The Quanto is a compact SUV, but is spacious on the inside. The bells and whistles and the plastic quality on the Quanto is decent. The Quanto's seats are also fairly comfortable with loads of head room.
The Quanto is based on the Xylo platform, and Mahindra is also sharing most of the mechanical bits on the compact SUV to reduce the cost. Hence, most of the plastics and the interior bits are a direct pick from the Xylo. The plastic quality of the material isn't that great and is very much similar to the Xylo.
There is sufficient space on the inside those. The first two rows are fairly spacious. Not only is there sufficient room, but even the seats are large and supportive. Five people can sit abreast without any issues. The two seats at the end at small and good enough for children or short journeys.
This new engine on the Quanto is a newly derived engine from the existing Mahindra powertrains. The twin turbos help to reduce the lag and make it more drivable as the power delivery is linear, like a petrol mill. Mahindra does a good job with its new engine.
Mahindra has introduced a brand-new engine on the Quanto. This is a 1.5-litre, three cylinder twin turbo engine that produces 100bhp of power and 240Nm of torque. The power delivery on this mill is linear as there is negligible turbo lag on the compact SUV. This engine is a tad noisier than one would want, however the vibration isn’t that bad.
The Quanto has good enough power to overtake in the city and the highways, but that punch like other diesel engines seems to go missing. The 5-speed manual transmission on the Quanto is a tad rubbery, and the throws are a bit long. Mahindra has developed a new transmission for the Quanto and it does feel a bit better than the already existing products..
C2: The C2 is the base model on the Quanto. It’s like plain vanilla ice cream that gets power steering anc HVAC. Even the bumpers, door handles and grille are black in colour.
C4: The C4 gets wheel cover, body coloured bumpers and spare wheel tyre cover, digital clock, micro hybrid start-stop, power windows,, central locking and rear-wiper and washer as extra over the C2.
C6: The C6 gets a lot more goodies like body coloured door handles, side steps with puddle lamps, digital drive assist, keyless entry, ABD, integrated music system and even front fog lamps.
C8: The C8 is the top of the line version on the Quanto and it comes loaded with all the bells and whistles like dual airbags, Park Assist and also alloy wheels.
The ride and handling of the Quanto is one area that doesn’t impress us. The problem is that, neither the ride is excellent nor is the handling that great.
The Quanto has same underpinnings like that of the Mahindra Xylo and the Genio. So, we expected the ride to be good, but somehow we weren’t very pleased with it also. The ride is smooth and soft, but the increased travel of the suspension doesn’t make it desirable.
Again the long travel doesn’t help the Quanto in the handling department. So there is no pleasure to drive around hills and winding roads. Also the tall size of the body and higher ground clearance, increase the body roll.
Scorpio is a decade old design, and it shows up. The space on the inside is decent, though most of its competition have more space. Mahindra had facelifted the Scorpio and added bells and whistles, which makes the car loaded. However, it is the instrument panel design that has aged.
The interior styling of the Scorpio is a decade ago and it this is visible. The fit and finish of the materials is decent, but it is the quality that doesn’t impress too much. However, the price tag of the Scorpio does justify the quality as well. Since the introduction of the mHawk engine, Mahindra has introduced various brownies on the Scorpio like a new integrated music system, airbags, cruise control, alloy wheels, steering mounted audio controls and a few more. But this features are available only in the range-topping version of the Scorpio— the VLX.
Considering the size of the Scorpio, the space on the inside is a bit tight. The leg room in the front row and the knee room in the second row could have be a bit better. This would have made long distance more comfortable and convenient. The support of the seats is decent, though there isn’t much to offer for your thighs. The third row of seats is cramped and is meant only for the children. The boot space is good enough when all the three rows of seats are rised.
LX: LX is the entry-level variant for the Scorpio. It comes with power windows, power steering, manual ORVMs and tiltable steering.
SLE: SLE is the mid-variant in the Scorpio that comes embellished with electrically operated ORVMs, voice assist, ABS, middle row sliding seats, rear defogger, rear wiper and follow me home headlamps.
VLX: This is the range topper version in the Scorpio and it is also available with a six-speed automatic transmission. It gets a 2DIN music system, dual airbags, alloy wheels, intelligent wipers, cruise control and audio controls on steering wheel.
The 2.2-litre mHawk is a stonker of a performer. The drivability is good and even the delivery of power is linear. The only thing we do not like is the rubbery shifts on the gearbox.
Mahindra replaced the 2.6-litre CRDe engine of the Scorpio with its 2.2-litre all-aluminium mHawk engine. This engine produces 120bhp of power at 4000rpm and 290Nm of maximum torque at 1800rpm. The mHawk engine has sufficient torque and the lag from the turbocharger is minimal. The NVH levels are moderate, however there is some diesel clatter during cold starts. The engine is easily revving and the chain drive improves it smoothness.
Overtaking in a Scorpio is a breeze and the engine doesn’t hesitate even when you lug it into a higher cog. It can be driven without any sort of stress in bumper-to-bumper city traffic and even on the highway.
The manual version of the Scorpio comes mated to a five-speed manual transmission. The stick is long but the shifts aren’t that bad, despite the long throws. There is a lot of vibration on the gear stick as well.
The automatic version of the Scorpio comes mated to a six-speed automatic transmission. The shifts on the box aren’t very quick, but neither are they very lethargic as well. An automatic Scorpio is good option for those who wish to use it primarily for city commute.
The ride of the Scorpio is composed and smooth and it does feel unsettled even on bumpy roads. The handling of the Scorpio isn’t impressive. The body roll and the soft suspension doesn’t inspire much of confidence.
The ride of the Scorpio is fairly composed and smooth at low speeds. However, it does get a bit jittery as the speed shoots up. The older versions of the Scorpio came with rear leaf springs, with coil springs in the new ones the ride isn’t that bouncy. The suspension irons out most of the jolts and bounces.
With soft suspension set-up, the handling of the Scorpio is good enough when driven up to city speed limits. The jittering at higher speeds doesn’t help much at higher speeds. Despite its large size, the Scorpio feels nimble like a hatchback and can zip through lanes. With a short turning radius, driving and manoeuvring on busy streets isn’t difficult either. The light steering wheel further adds to the convenience.
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