Mahindra Quanto C8 - Performance Review

The Quanto introduces a new engine to the Mahindra range. It is called the mCR100 and though it is a derivative of the mHawk engine, it surprisingly does not make use of any birdy names. The mCR100 is a three-cylinder diesel motor that will power most upcoming entry-level models from Mahindra. The oil-burner puts out 100 PS of power and close to 240 Nm of torque – which seems adequate for the Quanto. It has pronounced initial vibrations, but after 1000 RPM the engine smoothens. It is noisy nevertheless even when compared to the similarly spec-ed Renault-Nissan dCi oiler that you get inside the Verito.

The mCR100 is mated to a twin-stage turbocharger that helps reduce the turbo-lag. Though the engine has very little pulling capacity under 1,000 revs, it provides a good low-end and mid-range output between the 1,200 to 3,700 RPM range. The top-end feels lifeless. Therefore you have a decent amount of power for driving around city traffic and overtaking on the highway – but at higher speeds the engine feels like it is out of breath. 

The engine also gets a new 5-speed manual transmission that shifts smoothly but the stick vibrates quite a bit when the engine is running. The engine doesn’t feel too eager to rev either. NVH levels are on par with the likes of the Mahindra Scorpio and the Tata Safari. With almost no soundproofing material under the wheel arches, there is a fair bit of road and tyre noise too, that can be heard over 100 km/h. 

Though the dashboard of the Quanto is largely similar to that of the Xylo, there is an additional switch on centre console that toggles the micro-Hybird start-stop system. This is the same stuff that you get in the Scorpio, which turns off the engine every time you come to a complete standstill. Thanks to tech like this and the twin-stage turbocharging, the Quanto manages to burn fuel more efficiently and returns a claimed fuel economy of 17.21 kmpl. But while the engine performs well, the handling dynamics disappoint.

The Quanto suffers from the same problem that we experienced with the Xylo – body roll. In fact, the Quanto has even more body roll than its elder sibling. Compared to the Xylo, the Quanto runs smaller tyres and has a lower height too – but it still maintains the same 180mm ground clearance as the Xylo. This is achieved with a raised suspension, which is evident the moment you look at the wheel-wells. With lesser people onboard, the Quanto tends to waver around significantly. Push it hard around the bends and it will throw you from one end of the bench to the other. The advantage of this overtly soft setup is cushy ride quality, but the immense body roll isn’t confidence inspiring at all. The handling is slightly better with a full house, but the ride becomes bouncy with five people onboard. Should you compare it to the Duster, the Renault’s handling is in a different league altogether. 

The Quanto then has the same shortcomings that the Xylo has, but the virtue is similar too – it is an outright value for money product. While the noisy engine and its sluggish climb up the rev-range are typical diesel SUV traits, its refinement levels are good and I particularly like the mid-range grunt it provides.  

On the face of it, Quanto looks like a strong competition to premium hatchbacks and entry-level sedans, thanks to its price-to-space ratio and the SUV-like commanding driving position, which seems to be the preferred flavor these days. If the success of the Xylo is anything to go by, then the Quanto seems to have a bright future too.

Also Read:

Mahindra Quanto Design Review

Mahindra Quanto User Experience Review