It's been a long time coming! Who would have imagined one would use this jargon to define Mahindra's latest electric move – the XUV400? Despite being India's early electric mobility innovator and maker, Mahindra missed the first-mover advantage. The boxy, compact e2o was way ahead of the time when it was launched almost two decades ago. But time has changed, and so has the manufacturers' approach towards electrification. So, to draw balance before they bring out cars based on their dedicated electric platform, they have brought in the EV derivative of the XUV300 as - XUV400. I have driven it in the city and also took it for highway runs to tell you how the proposition fairs in the real world.
Verdict
Despite ruling the game with the new-age SUVs, Mahindra currently seems more reserved with its EV plan. Agreed, their upcoming future EV plans appear promising, but currently – XUV400 doesn't seem to carry those aspirational quotients that Mahindra is known for. Fundamentally, XUV400 is a well-sorted product in terms of performance and comfort. But the dated cabin and lack of features don't make it a justifiable proposition. At around Rs 19lakhs (ex-showroom), XUV400 goes neck-to-neck with Tata Nexon EV Max, which calls for a comparison test to simplify the buying equation.
XUV400 comes with MacPherson Strut with Anti Roll Bar suspension setup at the front and Twist Beam with Coil Spring setup at the rear, and despite being tuned with frequency-dependent damping, the ride quality isn't as plush as you expect it to be. Moreover, the steering feedback could be more confidence inspiring, and you need to correct yourself occasionally to get the best out of it. However, it is easy to manoeuvre and zipping around traffic would be easy. Moreover, out on highways- it feels stable at triple-digit speed.
XUV400 comes with disc brakes set up on all four wheels, and thus that helps in minimizing the braking distance of a 1,578kg heavy car. The pedal response is confidence-inspiring, and I found no drawbacks with the braking setup. However, you can feel the transition from regenerative feedback to hydraulic power, which is almost similar to EVs nowadays.
Battery, Powertrain and Performance
XUV400's prominent talking point is its 0-100kmph acceleration, which stands at 8.3 seconds, making it the fastest mass-market EV in India. The performance from the motor is brisk and punchy – in fast and fearless mode. Yes, XUV400 has three riding modes- Fun, Fast and Fearless. Fun is basically an Eco mode, which maximizes range and recuperation energy, whereas the Fearless mode is more aggressive - producing massive wheel spin when pedalled hard. Be cautious with throttle response in fearless mode when taking sharp turns because it might go out of control if driven carelessly.
XUV400 does not come with a dedicated adjusting recuperation function. Instead, it gets L mode, which maximizes regeneration and essentially provides 'one pedal driving' – making city driving hassle-free. Regarding city driving, I managed 280-300km of range (in FUN mode) from its 39.4kWh battery. And mind you - this range would only be achieved without air conditioning. With AC ON, one would achieve a range of about 260-270 kilometres. Generally, 1 percent of the battery will result in 2.5-3km of driving range in FUN Mode. Note- driving range would vary according to driving nature and conditions. It comes with the charging socket mounted on the left front fender, and one needs to go through manual operations to open up the lid – just like one would do with its gasoline-powered car. With the Tata Power DC fast charging facility at Taj Lands End in Bandra, I could juice up the battery from 24 percent to 99 per cent within 2 hrs – costing me 672 Rs for 32.030 kWh units.
XUV400 comes with a single motor producing 148hp of power and 310Nm of torque, capable of going 0-100kmph under 9 seconds in Fearless mode. The whining sound of the motor is well insulated; moreover, the tyre noise and harshness were bare minimal.
Ride and Handling
XUV400 comes with MacPherson Strut with Anti Roll Bar suspension setup at the front and Twist Beam with Coil Spring setup at the rear, and despite being tuned with frequency-dependent damping, the ride quality isn't as plush as you expect it to be. Moreover, the steering feedback could be more confidence inspiring, and you need to correct yourself occasionally to get the best out of it. However, it is easy to maneuver and zipping around traffic would be easy. Moreover, out on highways- it feels stable at triple-digit speed.
XUV400 comes with disc brakes set up on all four wheels, and thus that helps in minimizing the braking distance of a 1,578kg heavy car. The pedal response is confidence-inspiring, and I found no drawbacks with the braking setup. However, you can feel the transition from regenerative feedback to hydraulic power, which is almost similar to EVs nowadays.
As much as you appreciate the exterior design of XUV400, the same cannot be said for the interiors. The dashboard layout feels too dated despite the copper-colour treatment being carried over to the inside on the volume and aircon knobs, along with copper colour surrounds on the AC vents and gear lever. Unlike Nexon EV, the gear lever in XUV400 feels a notch above and works without any lag whatsoever. The 7.0-inch infotainment screen is too small, and the resolution is too dull for my taste. The camera quality is not up to the mark, and the feature of parking guidance is too annoying. I was, infact, so disappointed to see insulated wires dangling under the glovebox.
XUV400 also does not get climate control and instead comes with a four-staged cooling and heating option. Moreover, it also misses out on rear AC vents. However, the AC is powerful enough to keep the cabin cool, but that compromises the range, which we will discuss later.
The front seats are aptly cushioned with good side bolstering, making it comfortable for long seat time. The rear seats have a decent amount of headroom and legroom; however, the thigh support could be a problem for a tall person, mainly due to the raised floor to accommodate the battery beneath it. There are elastic strings attached to the back side of the front seats – which serves compromised storage purposes. Better, the brand would have provided a proper pouch to be more functional.
The style statement of EVs is taking a radical shift, and the XUV400 looks a bit more appealing and different than XUV300. Well, why not? Mahindra has tastefully added copper-coloured accents and body parts to make it more recognizable. Few may call it an overdose, but it grows on you as it differentiates itself from others. Moreover, Mahindra claims to carry these signature copper colours with the new-age EVs coming in the future. The front design is completely changed with the blanked-out grille. The headlamp unit is the same for both XUV300 and XUV400; however, the fog lamps are missing in XUV400. Also, the LED DRLS are shorter in length compared to XUV300. The light throw, however, is not wide and bright. Onto the back, XUV400 gets a reprofiled rear tailgate, but the tail-light cluster is the same as the XUV300.
The real difference is noticeable when viewed from the side. XUV400, derived from SsangYong Tivoli, is 4.2 meters long (205mm longer than XUV300). However, the wheelbase is identical to XUV300 with 2600mm, thus liberating more boot space with 378 litres. The car looks a lot more SUVish and stylish, thanks to its proportional stance and copper-coloured logos, badges and accents signifying its presence.
Battery - 39.4kWh
Motor - Permanent Magnet Synchronous
Power - 148hp
Torque - 310Nm
Price - Rs.18.89 (ex-showroom)
