ge4735661974335939866
Joe Kenwright14 Jun 2007
REVIEW

2007 Mahindra Pik-Up Single Cab/Dual Cab

Tough workhorse needs more curry under the bonnet

Local Launch
Southern Highlands, NSW June 2007

What we liked
>> Cabin room and equipment
>> Big load area
>> Value for money

Not so much
>> Truck-like ride and turning circle
>> Basic safety levels
>> Feeble highway performance

Overall rating: 2.0/5.0
>> Engine, drivetrain and chassis: 2.0/5.0
>> Packaging and practicality: 4.0/5.0
>> Safety: 2.0/5.0
>> Behind the wheel: 2.0/5.0
>> X-factor: 1.5/5.0

OVERVIEW
For anyone needing to know immediately whether it is worth reading further about Mahindra's new entry into the booming light commercial segment, the answer is a resounding yes for a hard-working out of town application but don't waste your time if you are looking for a cheap car-like second family vehicle for city runabout use.

Four years ago, the Mahindra Pik-Up would have been a class leader in most areas but the progress and refinement made in this type of vehicle over the last two years has been radical, especially in the diesel segment where Mahindra (more here) is staking its claim.

Most current Japanese models (which are just as likely to be built in Thailand or Spain which makes Mahindra's Indian origins less relevant) will double as a reasonably comfortable primary family vehicle when they come so close to matching the cabin space, performance, ride comfort and running costs of a 2.0-litre family car of 20 years ago.

By comparison, the Mahindra Pik-Up is a truck, albeit a tough one. End of story.

When Mahindra is about to invest as much money over the next five years in development and production facilities as it has in the past 60 years, there can be no doubt Mahindra and its new Pik-Up range are on a steep upwards trajectory.

Since Australians saw the first patchy 1990 launch of Mahindra and its subsequent failure with its quaint Indian version of a 1940s war surplus Jeep powered by an old Peugeot diesel that was only slightly more modern, the progress of Mahindra has been ballistic.

While the latest Mahindra Pik-Up is some way short of matching the best in today's market, there is little in the presentation of the vehicle, its appointments or its offroad performance to indicate that it is sourced from a company that doesn't deserve to be treated as seriously as any other automotive manufacturer.

With almost a captive market as Number One of its type in India and growing exports to several Asian markets, Mahindra enjoys the dual advantage of huge economies of scale backed by highly competitive development and manufacturing costs, financed in many cases by its component suppliers.

Because the Pik-Up is not only a new model but represents an Australia-wide re-launch of Mahindra following the company's exit after its first Australian launch, this report must at least allude to the credibility of those who are behind the company's return to Australia.

Mahindra is already established in Australia as a reputable maker of tractors. It is the fourth largest tractor company in the world -- by volume -- with three tractor assembly plants in the US and the market leader in multi-purpose vehicles in India.

As a partner of Renault and Nissan, it will soon be a source of low cost passenger cars for Australia but probably wearing the Renault badge.

It may be significant for any buyer assessing the risk of buying a Mahindra that the company has been listed by Forbes in its Top 200 list of the World's Most Reputable Companies, a list that excludes some of Mahindra's mainstream rivals. It is also ranked in the Top 10 of India's most reputable companies.

More importantly for Australians, Mahindra's latest entry is backed by the Tynan Motor Group, a strong local family company which has set up a specific arm called TMI Pacific to back its local distribution of Mahindra vehicles.

The Tynan Motor Group is firmly established with five retail outlets and franchises for Mazda, Honda, Subaru, Mercedes-Benz, Mitsubishi, Suzuki, Kia, Chrysler, Jeep, Dodge and Hyundai.

TMI Pacific's new office in Sutherland NSW is the base for the after-market support services, spare parts distribution and technical training of local specialists as part of the company's $5 million investment in backing the new model properly.

The initial 10 strong NSW dealer network and its 15 outlets are being used to keep any teething issues in the new organisation close to home with a further eight outlets to be established in NSW followed by a strategic state by state rollout extending into 2008. TMI Pacific anticipates sales of 600 units by the end of 2007.

With everyone from the local distribution arm to the Indian factory, plus a number of local component suppliers, financially committed to seeing the new model thrive, it is a very different scenario from what Australians saw in 1990.

All of this is worthless if the new model is not up to scratch. So what is a Pik-Up?

After a series of rugged passenger and light commercial models based on the original Willys Jeep and a Bolero range that drew on slab-sided Jeep and Suzuki Sierra styling in 2000, Mahindra launched its own Scorpio SUV in 2002 which received Mahindra's new diesel in 2005. A major facelift appeared in 2006 followed by a Euro IV update in 2007.

Australia's new Pik-Up range is therefore based on a facelifted 2002 Scorpio SUV model with 2007 mechanicals. It loses the Scorpio name in most western markets, since that name is associated with the Falcon-sized Granada replacement built by Ford for European markets during the nineties.

Hence, the Mahindra is simply called Pik-Up locally. The next model is due late in 2008, at which point TMI Pacific will assess its suitability for Australia. In the meantime, the Pik-Up will not be joined by its current SUV counterpart.

This explains the quaint styling which features Scorpio SUV parts from the rear doors forward, similar to the Ssangyong pick-ups based on the old Musso. A styling line unsuccessfully disguises the rear wheel arch cutouts in the SUV's rear doors that are now some distance from the Pik-Up's rear wheels.

They highlight the extra length tacked on to the dual cab's cabin and the extra wheelbase for the tray. All are worthy extensions when they allow the dual cab's rear seat to be reclined at a passenger car angle for one of the best rear seats of its type with reasonable headroom. The rear load bed is also longer than average for this type of vehicle.

The single cab also features a similar extension for extra legroom and an exceptionally long pick-up bed. The rear pillar add-ons on both models are filled with extractor vents and together with their deep load beds leave the Pik-Up range with a Land Rover Defender flavour.

It's not a bad association when the Pik-Up has a similar unbreakable feel and solid ride. The grille has obvious associations with Mahindra's early association with Jeep. The styling provides a fairly accurate preview of what you get.

PRICE AND EQUIPMENT
Unusually, there is only a single fully specified diesel level that is common to single cab and dual cab models in both 4X2 and 4X4 specifications.

Most model ranges in this segment usually combine lower specification mechanicals and cabin equipment to generate an entry level single cab ute for $20,000 or under while offering the more elaborate models only in the dual or extended cab ranges.

When the Pik-Up range starts at $23,990 for a single cab 4X2, it can appear expensive in this context even though it comes with a proper dual skin load bed.

However, the equipment list soon explains the Mahindra marketing approach for Australia. Standard equipment on all Pik-Up models includes: heavy duty air-conditioning, rotary switch 4WD engagement and automatic locking front hubs on all 4X4 models, limited slip diff on all models, power steering, electric windows, remote central locking, alarm and immobiliser, full CD/MP3 compatible Kenwood sound system with USB and SD card ports, internally adjustable side mirrors, follow-me-home lights, side steps, fog lights and metallic paint.

This is in addition to a fairly high trim level at this price with reasonable quality hard-wearing cabin plastics, cloth trim and carpet. The dash is fairly comprehensive and legible despite the elliptical shaped gauges. There is a useful grab handle above the glovebox as well as overhead grab handles and reading lights that are part of the main cabin light.

All that is missing is a centre console bin and front centre armrest but there is a centre handbrake and no shortage of cupholders or open storage in the centre console. Storage in the door bins is generous. In the dual cab, the centre console also carries ventilation ducts feeding the twin adjustable ducts for the rear seat, which is quite unusual for this type of vehicle. 

The rear seat is also quite substantial with adequate legroom despite a longer and more supportive seat cushion than normal. It also has a centre armrest and the back rest angle is far more passenger friendly than most. The sound system's rear speakers are mounted in the roof, which frees up space in the doors and should provide an uninterrupted sound path. There are front and rear 12 volt outlets.

Steering column is tilt-adjustable only but the compact dash design makes reach-adjustment less important than most.

Alloy wheels are the main option although a dropside load tray and nudge bar are dealer options.  Warranty is 3 years/100,000km, whichever comes first.

Although the Single Cab 4X2 with pick-up bed starts at $23,990, the Dual Cab 4X2 version costs $25,990 which seems good value for an extra set of doors, electric rear windows, extra seat and the equipment that comes with it. Add 4X4 and the Single Cab costs $26,990 while the Dual Cab 4X4 climbs to $29,990.

If the 4WD premium of $3000 seems expensive, standard appointments are comparable to top of the range rivals that start at $45,000 and move up from there. You get a sense of why dealers are now lining up to handle the Mahindra. But there is a catch or two.

MECHANICAL
The Mahindra Pik-Up features Mahindra's own new common rail turbocharged diesel engine shared with Mahindra's premium Scorpio SUV wagon not sold here.

It was developed in collaboration with AVL in Austria and Bosch to Euro IV standards and features common rail technology.  It might be a class leader in India, but it delivers even less power and torque than most diesels fitted to its rivals in Australia a full generation ago.

Of a relatively small 2.5-litre capacity, it delivers 79kW at 3800rpm and 247Nm at 1800 rpm with a combined fuel economy figure of 9.9 litres/100km for all models. More tellingly, it maintains its torque peak only between 1800 and 2200 rpm. This has a big impact on the road as discussed below.

To place this in context, the low technology 2.5-litre turbodiesel in the previous Ford Courier/Mazda B-series delivered 82kW/3500 rpm and 271Nm/2000 rpm.

The 2.5-litre turbodiesel replacement in today's Ford/Mazda entry models delivers 105kW/3500rpm and 330Nm/1800rpm.

The larger 3.0-litre version of the same engine in the dual cab models boosts power to 115kW/3200 and torque to 380Nm/1800.

When these narrow Ford/Mazda models are now the only current models closest to the Mahindra in size, it comes as a shock to find that an unladen Pik-Up also carries a 200-500kg weight penalty depending on model.

The combined fuel consumption figure for the smaller Ford/Mazda engine is 8.3 litres/100km while the bigger 3.0-litre engine delivers 9.2 litres/100km. Mahindra not only serves up a significant performance deficit but uses more fuel than larger and much more powerful engines in rivals.  

The five speed NGT530 manual gearbox, which is also Mahindra's own, is developed from an earlier Peugeot unit and is more car-like than expected in its ease of operation. While not as good as some of its later rivals, its action is a world ahead of the manual in the Ssangyong Actyon Sports and latest Nissan Navara. 

A new 6 speed automatic transmission option developed and manufactured in Australia will be introduced early in 2008 but the effect this might have on the marginal performance is hardly worth contemplating.

The four wheel drive version features a part-time system based on a Borg-Warner transfer case with a genuine dual range operated by an electric “shift on the fly” rotary switch in the cabin. Both two and four wheel drive versions come standard with a limited slip differential in a rugged Salisbury rear axle.

The new model's sturdy separate perimeter chassis construction and tough all steel body panels explain the hefty 1990kg of the base single cab 4X2 model while the 4WD adds 100kg to each version leaving the top dual cab 4X4 model tipping the scales at 2150kg.

Mahindra stated that its models won't damage easily which is a key theme in the brochures. When so many of its latest rivals have become dependent on flimsy plastic bumper fascias and light aluminium fittings, there is a place for the Mahindra approach but only with a powerplant to match.

All models have a payload of at least 1000kg, climbing to 1160kg for the 4X2 single cab model which are commendable figures. Just how the drivetrain is meant to cope with a GVM (gross vehicle mass or fully loaded) of 3150kg especially with the air-conditioning on at Australian speeds is not entirely clear.

As for its 2500kg braked towing capacity, a driver would need to be very patient.  A top speed of 142km/h achieved in overseas tests doesn't leave much of a margin when loaded and ensures that it is always working hard on the highway.

By comparison, the much larger D40 Nissan Navara diesel equivalent has a GVM of 2805kg with a massive 126kW/4000 and 403Nm/2000 rpm and it even starts to wilt with a full load.

Suspension is typical of this type of vehicle with a torsion bar double wishbone system at the front and a live rear axle with leaf springs that have so many leaves they could have come from an Indian railway goods wagon.

Steering is by rack and pinion with power assistance and large 16 inch wheels are standard, both of which are better than some rivals. A turning circle of 12.6 metres for both 4X2 and 4X4 models is level with the worst of its 4X4 rivals. Brakes are ventilated disc at the front, drums at the rear.

PACKAGING
Single Cab: For a $23,990 light truck, the base Mahindra is well-equipped with a more generous cab than usual in length although its 1770mm width is best for two passengers only, so it doesn't pretend to be anything else. Its load bed is particularly good at 2294 mm long, 1520mm wide and 550mm high.

The long 3040mm wheelbase leaves plenty of full width space ahead of the wheel wells, which don't intrude as much as usual. The 210mm ground clearance and extremely short front overhang generate some healthy approach angles while the rear overhang limits departure angles, but not as much as some.

Although the Pik-Up is packaged as a hard-working offroader, which it is, it relies on the extra clearance and its narrow track not to make contact with hostile objects. The flutes under the front bumper are largely decorative when they are made from plastic and there are no skidplates or protection for the sump and other mechanical components as fitted to some of its rivals. For tough applications, TMI Pacific advised they would be available.

Dual Cab: The SUV origins of the Pik-Up dual cab's main components deliver class-leading rear seat comfort for four, thanks to a high roof that continues to the rear window, a centre armrest and rear headrests that finish above shoulder level.

A load bed that is 1489mm long with the same width and depth as the single cab is certainly close to the best in class but 1500mm is the new benchmark.

An 80 litre fuel tank standard in both models is actually useful in the dual cab when the rear seat occupants might actually survive longer than two hours without aches and pains, something that can't be said for many of this type of vehicle.

Again, both models will encourage owners to bite off more than the drivetrain can chew when cabins, suspension and load beds can swallow more weight than most.

SAFETY
The Mahindra's full chassis, rigid steel cabin and doors -- even with built-in intrusion beams -- are not going to deliver exceptional crash performance, despite Mahindra's suggestion of a protective crumple zone.

There are no airbags or ABS, not even as an option. This technology is at least a year away.

The front seat belt mounting points are not height adjustable. The centre rear seat belt in the Dual Cab is lap only but you wouldn't want to sit there anyway, with the rear armrest detracting from the seat comfort.

As a work vehicle on the land it won't be a negative, but as a highway vehicle, the Mahindra lags behind the market, which has moved on -- especially where children are involved.

COMPETITORS
Single Cab Pick-Up 4X2 and 4X4  The Mahindra 4X2 Single Cab is priced line ball with its only direct rival, relying on its extra ground clearance and equipment to clinch the deal.

Although the Ford Ranger is closest as a 4X2 Pick-up for the same $23,990 entry price, its plainer presentation is offset by a significantly more powerful and frugal engine and optional safety equipment.

Toyota has a beefy V6 petrol single cab 4X2 ute starting above $26,000 without extras, but it's not really comparable. There is no Holden Rodeo, Mitsubishi Triton or Mazda BT50 pick-up equivalent in a 4X2 while Mahindra's 4X4 single cab pick-up is on its own.

Dual Cab 4x2 and 4X4  The top Nissan Navara, Toyota Hilux and Mitsubishi Triton diesels in 4X2 and 4X4 specification are now in another class in terms of price, grunt, economy, width and appearance.

Even the base Ford Ranger and Mazda BT50 4X2 and 4X4 rivals which are closest in size start at around $8,000 more, but can be easily justified with one of the best engines in the business, superior refinement, extra safety and more mainstream presentation.

The Ssangyong Actyon Sports comes closest, starting at $29,990 for the 4X2 version and $32,990 for the 4X4 model. However, its extra $3,000 could easily be justified on its superior Mercedes-Benz derived diesel engine alone but some might find Actyon looks even harder to live with than the Mahindra.

The Holden Rodeo and Mitsubishi Triton in basic 2.4-litre petrol 4X2 dual cab specification, while not as powerful as they need to be with a full load are certainly more refined for road use -- if thirstier than the Mahindra -- for around the same money.

At $32,990, the Holden Rodeo LX Crew Cab 4X2 is a much harder worker than the Mahindra equivalent at $25,990, but it's plain inside and showing its age in most areas.

If the Pik-Up's subjective feeling of toughness and extra weight translate into extra durability over time, it could prove to be a cut-price replacement in some applications for the heavy duty utes based on the Toyota LandCruiser, Nissan Patrol and Land Rover Defender.

ON THE ROAD
The Mahindra Pik-Up as driven only in 4X4 Dual Cab specification is much better than expected. The overall feel in the cabin is quite fresh and cohesive and doesn't feel dated or a hand me down produced under primitive conditions.

It might take some time to get the message out, but the old stereotypes of Indian roadside cottage industry tapping-out obsolete products no longer apply here, even if they did just a short decade ago. The transformation over Mahindras of old is quite remarkable.

The relationship between the seats, dash and steering wheel is particularly good and leaves the driver with plenty of vision. It is easy to see why Australian farmers who were given Mahindras to see if they could break them actually liked them for their driving position.

It is certainly a product of its environment – and that's both its biggest plus and greatest drawback.

The load bed of the launch vehicle was filled with ballast and the cabin was filled with four large occupants so the vehicle was tested in its most laden form.

Although the ride bordered on brutal on the highway and rocky dirt roads, it was brilliant on the fairly serious offroad circuit where it absorbed the worst ruts, exposed rocks, gullies and drops without putting a foot wrong.

The total lack of body creaks and groans was impressive, especially with this amount of weight on board. The steering was unusually accurate and free from shock throughout these tough conditions.

The dual range 4X4 with its stump-pulling Low range meant that the steepest of climbs couldn't faze it, even with the load.

However, because its torque peak fell in the narrow 1800-2200 rpm band, it required the driver to be more vigilant than usual to ensure that it was always in the correct gear. Nothing much happens above or below this rev range.

While it is easy to attack an offroad course with constant revs, the road environment is another matter.

This is where the Pik-Up's Indian origins let it down. It just doesn't work at highway speeds when the driver has to stir the gear lever whenever the engine drops out of this 400rpm torque band, bringing progress almost to a halt.

It is quite disconcerting to feel the grunt drop away so noticeably and so early in the rev range.

Staying ahead of traffic or travelling with the flow is not easy when increasing revs much beyond 2500 rpm won't build up speed, which usually means you have to frantically find a gear where it can stay in its peak. As for overtaking, forget it unless you have a death wish.

The disparity with other traffic would be too much for most drivers in the urban cut and thrust and the coarseness of the engine at lower speeds wouldn't win too many friends either. As for the ride when unladen, it would be close to unbearable if the fully laden ride is any indication.

Beyond city limits, in a more relaxed traffic environment or pounding along a rural property, it's hard to imagine anything that could do the job much better.

At the price, there simply isn't anything that would come close. It really does feel the most indestructible and the most willing when working hard at low speeds -- not unlike a much-loved Massey Ferguson 135 that I drove around the clock in another life.

That Mahindra has made its mark globally more as a tractor manufacturer than a vehicle manufacturer would not come as any surprise after a stint behind the wheel of a Pik-Up. For a band of cost-conscious owners in the Australian bush, that could be the perfect formula.

To comment on this article click here

Share this article
Written byJoe Kenwright
See all articles
Our team of independent expert car reviewers and journalistsMeet the team
Stay up to dateBecome a carsales member and get the latest news, reviews and advice straight to your inbox.
Download the carsales app
    AppStoreDownloadGooglePlayDownload
    App Store and the Apple logo are trademarks of Apple Inc. Google Play and the Google Play logo are trademarks of Google LLC.
    © CAR Group Ltd 1999-2024
    In the spirit of reconciliation we acknowledge the Traditional Custodians of Country throughout Australia and their connections to land, sea and community. We pay our respect to their Elders past and present and extend that respect to all Aboriginal and Torres Strait Islander peoples today.