Mahindra Scorpio has redefined the expectations of the SUV (sports utility vehicles) buyer and has set a new benchmark for the industry to follow. Its strong engine complements its good looks and sophisticated interior design. The Scorpio’s chain-driven SZ 2600 Plus DI diesel engine pumps out an adequate 1i5bhp of power and a massive 26 kgm of torque.
The wraparound, multi-reflector, clear lens type headlamp, the aggressive grille, curvaceous, impact-absorbing side cladding, fire resistant interiors, the stepped roof design to allow more headroom for passengers in the rear and the minimalist, but user-friendly dashboard have set a benchmark for the others to follow. Scorpio is available in 4 variants - Turbo 2.6, Turbo 2.6 DX, Sportz, Turbo 2.6 SLX.
Style and Build
The looks of the Scorpio are burly and this is a bruising thing for the competition. Thanks to the sheer presence it has, especially when barrelling down the road and viewed in a front three-quarter shot, the Scorpio gives the impression that it can swat the competition. The high and finely muscled lines coupled to those beefy Bridgestones adorning pseudo-alloy look steel wheel rims is Bollywood at its most ingenious. But then the question to ask is, why not?
It is an ever evolving market place, where now more than at any other time previous in our nation’s automotive history, many C-segment car buyers are seeking an alternative. The wares available to these buyers have either been archaic (Bolero and Sumo), unstylish (Qualis) or pricey (Safari). It is Mahindra’s intention to compete with all of these models and come up with something that cannot be tagged with their deficiencies.
While waistline and the roof give it some sense of proportion, Mahindra weren’t bold enough to do some original thinking which was also contemporary. The front end is decidedly Korean and if any one has seen the Kia Retona Jeep they will know where the inspiration for the seven vertical slat grilles comes from. The head lights though impart a bit of character while the wraparound bumper with the recessed spots adds a dose of style.
I wish the sides were cleaner and the metal punched in the new body shop rather than claddings being employed to enhance the rugged appeal. Same goes for keeping to rain gutters. And while we are at it, can you fellas tell us who it was who forgot to engineer an inner hinge for the tailgate and left it out in the open for us to comment on? Then there is the abruptly lopped off rear end.
So much about the gripes but there are plus points as well, like the fine stance at standstill, the trendy ski racks which change the Scorpio’s profile to a sporty one, the alloy-look wheel caps on the steel wheels, the brilliant surface finish of all the metal body parts and great plastic stuff on the exterior. But the panel gaps, though reduced from the days of the Bolero are omnipresent and it is in this area that better thought in design and execution will have to be lavished by Goenka and his team because nothing else will do.
Engine and Transmission
Even though it comes from an agricultural background, the SZ 2600 DI engine is the strength of the Scorpio. Employing a KKK turbocharger, this turbodiesel was developed for Mahindra by famed Austrian engine consultancy AVL from a previous tractor engine it had done for the Mahindra Arjun. The large displacement plus the brilliantly matched turbo makes for torquey power delivery which is a delight and a boon for a vehicle of its girth and weight. On the flip side are noise and high fuel consumption.
Make no mistake about it, the greatest attribute about the new Scorpio is its powerplant which is the way forward for the rest of the industry. And this is not difficult to comprehend. The four-cylinder direct injection all-cast iron engine has cubic capacity on its side to begin with: 2609cc (sporting all-square cylinder dimensions of 94×94mm). This engine was earlier used in some of the Mahindra tractors and because the block could afford a large displacement this was chosen as the mill to be developed by AVL of Austria which designed the powerplant’s internals, gave it an 18.8:1 compression ratio, added a KKK K04 turbocharger (operating at 2.2 bar boost pressures) and gave it robustness to take on tough operating conditions.
This push-rod unit, no overhead camshaft here even though some others might have suggested so, activates overhead valves but as you will read further, this doesn’t impinge on the performance delivered. Mahindra states that the engine develops 109bhp (at 3800rpm), making it the first Indian-built UV to have power output in excess of the 100bhp mark. No less impressive is the 255.2Nm of torque (made at 1800rpm). The Scorpio needed this sort of engine performance given its bulk and weight (1895kg kerb weight) and while we would have liked a bit more, generally the power and torque on tap will be appreciated tremendously by all those who desire street cred from their SUV.
Mahindra has done a good job of packaging the ancillaries under the bonnet. Given the fact that air con and power steering were to be OE from day one, Mahindra thoughtfully adopted a very large radiator which is a step in the right direction. On the engine front there is much to applaud Mahindra for, especially on the thought process behind its concept and development, considering the fact that it can work itself better with turbocharging to meet future emission legislation.
A hydraulic clutch is employed to effect the transfer of power via the 5-speed manual gearbox which is essentially the Peugeot BA-10 unit standardised by Mahindra some years ago. Nothing wrong in the choice of ‘box but Mahindra could have looked at getting the shift actuation to be less clunky and smoother shifting than what we have at the moment. Mahindra has worked on the BA-10 transmission for the Scorpio application but it yet needs to go that extra mile to make it just right for those C-segment carwallahs it is trying to lure. I can’t resist adding that nothing else will do.
Performance, Handling, Fuel Economy
The Scorpio lives up to its macho image with the most powerful diesel engine in the MUV segment. The 2.6-litre direct-injection turbocharged engine has come in for its first major overhaul, gaining a common rail direct-injection system, replacing the old distributor-type fuel pump, along with a host of other changes. Power has risen by 6bhp to 115, and torque by 2.3kgm to 28.3. The aim was increased smoothness and refinement, better response, and of course, better emissions control. It is more perky and responsive as well, especially at the bottom end, the reactions both quicker and meatier.
Turbo lag has been appreciably reduced, and the power delivery is more linear now, the torque curve smoother, without the sudden burst of acceleration when the turbo kicked in on the old car. The Scorpio, always a good city car, is now even easier, more driveable through traffic, making up gaps in quick time, and getting more swiftly away from the lights. The figures speak for themselves: the CRDe is both faster in the 0-100kph sprint, taking 16.53sec to the old Turbo’s 19.63sec, and is better through the gears as well - 20-80kph in the third gear is completed in a quick 13.69 seconds while the older one finishes a 40-100kph dash in 17.8 seconds, in the same gear.
But what the figures don’t tell you is the impressive way the Scorpio delivers its performance. It never feels stressed and the engine is pretty quiet and smooth too, even more so than before. Noise levels are very acceptable for a diesel and all of this adds up to make the Scorpio a very relaxing car to drive both in town and on the highway. The gearbox hasn’t been changed much, except for a taller third gear, the ratio increased to 1.38:1 for better fuel consumption; however, the gearlever’s action has been improved, and though it’s still not very precise, the metallic clicking of the old box has gone, and the throw is slightly shorter as well. The taller third makes life easier on the highway, where it feels perfect for overtaking, but it’s perhaps a bit too tall for the city, making you drop down into second a bit too often, despite the higher torque.
Top-end performance is better as well, the Scorpio now going from 40kph to 100kph in 17.07sec when shifted into the fourth, as compared to the old car’s 23.7 sec. The CRDe consumes slightly less fuel (9.7kpl) than the older Scorpio (9.5kpl) in the city. It, however, returned 13.4kpl on the highway as compared to its older brother’s 13.8kpl. The Scorpio also has the option of four-wheel drive, and a 2.0-litre, 116bhp petrol engine sourced from Renault, which is extremely powerful and tractable, and fairly refined as well. The downside is awful fuel economy, at 6.7 and 7.8kpl in the city and highway.
The Scorpio’s chassis is extremely rigid and stiff and you don’t get an ounce of rattle or shake - remarkable for a Mahindra. The suspension is very supple and in city traffic or at low speeds, the Scorpio glides over the road, the soft suspension working noiselessly to filter out the bumps. Even on rough or bad road, at least when driven at low speeds, the suspension copes pretty well. The steering and other controls are pretty light, which makes the compact Scorpio easy to drive in town. However, pile on the speed and the Scorpio’s chassis exposes its flaws very quickly.
There are now larger 16-inch wheels, on slightly lower-profile tyres, which make for marginally sharper handling. Overall though, stability is still an issue, especially given the speeds the Scorpio is capable of. It still rolls excessively (and alarmingly at high speeds), pitches around at the rear, and wallows too much. The brakes have been improved with more bite and quicker response, but still lack a linear feel, tending to grab at the last moment. They feel over-servoed as well: stab the brakes and the rear wheels lock up immediately. This is quite a pain, and can get scary if you’re forced to brake mid-corner: over-compensate on the brakes and you’ll be punished with a scream from the rear, and an already jiggly rear end stepping happily out of line. The biggest thief of confidence, however, is the over-light steering, which lacks feel, and is telegraph-like in its response and accuracy.
Interiors and Comfort
The scorpio can seat 8-9 compartably depending on what type you choose, first the legroom at all the three rows is not that great but the fabulous interiors make up for it ,although not as polished as some phoren cars it still does a fab job. The a/c is one of the best in its class and the dashboard and the instrument panel at the front is absolutely best compare it to anything even qualis or tavera .the seats are comfortable and they are fire resistant too. only problem with the interiors is that if you want to add some extra speakers and woofers god bless you but there is very little space left for you to do it so.
Exteriors
Well as you might have seen for yourself the scorpio is also one of the best looking cars India has made (indigenously) (look at the competition ambassador, mar 800 hahaha),the scorpio looks best with the cladding on aither in a dual shade or in body colored but isn?t quiet pretty in the plastic ones .also the advantage it gives you while driving this cars is the it scares your fellow riders,rickshawallas, motorcyclist and even car owners. also the scorpio still can turn heads even after two years after launch only the right person has to sit at the driver seat .
Models
Scorpio 2.6 turbo
Basic Scorpio with a/c and power-steering as standard
Scorpio 2.6 turbo DX
Scorpio that has a/c ,power steering, plastic cladding, wheel caps as standard
Scorpio 2.6 turbo GLX
a/c , power-steering ,body colored cladding,power windows ,central locking, rear window defroster, ski rack and wheel caps rear wiper and stereo system
Scorpio 2.6 turbo SLX
All of the above in GLX plus two toned body color( exterior as well as interiors) and a sensor which alerts you on various things.
Technical Specification
| Engine |
|
SZ
2600 Turbo DI |
| Type |
|
4 Stroke, 94 x94, 4 Cylinder |
Cubic
Capacity |
|
2609
cc |
Max.
Gross Power |
|
80kW 109
bhp at 3800 rpm |
Max.
Gross Torque |
|
26
kgm at 1800 rpm |
| |
Gear
box |
| Model |
|
5
Speed Manual |
| |
| Tyres |
|
P
235/75 R15 |
| |
| Suspension |
| Front |
2
WD |
Independent,
Coil Spring, Anti Roll Bar |
| |
4
WD |
Independent,
Torsion Bar |
| Rear |
|
Leaf
Spring |
| |
| Brakes |
| Type |
|
Tandem
Master Cylinder, Vacuum Assisted Servo, with LSPV and BV |
| Front |
|
Ventilated
Disc and Calliper Type |
| Rear |
|
Drum
Type |
| |
Fuel
Tank Capacity |
|
55
ltrs |
| |
Turning
Circle Radius |
|
5.6
m for 2 WD |
| |
Ground
Clearance |
|
180
mm (in laden condition) |
| |
Max.
GVW |
|
2510
kg for 2 WD; 2610 kg for 4 WD |
| FEATURES |
TURBO
2.6 GLX |
TURBO
2.6 DX |
TURBO
2.6 |
| Armrests in Front Seats |
Yes
|
x |
x |
| Armrest in Middle Seat |
Yes |
Yes |
x |
| Moulded Interiors |
Yes |
Yes |
