Some cars get a crazy reception or crowd when they hit the market. Fewer still enjoy instant blockbuster status. No surprise that the car is an SUV to get both, and a Mahindra SUV is no less. The XUV700 is the car in question, and has created quite a stir ever since it debuted on the eve of India’s 75th Independence Day. And a major reason was its entry price such as design, engineering, features and performance among many others. Yes, it got a lot of attention. And so today I want to tell you what are the entry variants of Mahindra XUV700 MX Series.
Are they a bare-bones, stripped-down, penetration version – that really no one would want? Or is it something else? As I found – base version, doesn’t mean basic version. As the XUV700 goes, the MX Series starts its range. What started as introductory pricing Now ₹ 50,000. has increased On the MX, hence the prices now read as ₹ 12.49 Lakh (Petrol, Manual) and ₹ 12.99 Lakh (Diesel, Manual) ex-showroom.
The Mahindra XUV700 MX variant will look no different to you at first glance. Really you should look closely to see the difference. And they’re only really apparent when you put the MX next to the AX7. Yes, this is a base variant, so while there may be no rear defogger, rear wipers, chrome garnish on the window-line, and no daytime running lights or big stuff like DRLs, you’ll still get a fair amount Kit is available. You still get the full LED taillight cluster which is a signature of the XUV700 design.
The way the tailgate, muscular fenders, grille and roofline have been shaped is in line with the higher variants. And you still get ‘smart’ door handles as Mahindra is calling them. and you know what? This is definitely going to be a topic of discussion for this car. And why not, it’s a really clever little design element. And the fact that these are not electrically positioned in the MX doesn’t matter. And that’s because to open the doors you open on the end of the handle, and the handle pops up mechanically. It has a spring-loaded action when you pull it. This opens the door, and that same protruding spring moves the handle back into the door body — flush with the metal again. I really think it’s clever because it’s a great way to maintain the integrity of the design. And don’t resort to giving the regular handle on the base trim. It’s really, really smart.
Apart from this, you get a shiny piano black grille with metal design elements, the headlamp cluster is not fully LED. And the DRLs disappear, yet the same size chrome element is retained so you may not immediately notice the difference. The same now ends in the pointer – to complete the look. No alloy wheels, but the steel rims are still 17-inches with 235/65 tires. Although the wheel cover isn’t the most gorgeous! But overall the MX series of the Mahindra XUV700 clearly doesn’t look like a reduced or stripped-down variant. Not at all, it actually still looks very aspirational. And that’s the trick.
Not only to give the glimpse of an upmarket offering, but to offer a really big car size, big car appeal, and big car design – all in a great value package. The MX variant is available in 4 out of 5 colors on offer. It means silver, bright red, very dark blue and white. But not the bright Electric Blue—save for the AX or Adrenox series.
engine and performance
The XUV700 MX also gets both the fuel options but when it is only manually, an automatic petrol MX is likely to be followed a few days later. In petrol, you get the modern mStallion Turbo GDI engine – same as the higher trim option variant. And that’s great – because on most competing cars the turbo is only saved for the higher variants, while the base usually gets an older naturally aspirated motor. There is a change on the diesel side. But it is a differently tuned variant of the same new mHawk engine. It makes 153 bhp, while the higher variant gets the more powerful 182 bhp avatar.
|Mahindra XUV700||petrol||Diesel MX||diesel ax|
|number of cylinders||4||4||4|
|max power||197 bhp @ 5000 rpm||153 bhp @ 3750 rpm||182 bhp @ 3500 rpm|
|peak torque||380 Nm @ 1750-3000 rpm||360 Nm @ 1500 – 2800 rpm||420 Nm @ 1600 – 2800 rpm / 450 Nm @ 1750 – 2800 rpm (AWD)|
|transfer||6-Speed MT/AT||6-Speed MT||6-Speed MT/AT (AWD)|
I got a chance to run both types of engines, but spent more time with the diesel for obvious reasons. OK, so on paper there’s no beating about bushing over the fact that the MX diesel is lower on power output than the AX. But it will bother you only if you start comparing higher output variants. By itself, the Diesel MX is really fun to drive. Considering the size, shape, volume and weight of this vehicle, you will find it underpowered in no time. It was no problem to drive, as you get a fair amount of torque, and a good amount of punch as well. And so, honestly, this was a big doubt off my list. And also, because it means the MX diesel will still satisfy the XUV500 cult, which has a certain expectation of muscle and grunt from this new vehicle. However, the sound damping between the engine bay and the cabin could be a bit better. NVH levels seem to be better on the AX series.
And if you consider the petrol side of things on the MX, which is by far the least expensive XUV700 you can buy – well, I guess a lot of people have a beat. And that’s because you’re getting the same petrol engine that you’ll find on the higher variant – and that means you get all that power, all that torque and the latest technology – which is the Turbo GDI. And like I said earlier with an automatic option along the way, things on the MX will actually look pretty appealing. This is then the first version, not the base version. And that’s unusual to see these days. Most brands offer a stripped-down basic car with an entry price – and never bother with marketing or making that choice again. Overall, the MX series still has excellent ride quality, and handles other variants just as well.
tech and interior
The cabin of the MX retains the same layout, materials and color palette as the AX3 and to a lesser extent the AX5 variants. The big difference is the lack of dual 10.25-inch screen interface (touchscreen infotainment + digital instrument cluster). Instead you get an 8-inch touchscreen system and a 7-inch screen in the cluster. The good thing is that the latter is still a full color display and not just a monochrome digital trip computer! And on larger systems the graphics and styling are the same. The only glitch is that its function keys are on the panel to the right of the steering wheel (where you sometimes find things like light switches in some cars), and not on the steering wheel. On the steering therefore there is a dead space on the right side, while the left side still gives you some steering mounted controls like music, phone etc. I think the design of those dials in the instrument cluster could have looked sexier and more modern.
On the infotainment side, it has a similar graphic look; And while it won’t give you some of the functions of a bigger Adrenox system like wireless Apple CarPlay, you still get a fair bit — including wired smartphone connectivity, and being able to move widgets around on the customizable home screen. So while the screen isn’t big, and the 8-inch isn’t small either. OK, so you don’t get leatherette upholstery from the AX7, and the screens are tiny—but there’s nothing downmarket, cheap, or bare-bones about this cabin.
It will still stand out against many rivals – especially some cars that sit in the lower segments but at similar price points. And that’s because it too has the same plastic level that you see in the higher variants. This is smart thinking again by M&Ms. Although it’s only a five-seater, you don’t get the seven-seat layout on the MX. And that’s okay, because many people considering the MX are only considering a 5-seater compact or subcompact SUV anyway.
Dual airbags, ABS, ISOFIX child seat anchors, electric outside mirrors, rear parking sensors, speed-sensitive door locks and a tighter structure. The latter uses 45 percent high and ultra-high-strength steel in its construction, a new ring-type construction of its shell, and state-of-the-art bonding and welding technology to equally improve stiffness and crash capability. Is.
It is a spacious cabin, very well appointed, gives you some nice features, and yes retains the feel of a big car. And the good news is that the suspension and hence the ride and handling are the same as in the higher variant. So, on the XUV700, I think Mahindra is likely to get its hands on the MX variant as well. The cat is very firmly in place among Korean, Japanese and other pigeons! Let the game begin!
Mahindra XUV700 MX Prices
|All prices ₹ Lakh. In||diesel||petrol|
|Manual + 5-Seater||12.99||12.49|