SA Roadtests
South Africa
ctjag8
Posted: 2 March 2018
The numbers
Price: R354 995
Engine: 2179 cc, four-cylinder, 16-valve DOHC, VGT turbodiesel
Power: 103 kW at 3750 rpm
Torque: 320 Nm between 1500 and 2800 rpm
Zero to 100 km/h: 22.2 seconds
Maximum speed: 155 km/h
Car magazine fuel index: 9.7 l / 100 km
Tank: 80 litres
Turning circle: 13.4 metres
Tare: 2155 kg
GVM: 3150 kg
GCM: 5850 kg
Maximum (braked) towing capacity: 2500 kg
Ground clearance: 210 mm
Approach/departure/rampover angles: 34/15/18 degrees
Warranty: 4 years / 120 000 km with roadside assistance
Service plan: 5 years / 90 000 km
Intervals: Initial service at 10 000, then each 20 000 km thereafter
Mahindra’s boxy Scorpio PikUp, known as Getaway in its home country or as Goa in Europe, doesn’t really qualify as pretty. Its mother would call it that and your mum might say, “She has a lovely personality.” And would be quite correct.
Fact is that behind the rather agricultural exterior beats the heart of a thoroughly modern pickup truck. Its 2.2-litre variable geometry-turbocharged diesel puts out plenty of power without being unduly noisy, it carries decent loads and its ride comfort is average for a light commercial. Even the most basic variant offers a six-speed manual gearbox, front fog lamps, heated rear window, dual projector headlamps, high level brake light, side steps, power steering, a 12-volt charging point, automatic stop-and-start and a digital immobiliser. All versions are fitted with a self-locking rear differential.
Called M-Locker, it is manufactured by Eaton Technologies that describes its operation like this: “During normal driving conditions, the M-Locker functions as a light-bias limited slip differential. When a low-traction situation occurs, causing a wheel speed difference greater than 100 rpm, a flyweight mechanism opens to engage a latching bracket. The stopped flyweight triggers a self-energising clutch system, forcing a cam plate to ramp up onto a side gear. This continues until both axles turn at the same speed (full lock), preventing further wheel slip. When improved traction is no longer needed, unlocking occurs automatically and the differential resumes normal operation.”
So there you have it; unlike most manufacturers, Mahindra includes it as basic equipment rather than an option. There are no buttons to press or levers to operate. It makes your basic 4x2 pickup almost unstoppable in slippery conditions, enhances towing- and off-road performance and is maintenance-free without needing special lubricants or additives. On that note, there is a mandatory lube service at 10 000 kilometres during which engine, gearbox and diff oils are changed. After that, normal services resume at 30 000 km and at 20 000 km intervals thereafter.
There are five models ranging in price from R188 000 (S4 single cab, 4x2) to R355 000 (S10 dual cab, 4x4 - like our test vehicle). The entry-level S4 single cab is very basic; no aircon, no radio, no ABS with EBD, no airbags. It has vinyl upholstery, steel wheels and side steps. These are tubular and rather narrow, so we didn’t trust them very much. S6 level, still only single cab but with choice of two- or four-wheel drive, adds most of what buyers want. There’s a manual air conditioner, powered windows, central locking with keyless entry, fabric upholstery, ABS with EBD, two airbags, collapsible steering column, auto-locking doors, follow-me-home lights and an automatic headlamp reminder.
Top level S10 in double cab only, 4x2 or 4x4, adds alloy wheels, an automatic (single channel) air conditioner, a second recharging point at the back, height adjustable driver’s seat, a 6” touchscreen infotainment centre, puddle lamps, cruise control, ISOFix mounting points with top tethers, rain-sensing wipers, navigation, and light-sensing headlamps with automatic bending function. Many of these fittings would cost extra on Japanese competitors.
Digressing slightly, Mahindra owners appear to fall into two basic camps; those for whom it’s their first because a friend suggested they try one and those who are on their second, third or subsequent Mahindra. Scuttlebutt among fleet owners is that this brand is no more troublesome than Brands F, or I or T and that they cost less to buy and maintain. So what if its upholstery is only 85 percent as plush as in other makes?
Back to our test vehicle: It isn’t a racer but it gets the job done, accelerating comfortably and maintaining speed up hills without having to stir the ‘box constantly. It turns over at about 2600 rpm when doing 120 km/h in sixth with maximum torque continuing to 2800, so there’s still some acceleration power in hand for emergencies.
The loading bed is about 73cm above ground level, the tailgate does not lock, the bin is very close to 1.5 metres squared and is 55 cm deep. Usable space between wheel arches is 1.12 metres. There is a built in cab protector and ten (outside) lashing hooks. That’s four on each gunwale and two on the tailgate. Rated load capacity for 4x4 models is 995 kg and 1095 for 4x2s because they weigh less.
Head- and knee room in the back is generous although space for feet, under a completely lowered driver’s chair, is marginal. Three head restraints and full belts are provided, along with the ISOFix baby chair anchors mentioned earlier. Top tethers take the form of metal loops bolted to the vehicle’s bodywork. They’re not as sexy as those in your street car but they work. The central hump is minimal so middle passengers can get comfortable. Other convenience items include a 12-volt socket; four grab handles, two courtesy lights, an armrest without cupholders and a pair of repeater vents. Two seatback pockets and bottle holders in the doors look after storage.
The view from the front seats is commanding while headroom remains generous, big square front fenders let you know exactly where you’re aiming and acres of glass provide a panoramic view outwards. Foot controls work smoothly and the long gear lever shifts ratios positively. The parking brake, properly placed for RHD, unfortunately let the side down a bit. It felt flimsy in operation although it did its job well. A further small niggle is that, although there’s sufficient space to rest one’s clutch foot on the floor, a proper resting pad would have been nice.
Reassuring for off-road purists is the familiar 2H, 4H and 4L selector dial that lets users know exactly what they’re selecting, and practical 245/75R16 rubber. It goes without further comment that it made easy work of our local obstacle course.
Air, music and electronic controls, including those via touchscreen, were easy to use without causing undue mental stress to typical buyers. In true “bush” fashion, there is no right-hand makeup mirror for female owners although individual map lights and a sunglasses box are provided.
Minor aesthetic concerns aside, this Mahindra 4x4 can go head-to-head with other “fully manual” pickups, with the possible exception of departure angle performance, because its rear overhang is longer than usual. Otherwise it’s fully up to date, performs well and has higher than normal levels of standard equipment. It’s priced competitively too.
Test unit from Mahindra SA press fleet.
This is a one-man show, which means that every car reviewed is given my personal evaluation and receives my own seat of the pants judgement - no second hand input here.
Every test car goes through real world driving; on city streets littered with potholes, speed bumps and rumble strips, on freeways and if its profile demands, dirt roads as well.
I do my best to include relevant information like real life fuel economy or a close mathematical calculation, boot size or luggage space, whether the space is both usable and accessible, whether life-sized people can use the back seat (where that applies), basic specs of the vehicle and performance figures if they are published. In the case of clearly identified launch reports, fuel figures are of necessity the laboratory numbers provided with the release material.
If ever I place an article that doesn't cover most things, it's probably because I have dealt with a very similar vehicle already, so you will be able to find what you want in another report under the same manufacturer's heading in the menu on the left.
Hope you like what you see, because there are no commercial interests at work here. There are no advertisers and no “editorial policy” rules. I add bylines to acknowledge sponsored launch functions and the manufacturers or dealerships that provide the test vehicles. And, as quite a few readers have found, I answer every serious enquiry from my home email address, with my phone numbers attached, so you can see I do actually exist.
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SA Roadtests
South Africa
ctjag8