Ferrari Purosangue vs Mahindra XUV3XO

What's the difference?

Write the Purosangue off as nothing more than another SUV-sized cash grab at your peril. It's not just the easiest-to-live-with Ferrari ever made, but also, and indisputably, an actual Ferrari, regardless of its body shape.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The fact this is Australia’s cheapest SUV is a massive feat for the Indian brand. It also has so much standard kit so this is even more surprising.

In many ways the XUV 3XO is better to drive than its rivals. The three-cylinder turbo engine has plenty of charm and moves this car along with ease, the car feels confident and composed out on the open road, and there aren’t any bings and bongs from intrusive safety systems.

However, things aren’t perfect. I wish the steering column offered reach adjustment, the steering feel wasn’t so inconsistent and the lane-keep assist wasn’t so hands-on.

If you can overlook these quibbles, this tiny Mahindra is an outstanding value buy if you’re considering a first new car.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The word ‘SUV’ is a bit like Voldemort around Maranello — as in, he who shall not be named. And if I’m totally honest, I thought the brand’s refusal to acknowledge what they’ve so obviously made here was just marketing guff to protect its performance heritage.

But seeing the Purosangue in the metal has shifted that view a little. Sure, it will compete with models like the Lamborghini Urus, but it doesn’t exactly look like an SUV, does it?

In fact, and this would likely be another dirty word in Ferrari land, it almost looks more like a hot hatch, what with its short rear overhang, swollen body styling and the positioning of each wheel in the furthest possible corners.

But more than that, the Purosangue looks elegant. Aggressive, sure, but still somehow a little understated. And for mine, that’s a huge tick in the positive column.

Unlike some of its competitors, the Purosangue looks like it was designed by adults, for adults, and not by cordial-addled children.

There’s no active aero at work here, with the airflow instead built into the design. Like the openings at either side of the front end, which channel air past the front tyres, or the positioning of the rear spoiler, which pushes air down over the rear windscreen so effectively there's apparently no need for a rear windscreen wiper.

Traditionally, interiors have not been Ferrari’s strongest suit, but the Purosangue is a comfortable and premium space to spend time, and the seats and the steering wheel especially, look fantastic.

The tech, though, isn’t perfect. Some of it (like the haptic Engine Start button) is an awesome addition, but while the twin screens for driver and passenger look good, the technology is a little clunky, and simply not as smooth as using a single, centrally mounted screen.

From outside it’s surprising just how small this SUV is. At just under four metres long, the XUV 3XO is shorter than a Mazda2, for example.

The reason for this is because in India there are tax breaks for vehicles under four metres long. The Ford EcoSport, sans the tailgate-mounted spare wheel, was another SUV that met this requirement.

As a result of being so short, this has made the rear overhang virtually non-existent. It’s a strange look, especially because the bonnet is so much longer.

Even though the XUV 3XO is based on the KGM Tivoli (formerly SsangYong Tivoli), which was briefly sold in Australia, you’d be hard-pressed to find visual similarities. The former looks more modern from the outside and has more visual interest with the chunky wheel-arch cladding and diamond motifs.

At the front it’s hard to not see the face of a sad panda. The LED headlights are big and plunge down the front fascia, giving it a droopy and sleepy appearance. It’s not helped by the thick black bar connecting them.

Around the side the diamond-cut alloy wheels are a nice touch, along with the contrast black-painted roof on this AX7L tester.

The rear end is a little on the flat side, though the badging is tasteful. I’m not a fan of the full-width LED light bar, however, as it’s an overdone design cue now.

Inside I appreciate the mix of both old-school and new-school. There are dual 10.25-inch screens ahead of the driver for the digital instrument cluster and touchscreen multimedia system, as well as plenty of physical buttons and knobs for shortcuts and the climate controls.

For such an affordable car I’m surprised how many soft-touch finishes there are in this car. In the AX7L you get an extended use of synthetic leather on the door cards and dashboard, which helps make for a pseudo-premium look and feel.

However, one of my biggest gripes with the XUV 3XO interior is the amount of glossy piano black. It’s on the dashboard, centre console, door cards and even the steering wheel.

This may look cool and slick when you pick the car up from the dealer, but it shows up dust quickly and then gets scratched when you try to wipe it clean. Our tester had fewer than 1000km on the odometer and the centre console was already scratched to the wazoo.

Not the kind of thing you’d normally care about in a Ferrari review, I know, but then this isn’t a normal Ferrari.

So, let’s focus on the back seat for a moment. The Purosangue is a strict four seater. Asked why not just install a bench backseat for more family-friendly practicality, the brand had a quality answer locked and loaded.

The reason, it says, is because a car in this price bracket needs to instil a sense of dignity in every seat, and by installing three across the back row, you don’t just ruin the middle seat, but the two window seats as well, because then everyone is uncomfortable.

It make sense, right? Even if I still harbour suspicions that, by installing just the four seats in the Purosangue, it moves it just a little further from that dreaded SUV tag.

Either way, there is more space in the rear of the Purosangue than you might expect by looking at it. Each rear seat rider can stretch out, with more than enough head and legroom.

And while there, they can access their seat functions and climate control settings through a nifty pop-up rotary dial (front seat riders get one, too).

The rear doors open automatically with a long pull on a lever at the base of the window. Ferrari says the rear-hinged doors serve two purposes, the first being that they allow easier access to the rear seats, and the second being that they look much cooler than regular, boring doors.

The engineers, though, concede making them a reality was a nightmare, with the brand replacing three fastening points with a single massive hinge that emerges from the rear of the body.

There’s more practicality on offer here, too, courtesy of a 473-litre boot space (and more if you flatten the back seats), with a flat load space, and hidden storage beneath it. 

The Purosangue measures in at 4973mm in length, 1589mm in height, and 2028mm in width, and it rides on a new spaceframe chassis bespoke to this model.

Given this SUV is tiny, I’m blown away at how much interior space it has.

Up front both the seats are manually adjustable, which is to be expected at this price point. Despite this, they’re still comfortable and offer an elevated driving position which is something SUV buyers seek.

In front of the driver is a leather-wrapped steering wheel which feels nice in the hand. While it offers tilt adjustment, it disappointingly doesn’t have reach adjustment. This is frustrating if you’ve got long legs and short arms, like myself.

The 10.25-inch digital instrument cluster has an overall dark and minimal look, but you can cycle through a range of informative views. There’s even one that allows you to display a full-width map.

Moving across, the 10.25-inch touchscreen multimedia system appears to be snappy enough. I’ve experienced fewer glitches in this car than in previous Mahindras I’ve driven.

I like the physical shortcut buttons underneath the touchscreen because it allows you to jump around to key sub-menus a lot easier.

As standard there’s both wired and wireless Apple CarPlay and Android Auto connectivity. With my iPhone 15 Pro Max the connection was flawless and only dropped out during known interference points.

This AX7L spec comes with a seven-speaker Harman Kardon sound system which gets this tiny car booming. The subwoofer in the boot is so powerful it almost feels like overkill.

In terms of storage up front there are two cupholders, big door pockets with two bottle holders, a centre armrest and a cooled glovebox. There’s also a USB-A port, 65W USB-C port and a wireless charger.

Moving to the second row there’s a decent amount of space for adults to sit behind adults. You could easily fit two adults along the rear bench, though pushing it to three would get a little too squishy.

Second-row amenities include rear air vents, a USB-C port with a phone slot, as well as a fold-down armrest with cupholders.

At the back there’s a manual tailgate, which is to be expected at this price point, but finding the trigger to open it is a little tricky. It’s a small button that’s hidden away.

Once the tailgate is open, the amount of boot space on offer is generous. Mahindra claims there’s 364 litres with the rear seats upright.

While the loading lip is high, the boot area is deep and wide. Unfortunately there’s no cargo cover available as standard, which means you’ll need to be careful what you boot back there.

Under the boot floor there’s a space-saver spare wheel, which is fantastic peace of mind if you travel long distances away from tyre repair shops.

The Mahindra XUV 3XO is currently Australia’s cheapest SUV.

There’s a caveat, however, because this is thanks to an introductory pricing offer that ends on August 31.

Currently though, the XUV 3XO line-up starts at $23,490 drive-away for the AX5L and extends to $26,490 drive-away for the AX7L, as tested here.

After August 31 the drive-away asking price of both of these XUV 3XO variants is set to go up by $500. This will see it share the title of Australia’s cheapest SUV with the Chery Tiggo 4.

Despite the affordable asking price, Mahindra has packed a lot of standard kit. This includes 16-inch diamond-cut alloy wheels, 10.25-inch digital instrument cluster, 10.25-inch touchscreen multimedia system, wireless Apple CarPlay and Android Auto, six-speaker sound system, dual-zone climate control, electric park brake with auto-hold, keyless entry and push-button start, leather steering wheel and gear selector and black cloth upholstery.

For an extra $3000 in the AX7L you get a black-painted contrast roof, 17-inch diamond-cut alloy wheels, LED front fog lights, panoramic glass sunroof, seven-speaker Harman Kardon sound system, 65W USB-C charger, cooled glovebox, black synthetic leather upholstery, and synthetic leather on dashboard and door trims.

Nothing but Ferrari’s best here, with a mid-front mounted V12 engine providing the power, and plenty of rapid forward momentum. 

This naturally aspirated 6.5-litre monster produces a total 533kW at 7750rpm and 716Nm at 6250rpm – and climbs to a screaming 8250rpm.

It channels that power to all four wheels via an eight-speed dual-clutch automatic, and a compact and front-mounted power transfer unit that calls the front tyres into action.

It’s a clever solution that allows the Purosangue the grip of all-wheel drive when you’re in fourth gear or below, reverting to rear-wheel-drive at higher speeds.

The reasoning is that you get the lower-speed grip without requiring a heaver permanent AWD solution.

There are more clever things at play here, too. Like a new 'Active Suspension' system that replaces the need for anti-roll bars with motorised adaptive dampers.

Each corner has an electric actuator that can then individually stiffen or soften the suspension as required to keep the Purosangue flat when cornering, or supple on bad road surfaces.

You can also lift or lower the ride height slightly, including for launch control which flatness the Purosangue for maximum aero slipperiness. 

All variants are powered by a 1.2-litre turbocharged three-cylinder petrol engine that produces 82kW of power and 200Nm of torque.

This is mated to an Aisin-sourced six-speed torque-converter automatic transmission with drive sent to the front wheels only.

If there’s a fly in this Ferrari’s ointment, we’ve found it. Big V12 engines mean big fuel use, and the Purosangue will require a claimed 17.3L/100km on the combined cycle.

Be warned, though, the Ferrari’s accelerator calls to your right foot like a siren song luring sailors to the rocks, and should you get aggressive with it, I’d suspect your fuel figures to be even higher.

The C02 emissions are pegged at 393g/km.

You might expect a lower score than seven for this section, and I take your point. But for mine, you're buying a vehicle with a huge V12 engine, so you probably know what you're in for, right?

Mahindra claims the XUV 3XO has a combined urban/extra-urban fuel consumption of 6.5L/100km.

During my testing, however, I achieved a real-world fuel consumption figure closer to 6.2L/100km, which is better than the claim.

All XUV 3XOs have a 42L fuel tank that Mahindra claims can take 91 RON regular unleaded petrol, but 95 RON premium unleaded petrol is recommended.

With my as-tested fuel consumption this means the theoretical driving range from a full tank of petrol is around 675km.

There’s a reason most supercars aren’t daily drivers, and it’s not always just a financial one.

It’s because they’re the most specialist tools in the automotive toolbox, usually engineered to attack race tracks and alpine roads, but not the school run or bumper-to-bumper traffic.

But you put up with it — the too-firm ride, the questionable ergonomics — because when you do land upon the kind of road your car was built for, any other inconvenience vanishes like traces of smoke from a chimney.

Which is exactly what makes the Purosangue such an interesting proposition, because here is a Ferrari that will likely be driven more, and for longer spells, than any Ferrari to have come before it, but it still needs to excite the senses on the right road.

So has Ferrari pulled it off? In a word, yes.

Honestly, when you’re just tootling around it’s easy to forget you’re driving a supercar.

That V12 engine falls silent, the exhaust is almost non-existent (owing largely to the sound deadening of the cabin – to really hear this beast at full roar you want to crack a window, or find a tunnel), and the suspension (each driving mode has two suspension settings, medium and soft, allowing for some serious fine-tuning of the ride comfort) floats across most road surfaces.

It feels much like any other premium SUV, and not one with a nuclear power plant lurking just ahead of the dashboard.

Because there is a Hyde to this Jekyll, and it arrives when you dial up the sportiness, or get a little too heavy with the accelerator. Then that big V12 roars into life, along with the exhaust, and suddenly you’re very much behind the wheel of Ferrari once again.

Engage launch control and you can feel the Purosangue hunker down, dropping lower onto the wheels and readying for action. Flatten your right foot, and 100km/h arrives in a claimed 3.3 seconds, with 200km/h flashing by in 10.6 seconds.

But there is a quirk here, and that is that the Purosangue doesn’t always feel blisteringly fast. It's powerful, sure, and plenty quick, too, it's just that somehow it doesn't always feel quite as fast as the spec sheet suggests.

Maybe it’s the theatre, or all in my mind, but I reckon the best way to experience the all-out performance is by taking over the gearing yourself, and listening to the machine-gun-popping of the rev limiter before squeezing the paddle shifter, to truly feel like you're unlocking every ounce of performance on offer.

Is it the sharpest Ferrari ever built? Obviously not, and even a carbon-fibre roof can’t compensate for the over 2.0-tonne weight here.

But I promise, should you find yourself on a twisting road, the Purosangue can paint a supercar-sized smile on your face just the same.

The steering isn't quite as sharp as it might be in a true supercar (I suspect its been softened to make the Purosangue more comfortable on freeways and over longer distances), but it still inspires plenty of confidence, while the the rear-wheel-steering helps tuck you nearly into corners before that big engine drags you out the other side, that operatic exhaust bellowing along with you.

A real Ferrari? You bet.

Behind the wheel, the Mahindra XUV 3XO feels refreshingly old-school.

The 1.2-litre turbocharged petrol engine does seem like it would be underpowered, but in practice it’s completely adequate. Peak torque comes on tap from 1500rpm so it doesn’t have to work too hard at all.

It’s fun hearing the noise the three-banger makes when under the boil. You don’t hear it much though because the revs are typically kept down low to minimise fuel consumption.

The key reason why this car feels old-school is the six-speed torque-converter automatic transmission. It’s nice to not drive an affordable everyday car that doesn’t have a continuously variable transmission (CVT) or dual-clutch automatic transmission as these can suck the life out of a car or be jerky.

The gear shifts in the Mahindra are sometimes docile, but are smooth and measured. It just operates like a regular car that doesn’t require you to rewire your brain to drive.

There are three drive modes to choose from. They’re hilariously called ‘Zip’, ‘Zap’ and ‘Zoom’. These correspond to Eco, Normal and Sport, respectively.

While I did eventually get used to driving in the ‘Zap’ mode, it felt a little snoozy at points, taking a beat or two to get the car accelerating with traffic. You can sidestep this with ‘Zoom’ which feels much more lively. If you activate cruise control or restart the car, though, it defaults back to ‘Zap’.

The XUV 3XO makes the most sense in the city where you’re able to use its tiny exterior dimensions to navigate tight urban carparks and narrow laneways with ease.

It almost became a challenge for myself to find the smallest parking spot I could slot this car into. As standard on this AX7L there are front and rear parking sensors, as well as a surround-view camera system.

Where this car is let down, however, is the steering feel. It’s incredibly light at low speeds and then as the speed builds it gets very heavy. So much so it feels like I’m getting an arm workout.

Unlike some of its rivals, there is still a semblance of feel through the steering wheel, but this drastic change from light to heavy steering weight is too stark. Somewhere in the middle would be nice please.

Something Mahindra is very good at is developing a comfortable suspension tune and this car is no different. It can tackle pimply urban road imperfections and speed bumps with no problems whatsoever.

Out on the open road this car surprised me. It feels like a much larger car than it actually is and doesn’t get blown around in the lane like small cars can.

The three-cylinder turbo-petrol engine remains confident at higher speeds, though if you frequently travel up hills the fuel consumption will skyrocket. There’s also a bit of road noise, which is to be expected when a car is this small.

For the most part the suspension does a fantastic job at rounding out road imperfections, but bigger bumps or potholes can unsettle the car. It’s not helped by the larger 17-inch alloy wheels.

Out in the twisties this tiny SUV is fairly agile. It’s not the sportiest thing out there by a vast degree, but it remains planted and solid even when pushed into harder corners.

Lastly, another point that makes this car feel old-school is the lack of obtrusive bings and bongs from the safety systems.

Sure the parking sensors can be a little over-the-top and the traffic sign recognition takes over the entire digital instrument cluster when it picks up a new speed limit, but having no driver attention monitor and intelligent speed limit assist is refreshing.

It’s not all perfect however as the lane-keep assist is too hands on for my liking. It activates from 60km/h and is quite overt in how it directs the car through bends.

The Mahindra XUV 3XO hasn’t been crash-tested by ANCAP just yet.

It was, however, tested by India’s less stringent Bharat NCAP testing authority in 2024 and received a five-star rating.

Standard safety equipment includes autonomous emergency braking (AEB), lane departure warning, lane-keep assist, lane centring, adaptive cruise control, traffic sign recognition, rear parking sensors and a reversing camera.

Stepping up to the AX7L gets you a surround-view camera, blind-spot view camera, and front parking sensors.

Notably absent from the entire range is rear cross-traffic alert, as well as a traditional blind-spot monitor that alerts you when a car is in your blind-spot.

There are two ISOFIX points on the two outboard rear seats, as well as three top-tether child seat anchorages across the rear bench.

Every Ferrari arrives with a three-year, unlimited kilometre warranty, with the option of extending coverage for up to seven years at the point of purchase.

Also available is Ferrari's 'Power20' coverage, which covers the engine, gearbox, transmission and all other major mechanical and electronic components for 20 years from the point of purchase.

The recommended service interval is 12 months/20,000km, and there's also a seven-year capped-price servicing program, called '7-Year Genuine Maintenance', which allows you to prepay for all your servicing needs.

Like other current Mahindra models, the XUV 3XO is covered by a seven-year, 150,000km warranty with seven years of roadside assistance.

Logbook servicing is required every 12 months or 15,000km, whichever comes first, though the first service is required after 12 months or 10,000km.

The first seven services are capped-price and total $1994. This averages out to $284.85 per service.