Mahindra NuvoSport Review

Introduction

The NuvoSport looks like a major facelift to the Quanto. It isn’t. Except for the side panels, a few sheet metal borrowings and the 3-cylinder mHawk engine and manual gearbox, it is an all-new SUV built on a new chassis and comes with a AMT gearbox as well. Why the familiar styling then when Mahindra could have penned a completely fresh and contemporary design? Besides costing a lot less to develop, the Quanto/Xylo design is recognisable among the masses so Mahindra must believe in its recall factor.

So what is new?

First the styling – the grille is new and conforms to Mahindra’s new design language, the headlamps give a glimpse of the Quanto but is new as well and gets a strip of LED DRLs above the main light cluster. There’s a functional air scoop on the bonnet feeding air to the intercooler and further accentuating the high set stance are a pair of fog lamps. The front end now does look better resolved. The cladding around the compact SUV is not body coloured any more. The five spoke alloys are chunkier and look a lot more desirable than before. The tail lamps are a clearlens set up and merge with the blacked out pillar unless illuminated.

Under the skin, is Mahindra’s 3^rd generation ladder frame chassis shared with the Scorpio. The NuvoSport has moved on from the Xylo platform and the only recognisable bits it shares with the Xylo are similar exterior design and bits on the inside. The wheelbase of the NuvoSport is in fact longer than the Scorpio and the new layout required a new suspension set up as well. The ride waswell damped and over the short patch of purpose-built rough road at the Mahindra test track in Nashik but we’ll be able to comment on its ride quality in real world conditions only once we drive it outside the facility.

The 1493cc 3-cylinder mHawk engine is strong and post 1600rpm, torque surge is linear and ample to make a quick overtaking move. You get 100bhp and 240Nm to play with, which is par for the segment.

What else?

The weight. It weighs around 1650kg which is a whole lot more than monocoque compact SUVs (Brezza weighs 1070kg). To counter the extra weight and make it easier to drive in the city, all the torque is supplied low down, so the mid-range is weak and it’s best to shift up at around 3000rpm to keep the engine at its comfortable best. The manual box has long throws and is rubbery, but now, you also have the option of purchasing an AMT. It’s the same 5-speed AMT unit supplied by Ricardo that does duty in the TUV300, and like all AMTs, is slow and unpredictable. You can drive it in manual mode and the mechanism of the tug to downshift and to shift right and down to reverse is intuitive.

How quick?

A drive around the short loop test track at Nashik couldn’t quite give us the opportunity to test the NuvoSport to its performance and handling limits but the punchy low end torque from the downsized mHawk gives us a good idea of its drivability in city conditions. It isn’t expected to be quick but it has to be fairly nimble, and its rear drive set up helps it do so. The front wheels only have to perform steering duties and in the segment, that is unique. The tyres offer good grip so you can chuck it into corners once you get comfortable with the body roll.

Good value?

Mahindra is the only manufacturer to offer seven seats in the sub-4 metre compact SUV segment. For someone who wants that extra space at the cost of storage, it makes sense. There’s a touchscreen infotainment system now, the seats are a lot more comfortable now and the rear seat reclines to a greater angle than before. It will be costlier than the TUV which itself tops out at Rs 9.53 lakh for the top of the line AMT variant. The NuvoSport will be marginally costlier.

Competition check

The NuvoSport’s main competitors are the MarutiVitaraBrezza and the Ford EcoSport, both drive a lot more car like and are more comfortable to live with. Pricing it well (undercutting its rivals) is the only way the NuvoSport can make it big .

Evo India rating – 3.5/5