Mahindra & Mahindra launched Mahindra Scorpio 2.6 DX on Indian Road. The Scorpio looks right, despite the raised roof and near vertical rear door that was necessitated to liberate interior space. The top-end petrol version gets a colour coded grille that makes the two-tonner look even heavier. The base version will not have all this plastic on its sides, but features deep scalpel slashes that can prove difficult to repair once you dent a panel.

 

The major difference between the Scorpio and previous Mahindra products is the new ladder type frame chasis which is now made of C-section steel channel long members welded together and tubular cross members. For the first time there is ample leg room for second row passengers in a Mahindra. The DX version has a third bench seat that can seat three fully grown adults in reasonable comfort for shorter journeys. However, that space is better suited for storing your luggage. Near textbook space utilization deserves praise and it is heartening to know that our own designers did the job. The seating position is great; the pedals are at a comfortable reach and the steering wheel easily at hand. 

 

Gripes aside, the chassis shows good execution in details as does the independent double wishbone front suspension which uses coil springs in the rear wheel drive version and torsion bars in the 4WD version. Suspension at rear is by means of leaf springs. The Scorpio uses disc brakes up front and drums at the rear. The crushing advantage offered by the Bridgestones is another factor to be blended in while sizing up the car from its suspension and chassis set-up point of view as are the steering and the brakes. The Scorpio employs power-assisted rack and pinion steering while the braking system comprises discs up front and drums at the rear with an LSPV integrated into the braking circuit.  

 

The exterior finish is excellent; the same cannot be said of overall panel fit. Rubber bits used on the exterior just about passes muster. The aluminium running boards, a nice throw back to the Jeep days, are extremely slippery - nothing a shift to good old diamond plate can’t solve. Large wheel arches with massive 15-inch wheels and 235/75 section Bridgestone Dueler H/Ts gives the Scorpio a very purposeful stance.

 

The instrument console is clean and ergonomically correct. The instruments are borrowed from the Ikon. Clever design also means parts like the air-con vents can be duplicated with no left-right complications. Seats designed with Lear Corporation specifications are firm and comfortable - even for three hour journeys.

 

Dual tone plastic that has been used inside is surfaced well, but there are edges and cut-lines that show through, especially around the hand brake and seat adjustment levers. A basic Kenwood music system was provided for the 2.6 DX versions, but most Scorpio owners will certainly upgrade to something that sounds better. The air-con system works well thanks to a total of seven vents and is surprisingly noise-free. A lot of hard work has gone into the car’s NVH characteristics and even with a direct injection diesel idling early in the morning, there was a great deal of peace inside the cabin.

 

The SZ 2600 DI engine is the strength of the Scorpio. Employing a KKK turbocharger, this turbo diesel was developed for Mahindra by famed Austrian engine consultancy AVL from a previous tractor engine it had done for the Mahindra Arjun. An all new direct injection turbo-diesel displaces 2609 CC to produce a chest-thumping 109 bhp at 3800 rpm and 26 kgm of torque as early as 1800 rpm. This motor will soon shed its turbo charger to give birth to a NA variant of the Scorpio 2.6, which is bound to be popular with tourist taxi operators. Also being launched is the Renault-powered petrol version (REV 116) that develops 116 bhp at 5500 rpm and 18.7 kgm of turning force at 3800 clicks. Let us stick to the turbo-diesel for the time being.

 

The Scorpio rushes from zero to 100kmph in 21.57 seconds and does the quarter mile dash in 21.4 seconds - not exactly setting the strip on fire but eye opening for a vehicle of its class. The car returned 11 kpl on highways and 9 kpl in congested city.

 

On the move, with the windows down a certain degree of wind and tyre noise intrudes into the cabin, but then there are the four neatly stacked power window switches in the centre console that will solve the problem in seconds. Switchgear works positively and the power window motors can never be termed anaemic.

 

While noise needs to be eradicated or reduced, surprisingly vibes have been pretty well damped out or slotted into a frequency range which the majority of users will never power their vehicle to or stay in that band for long. On the move the drivability aspect is stupendous, with there being silky smooth power spewing forth as if one was driving a naturally aspirated motor.

Filed under: Mahindra Cars in India