll must heave your baggage up and over. The Nexon and Brezza’s boots really really feel probably the most usable right here and are properly formed to accommodate any kind of baggage. At 352 litres, the EcoSport may need the most important boot on paper, however the load space is tall and shallow, and so requires you to stack your issues vertically. Additionally, whereas all of the others have typical hatchback openings, the EcoSport’s side-hinged door (opening kerb facet), with the heavy spare hooked up to it, may be an inconvenience.
Security is an enormous buzzword nowadays and we’ll attempt to tackle it as finest as we will. All 4 supply two airbags as normal throughout their whole mannequin vary, however issues differ while you get to the highest spec. The Nexon and Brezza proceed to supply two airbags, whereas top-spec EcoSports get you six, and the XUV300 tops even that with a seventh, knee airbag.
All get rear parking sensors and cameras, however the XUV goes a step additional with entrance parking sensors, and whereas the opposite three have drum brakes on the rear, the Mahindra has discs. ABS with EBD is the norm right here, however the XUV and EcoSport have a great deal of different digital security aids like traction management, stability management and hill maintain.
In the case of crash- worthiness, evaluating them is just not fairly as straightforward. The Nexon, famously, grew to become the primary Indian automobile to attain 5 stars for grownup occupant security within the World NCAP check, and the Brezza wasn’t too far behind with four stars. The EcoSport scored four stars too, however this was within the Euro NCAP check (which has a distinct testing methodology and scoring system), carried out on a European-market automobile. The XUV300 hasn’t been examined but however, if it’s any indication, the SsangYong Tivoli, on which it’s based mostly, additionally scored four stars on the Euro NCAP check, so make of that what you’ll.
It’s not simply the tools record the place the XUV300 shines, however the engine spec sheet too. With 117hp and 300Nm of torque from its 1.5-litre engine (sourced from the Marazzo however in a distinct state of tune), it has the sting on numbers. The Nexon is subsequent with 110hp and 260Nm of torque from its 1.5 unit, the EcoSport with 100hp and 205Nm of torque, additionally from a 1.5 mill, follows subsequent, after which there’s the Brezza with the 90hp/200Nm 1.three Fiat Multijet motor. Nevertheless, Maruti is about to introduce its personal, all-new 1.5-litre engine within the Ertiga and Ciaz, and this could ultimately make its technique to the Vitara Brezza.
For now, there’s the aged 1.three, which has the smallest stats, however in practise doesn’t really feel underpowered. One purpose is the Brezza’s comparatively mild 1,195kg kerb weight, and the opposite is that this motor has a mid-range kick that is available in robust after 2,000rpm, and in the event you preserve it on this zone, it gained’t really feel missing in any respect. However that’s simpler stated than performed, as a result of this engine has a extreme case of turbo lag. Round city, you’ll end up shifting the lever and prodding the clutch a complete lot; the previous is kind of mild, however the latter is kind of agency. The result’s it’s tough to make clean progress, except you’re cruising on the freeway.
The Nexon suffers a little bit of lag as properly, nevertheless it’s not as pronounced or intrusive as within the Suzuki. What additionally makes it extra manageable than the Brezza is that the increase is available in extra gently quite than as a large whack, so that you don’t end up having to shift round as a lot. Factor is, at decrease speeds, the Nexon’s energy supply may be fairly jerky and that, very like the Brezza’s turbo lag, makes it irritating to drive within the metropolis.
The Ford 1.5 TDCi engine is the perfect at low speeds and has the broadest torque unfold. You would be crawling alongside in third and even 4th gear, and also you’ll hardly ever really feel the necessity to shift down. What helps is that this continues fairly strongly all through the remainder of its rev vary, and although the Nexon is extra highly effective, this one feels a bit gutsier on the transfer. What isn’t so nice is the clutch, which is kind of heavy, and the gearshift, which feels a bit rubbery.
The XUV300 isn’t as peppy, off-boost, because the EcoSport, however the turbo lag doesn’t final lengthy. And as soon as it is available in simply earlier than 2,000rpm, you’d higher be holding on tight, as a result of this factor simply takes off! It has the largest numbers on the spec sheet and you may actually really feel that from behind the wheel. When you’re used to the quantity of thrust readily available, nonetheless, you’ll realise it is available in fairly linearly, and its accelerator pedal isn’t an on/off swap just like the Vitara Brezza’s.
In a race from a standstill, the XUV300 will crack 100kph a full second faster than the remaining, in 11.85sec, however frankly it feels prefer it ought to’ve been faster. That’s possible all the way down to its portly kerb weight, which, at 1,405kg, is nearly 100kg heavier than the EcoSport, 120kg heavier than the Nexon and over 200kg heavier than the Vitara Brezza! You’ll admit, although, that the EcoSport and Brezza’s occasions of 12.75sec and 12.96sec, respectively, aren’t too shabby in their very own proper, however what’s stunning is that the Nexon is the slowest, at 13.68sec.The reality is, regardless of its robust outputs on paper, it simply looks like a extra relaxed powertrain. It does come quite a bit nearer to its rivals in in-gear acceleration (20-80kph in third gear and 40-100kph in fourth gear), however once more, the XUV simply rockets previous all of them on this space too.
None of those engines is what you’d known as quiet, with every throwing up a good quantity of diesel grumble, nevertheless it’s protected to say the XUV300 sounds the least intrusive whereas the gravelly sounding Fiat diesel within the Brezza is the harshest.
As for the all-important fuel-economy stakes, the Mahindra didn’t fare too poorly, contemplating its energy and weight. The 14.4kpl within the metropolis and 17.9kpl on the freeway it returned in our real-world check are just about par for the course and averages out with the remaining. The Brezza returned the perfect city determine of 15.3kpl, whereas the EcoSport managed the perfect freeway determine of 18.6kpl.
|Powertrain & efficiency|
|XUV300 Diesel W8 (O)||EcoSport TDCi S||Nexon Revotorq XZ+||Vitara Brezza ZDi+|
|Engine kind||four cyl, turbo-diesel||four cyl, turbo-diesel||four cyl, turbo-diesel||four cyl, turbo-diesel|
|Energy||117hp at 3750rpm||100hp at 3750rpm||110hp at 3750rpm||90hp at 4000rpm|
|Torque||300Nm at 1500rpm||205Nm at 1750rpm||260Nm at 1500rpm||200Nm at 1750rpm|
|Gearbox||6-speed MT||5-speed MT||6-speed MT||5-speed MT|
|Gas financial system (metropolis/freeway)||14.four/17.9kpl||13.three/18.6kpl||14/18kpl||15.three/17.9kpl|
|20-80kph (in third)||9.74s||12.39s||11.02s||11.77s|
|40-100kph (in fourth)||12.85s||15.33s||12.95s||15.38|
It’s comprehensible to anticipate a little bit of enjoyable out of your compact SUV within the dealing with division; in any case, mechanically, they’re extra akin to massive hatchbacks than precise off-roaders. They’re all based mostly on monocoque chassis and are front-wheel-drive solely, however the setup differs from automobile to automobile, after all.
If you’d like enjoyable dealing with, you flip to the EcoSport, no questions requested. They’ve softened the suspension and dulled the steering response a bit in comparison with the unique, however it’s nonetheless the nicest to steer with the perfect physique management. Heck, if it didn’t experience 200mm off the bottom, it could be a wonderful scorching hatch. The most effective half is, due to the ‘softening’, the experience isn’t too unhealthy both, and it’s extremely composed at excessive speeds; it’s solely these large wheels that’ll make you are feeling a little bit of the street over sharp ruts.
The XUV300 isn’t as properly tied down because the others, because of a softer setup. It strikes round a good bit
at speeds and you’ll really feel the odd thunk within the cabin on a pointy pace breaker. What retains it from being a terrific drivers’ automobile, nonetheless, is the steering which, even within the firmest of its distinctive selectable modes, feels a bit too mild and lifeless. It’s nice for manoeuvrability on the town although.
The Nexon’s experience and dealing with stability is close to spot on. The short and sharp steering is likely one of the finest round and physique management is superb too; and when you get going, it may be a whole lot of enjoyable. General experience high quality is excellent and it would simply have the perfect general experience of this bunch. And other than a slight clunkiness at low speeds, bump absorption is really spectacular. It’s simply that the Nexon doesn’t really feel as mild on its ft and neither is it fast to vary course because the EcoSport.
To its credit score, the Vitara Brezza steers higher than a whole lot of new Marutis – notably ones constructed on the brand new Heartect platform, all of which really feel very disconnected. The Vitara’s wheel has some heft to it and, on the very least, feels constant. There’s little or no physique roll, too, and which means, general, it’s not too unhealthy a handler. However then you definitely get to a tough street, and also you’ll discover far an excessive amount of motion within the cabin, and potholes and craters will crash by arduous. It stays fairly composed at greater speeds, offered the street floor isn’t bumpy, however, general, the experience is simply too brittle.
In case you noticed a sample forming over the course of this overview, you’re not alone. Although technically a part of the identical section, these automobiles may be cut up into two camps based mostly on the best way they’re specced – notably the inside and the tools ranges – and this displays of their costs too. At Rs 11.99 lakh and Rs 11.89 lakh (ex-showroom, Delhi), respectively, the top-spec XUV300 and EcoSport sit in a sub-segment above the top-spec Nexon and Brezza, priced at Rs 10.10 lakh and Rs 10.07 lakh, respectively. What’s extra, you may knock an extra Rs 20,000 off the Tata’s value and Rs 15,000 off the Maruti’s simply by selecting a single-tone paint scheme. In order that complicates the end result a bit bit; let’s break it down.
The Brezza is a jack of all trades, however a grasp of just a few. A type of is house – be it within the boot or the again seat – so it’s very sensible. Past that, it will get the fundamentals proper, however doesn’t exit of its technique to wow you. You get a good quantity of apparatus, good gas financial system and the peace of thoughts of the Suzuki badge, and whereas that could be sufficient for some, they could as properly persist with a pleasant hatchback. It simply doesn’t really feel particular in any manner, the ageing engine marks it down and while you stretch for an SUV, you anticipate a bit extra.
The striking-looking Nexon makes a far higher effort to win your coronary heart, and never simply your thoughts. Tata’s exterior and inside design nowadays is de facto pushing the boundaries; it seems much more costly than it’s, and this alone may very well be a large enough purpose to choose it. It sacrifices little by the use of practicality within the course of, with loads of house and the perfect experience high quality. The difficulty lies within the execution. It’s not the friendliest to drive on the town, the infotainment system wants work and, whereas the value is low, so is the tools stage. Nonetheless, it looks like a greater bundle than the Brezza, and it’s the one we’d choose at this finish of the spectrum.
The EcoSport is aggressive-looking on the surface, sporty on the within, tools ranges are excessive, and that’s all earlier than you prod the starter button. In case you get pleasure from driving, that is the one you’ll actually need, because it has a robust engine and the sharpest dynamics, with little or no detriment to consolation. Nevertheless, it simply doesn’t work properly sufficient as a household automobile, because the again seat merely isn’t as spacious as any of the others, and the boot isn’t probably the most usable both. It’s costly too, and granted, so is the XUV300, however within the Mahindra you are feeling such as you’re getting extra in your cash.
Aside from a woefully small boot, there’s little else to significantly mark the XUV300 down on – in reality, it’s class-leading in virtually each manner. The strongest efficiency, the longest tools record and a great deal of segment-firsts make it, objectively, the perfect automobile right here, however then all of it comes at a value that parks it precariously near the Hyundai Creta. Might it probably be value that a lot?
Within the decrease, extra practicality-oriented half of this check, the Nexon scores greater than the Brezza, whereas within the higher half, you pay extra however you get extra, and right here, the XUV300 beats the EcoSport. So, it actually boils down to at least one query: Must you make the two-lakh-rupee bounce?
In case your funds is extraordinarily tight, you can nonetheless go together with the Nexon, which will get you a whole lot of feel-good issue for the cash, however finally, it’s nonetheless the Mahindra that wins this check; simply not this W8 (O) variant, as a result of it’s just too costly. For a complete Rs 1.19 lakh much less, we’d suggest the W8, which loses a few of these segment-first options, however nonetheless stays a stronger bundle than the remaining. So sure, the XUV300 is the perfect automobile on this class, and also you don’t even must stretch your funds so far as you would possibly assume.
|Worth & verdict|
|XUV300 Diesel W8(O)||EcoSport TDCi S||Nexon Revotorq XZ+||Vitara Brezza ZDi+|
|Worth||Rs 11.99 lakh||Rs 11.89 lakh||Rs 10.10 lakh (dual-tone)||Rs 10.07 lakh (dual-tone)|
|Verdict||Costly, however raises the bar in virtually each manner.||Nonetheless the drivers’ alternative however is missing within the again seat.||A sexy providing at an much more enticing value.||Will get the fundamentals proper however does nothing to wow you.|