Suzuki Vitara vs Mahindra XUV700

What's the difference?

The Vitara still looks great, offers impressive real-world fuel economy, possesses a sporty chassis bringing sharp steering and involving handling and roadholding characteristics, and is expertly packaged. No wonder it has remained a consistently strong seller for Suzuki.

But its lack of driver-assist safety equipment, lethargic low-rev performance and stiff, loud ride speak of a small SUV of another era. In too many key areas, it’s rapidly dating and falling behind most rivals nowadays, and can no longer rely on low pricing anymore now that the cheapest base auto is $27K plus ORC.

Still, if you don’t care about the lack of AEB… or a digital speedo, digital radio, rear cupholders or highway quietness, then there’s still a fair bit of fight left in the plucky little Vitara.

Suzuki’s been building them for over 33 years now and such experience shows.

We love a car which subverts expectations, and for the most part, the XUV700 has managed to. It feels like the brand has leapt over a few steps when it comes to design, quality, and particularly drivability, which bodes well when you combine it with a bargain price, a good equipment list and solid packaging.

The question is: Does the Australian market have room for yet another value player in a space already so well occupied by Chinese newcomers? Only time will tell.

Remember that first Vitara of 1988? The chief designer of today’s LY series, Takehito Arai, told us back in 2015 that its squareness and smaller size were inspirational in shaping the current model.

To that end, he went for a muscular look, with off-roader detailing like the five-slot grille, strong shoulder line, clamshell bonnet, blistered rear mudguards and higher-than-class-average ground clearance (of 185mm), evoking other Suzuki 4x4s like the Jimny and Sierra.

Nearly six years on, the design has stood the test of time surprisingly well, with the Suzuki still looking handsome and contemporary – no doubt helped out by the big standard wheels that fill in those arches nicely, along with the vibrant colour options (like our rich beige test example) and two-tone paint application.

The 2019 facelift, by the way, ushered in changes to the toothy grille, bumper, tail-lights lenses (now LEDs), alloy wheels, interior trim and instrumentation (which went more colourful), along with higher-quality-feel interior trim and materials.

The XUV700 is a clean-sheet design on an all-new platform and it shows. There are still echoes of the past in this SUVs bodywork, with the raised rear haunches and traditional Mahindra-shaped grille, but it feels like it’s taken a massive leap into the 21st century this time around.

It has a strong modern flavour and presence on the road, which doesn’t feel more than a generation behind like previous Mahindra offerings. Gone are the awkward curves and frumpy edges of its predecessors, and instead we’re welcomed by a more refined face, nipped and tucked rear with sporty touches, tough haunches and a contemporary overall look.

Inside the most dramatic upgrades have been deployed, including the impressive digital suite, seemingly decent software with a quick, responsive, and customisable instrument cluster, a new more attractive steering wheel, and a much smoother flow and coherency to design which we haven’t seen before from the Indian giant.

There are only a handful of areas, like the dorky elongated shifter, some hard plastics in the doors and atop the shapely dash, and the manual handbrake in the base car to remind you of its bargain price-point and origins.

It’s nice these attributes unite for an uncontroversial and modern overall feel, and quality is feeling on-par, but it’s also hardly original.

The headlights and steering wheel look like they could be worn by any Renault, the tail-lights look like they belong on a Nissan, and the dual-screen dash and door-mounted electric seat controls are clearly meant to emulate Mercedes.

Actually, one for the switchgear nerds, the function stalks are from the SsangYong parts bin, a holdover from when Mahindra owned the Korean automaker. Still, if you’re going to take inspiration, I can think of worse places to take it from, and it’s frankly remarkable all these pieces of inspiration fall together so well.

There's still plenty to appreciate the instant you slide yourself on to those lofty cushions.

The Vitara is packaged to transport a smaller family (and include much of their clobber) with ease, from the moment the big doors open. An excellent driving position that inspires confidence, heaps of storage in the doors and centre console, good vision and a light and airy ambience are further drawcards.

And while the seats may seem a bit wide and flat to begin with, they're amply supportive over an extended time in them, with a softness to their shape and texture that makes them quite cosy. No lumbar support for the driver is disappointing, though.

Still, it’s easy to see why the Suzuki remains such a consistent seller after all these years without change.

In 2021, the dash has held up pretty well, mainly due to clear instrument dials and Suzuki’s ever-present 7.0-inch touchscreen multimedia system that is ridiculously easy to operate. Never mind the hard and cheap-looking lower-lying plastics, the cabin is beautifully screwed together as well. And it's likely to stay that way for a very long time.

But there are annoyances, beginning with the lack of digital speedometer, especially now that the cheapest Vitara is a near-$30K proposition; for the same reason we’d have hoped for a DAB+ digital radio, auto lights on, rear-seat cupholders and more than just one USB port (located under the climate control system).

Getting in and out of the rear seat is simple, aided by wide doors and lofty seating, again on flat but ultimately comfortable cushions and backrest, though they neither slide or recline as with some other small SUVs. There's heaps of headroom; the raised rear cushion promotes a natural posture which is good for longer journeys, and enough room for three smaller adults to squeeze in. Larger feet can be tucked underneath the front seats too.

However, besides there being no device-charging facilities, you’ll also notice the lack of reading lights, rear air vents (though the front outlets' outputs do reach back OK) and beverage storage. At least the doors have space for a one-litre bottle and the overhead grab handles include coat hooks. And, like the front, it's all light and airy, with good sight lines for bored back-seat riders to stare out from.

Beyond that, the boot is fairly big and square, with a bi-level floor that’s good for hiding smaller items, while there are hooks, a light and 120V outlet for rear-seat occupants to snake some hapless charger cord to.

Cargo capacity is rated at 375 litres – raising to 710L with the 60/40 rear backrests lowered. It’s nice to see a good old-fashioned luggage board instead of the flimsy mesh items some rivals foist upon us nowadays.

All in all, a big, spacious and inviting interior that’s big on practicality and ease, but also showing its age in a few places.

Low-cost options in the mid-size SUV space usually get a bunch of basic stuff wrong. Laggy, ugly software, for example, is prevalent in the MG HS, while clumsy switchgear takes away from the Haval H6, and a particularly awkward driving position is notable in the LDV D90.

Mahindra’s XUV700 does not fall into these traps. The front seat feels spacious and airy, the seating position is high but not unsettling, and the thing which took me aback the most is the way everything works.

It’s a little annoying the base car gets no telescopic adjust and misses out on a second bottle holder because of the manual handbrake, but other than this, the ergonomics in the cabin are solid. A centre dial, for example, can be switched from navigation controls to function as a volume dial if desired, and there are plenty of shortcut buttons for the multimedia and the dual-zone climate making it a breeze to adjust things on the move.

For storage there is a large bottle holder and map pocket in each door, a large bottle holder (two in the case of the AX7L) in the centre, a bay under the climate unit good for phones and wallets (it is a wireless charging pad in the AX7L), and there’s a deep armrest console box between the front occupants.

The second row is also airy and spacious, with a nearly flat floor making even the centre position seemingly suitable for an adult. Behind my own seating position I had plenty of space at 182cm tall, and there are a set of adjustable air vents plus a slot for a phone, a USB-C charging outlet, and large bottle holders in the doors.

The third row? It’s not bad, but I’ve sat in better. The left-hand side second-row seat folds up and rolls forward, making access better than some of its rivals, but behind the second row my knees are hard up against the seat in front, and my head is touching the roof. There’s decent amenity; a bottle holder on each side and an adjustable air vent with a fan controller, but this is a space best left for kids.

Mahindra doesn’t have an official boot capacity number to give us yet, but predicts it will be over 700 litres given the dimensions. With the third-row folded it looks cavernous, but with it deployed you’ll be lucky to get a day bag in behind.

For those interested in towing, the XUV700 can tow a 1500kg braked trailer (750kg unbraked) and there’s halfway decent ground clearance, at 196mm.

This car has its work cut out for it because the precedent for Mahindra SUVs in Australia isn’t great.

Back in 2018, this car’s predecessor, the XUV500 arrived to lacklustre reviews despite its similar market positioning. Back then, low-cost alone wasn’t enough to crack Australia’s heated mid-size SUV market, but now Mahindra is promising its all-new generation product is different and ready for a more global audience.

The pricing for the XUV700 is immediately impressive. Starting at $36,990 drive-away for the entry-point AX7, this car is now officially Australia’s cheapest seven-seat SUV, and this hasn’t come at the expense of standard equipment.

The price includes 18-inch alloy wheels, LED headlights, dual 10.25-inch screens for the multimedia and digital instruments, wired Apple CarPlay and Android Auto connectivity, synthetic leather interior trim, a six-way power adjustable driver’s seat, dual-zone climate control, push-start ignition, and even a panoramic sunroof.

Stepping up to the top-spec AX7L which commands a $3000 premium ($39,990 drive-away) adds some missing safety equipment like a blind spot view monitor, a more advanced adaptive cruise system (able to come to a full stop and re-start), as well as a 360-degree parking camera.

This version also scores electronically retracting door handles, a premium audio system, and a wireless phone charger.

Bizarrely, it also adds a seventh airbag for the driver’s knee and a telescopically adjustable steering column, and swaps out the manual lever handbrake for a digital switch.

These are things which would normally be expected as standard on many of its rivals, and it’s a shame to see safety items, particularly airbags, behind a paywall.

Regardless, the fact this car manages to significantly undercut established rivals like the entry-level seven-seat Nissan X-Trail, Mitsubishi Outlander, Honda CR-V and even the cut-price LDV D90, while providing similar equipment levels is pretty impressive.

There are no options for now bar several accessories. All five colour options are free, and Mahindra says there’s more to come in terms of spec levels and interior options if all goes well.

In some markets, the Vitara is offered with Suzuki’s punchy little 1.0-litre three-cylinder turbo petrol engine, as well as the Turbo’s 1.4-litre four-pot turbo option as seen here, but the bulk of Australian sales are powered by a 1586cc 1.6-litre twin-cam 16-valve four-cylinder naturally aspirated petrol engine, known as the M16A.

A peaky unit, it produces maximum power of 86kW at 6000rpm and 156Nm of torque at 4400rpm. Despite modest outputs, a pleasingly low kerb weight of just 1120kg ensures that the Vitara has a favourable power-to-weight ratio, of 76.8kW/tonne.

Drive is transmitted to the front wheels via a six-speed torque converter automatic transmission, complete with a big pair of paddle shifters for some manual manipulation. Or you can just buy the superior six-speed manual and enjoy a substantially more involving drive.

There’s just one engine for the XUV700 for now, a 2.0-litre turbocharged four-cylinder designed in-house at Mahindra.

Power outputs are comparatively impressive at 147kW/380Nm, especially when lined up against the old 2.5-litre non-turbo units powering some rivals.

The power is channelled to the front wheels via a six-speed Aisin-sourced traditional torque converter automatic. For a keen driver this is preferable to a CVT or a dual-clutch, so this sits well with us.

Overseas there is also the option of a 2.2-litre turbo-diesel (136kW/450Nm) with all-wheel drive, but this is yet to materialise for the Australian market.

That flyweight mass also pays dividends with fuel economy.

Tuned to run on either 91 RON standard unleaded petrol or a 94 RON E10 ethanol-petrol combo, the Vitara returned an efficient 7.6 litres per 100km over our 521km drive in both inner-city traffic and on a highway jaunt.

While that’s still some way off the official combined average of 6.2L/100km (urban: 7.9 and extra urban: 5.2), it still shows Suzuki’s expertise at such economy engines. We regularly visited the Vitara tachometer’s red line – it’s in the nature of this engine to be revved hard and fast – and never really attempted any economy driving out of it.

The published average figure, by the way, translates to a carbon-dioxide emissions rating of 142 grams per kilometre.

Fitted with a 47-litre tank, nearly 760km between refills is possible.

Efficiency is officially rated at 8.3L/100km for both XUV700 grades, which is not bad but not great. Understandable for an SUV which weighs in excess of 1800kg powered by a 2.0-litre turbocharged engine.

We didn’t pull an as-tested fuel number this time around as we were hopping in and out of different vehicles, so standby for a more detailed analysis when we have one for a week-long follow-up test.

The fuel tank comes in at 60 litres, for a theoretical range of roughly 723km.

Hoping to hold out for a hybrid? Don’t. Mahindra isn’t working on one. Look to its incoming fully-electric BE sub-brand instead.

For its role shifting a small and light SUV around town, the 86kW/156Nm 1.6-litre twin-cam 16-valve four-cylinder petrol engine provides sufficient if unexciting performance, and a big part of that is the fast-acting and responsive six-speed torque-converter automatic gearbox.

While the Vitara will never be victorious in the traffic lights grand prix, there’s a substantial amount of flexibility within the engine’s rev range, with maximum power coming in at just 200rpm shy of the 6200rpm red line. So, you need to really prod that pedal down if extra muscle is required, and with that there’s quite a lot of mechanical noise coming through, but it isn’t coarse.

Using the big and well-placed paddle shifters helps to draw out a few extra morsels of oomph, but the fact is, compared to the CX-3’s 2.0-litre or HR-V’s 1.8-litre engines, the Suzuki’s has to work hard – and for longer – to cover the same ground at anywhere near approaching the same time. The aforementioned rivals' effortless, torquey response just isn't available to be enjoyed. For that, you'll need the terrifically muscular Turbo.

That’s a pity really, because the Vitara’s chassis is one of the more involving and fun ones in the small SUV class.

Thanks to a light helm, tight turning circle, rear camera, large exterior mirrors and an appreciable amount of all-round vision afforded by the large glass areas, nipping in and out of small traffic gaps or slotting into tight parking spots just isn't an issue in the Suzuki. It feels bred for the urban jungle.

Equally, the Vitara's fast and eager steering provides quick and crisp handling out on the open road as well, with the front end feeling light and agile yet nicely balanced as well. Even through ragged turns, the Suzuki remains on track. Over gravel surfaces it can be driven with reassurance that the traction and stability controls are always there to reel any slides in. It’s very easy and rewarding to punt the Vitara along at speed and with lots of confidence.

But the ride is a little firm in some places, there’s far too much road and tyre noise intrusion and – after a while – the engine’s constant revvy nature becomes a little tiresome.

Note that the fact that Suzuki did not bother engineering this powertrain to take AEB is reason to believe that there probably isn’t much life left for the M16A engine beyond this generation of Vitara.

It’s good. Surprised? Me too.

The XUV700 is good to drive in a fundamental way which is not the case for its Chinese rivals. There’s no impending feel of understeer or clumsy dynamics on show. The XUV700 is controlled and solid on the road, with a surprising level of refinement in the cabin.

Visibility is plentiful, and while power from the turbo engine isn’t quite as urgent as the figures initially suggest, it’s more than enough for a family commuter. Even the six-speed transmission is smooth and unobtrusive, unlike many dual-clutch or CVT options in this space. There isn’t even any noisy engine surging, with the unit here feeling refined and distant.

It’s almost ready to duke it out with more established rivals, but there are still flaws. The steering, for example, is very light. This will make it easy to control in low-speed parking situations, but it lacks any kind of feel or feedback at speed.

The ride is comfortable, perfect for its family intentions. Mahindra utilises a multi-chamber system here to achieve unusually competent response over a host of different surfaces, especially rare for a vehicle at this price or in this category. Everything comes at a cost, though, and the cost of this system is a fair bit of body roll in the corners, and a bouncy nature over undulations. 

Fundamentally, though, this car is solid. Nothing proved this more than the brand letting us drive its family SUV on a track at speed. What seems like a silly stunt is an important vote of confidence in the way this car handles, because it’s at track speeds and conditions where all the ugly characteristics will come to the fore.

While it’s certainly no track hero, what was most impressive is despite its rolly suspension and ultra-light steering, there were no major red flags about this car which stood out. It’s solid, and Mahindra knows it. I’d dare MG or GWM to do the same with the HS or H6.

What does all this mean for you? The car has safe road holding and confident dynamics, as well as the comfort for your family. It’s not as razor-sharp as the Japanese or Korean competition, but it’s better than all of its low-cost rivals.

At least on paper, the XUV700 does well. Standard active equipment includes auto emergency braking (a first for the brand, which we were given the opportunity to test on a dummy - it definitely works), lane keep assist with lane departure warning, adaptive cruise control, and traffic sign recognition.

Only the top-spec AX7L gets stop and go function for the adaptive cruise, a 360-degree parking camera suite, and a laggy low-framerate blind spot camera in place of an actual blind spot sensor system, the latter being the standard throughout the industry.

The side curtains extend all the way to the third row, although, oddly, the AX7L is the only one to get a seventh airbag (for the driver’s knee).

The verdict is out on this car’s actual crash performance until it secures an ANCAP rating, which it is yet to do.

Suzuki has switched to an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 15,000km, while published basic capped-price servicing is available. Prices start at $239 (years one and five) and reach as high as $429 (year three). Total cost is $1565, averaging out to $313 annually at the time of publishing.

Vehicles under five-years old but with higher mileages up to 90,000km can expect to be charged up to $559, according to Suzuki’s website.

Seven years of warranty is a good start, and has Mahindra joining an increasingly large club of challenger brands which are following in the footsteps of Kia by offering above-average coverage in this department. Mahindra’s version only covers the first 150,000km of distance, but there’s seven-years of roadside assist, too.

At the time of writing, Mahindra was yet to land on service pricing. This could be the last piece of the puzzle for some buyers. The XUV700 needs to be serviced once every 12 months or 10,000km.