Geely Starray Em-I vs Mahindra XUV700

What's the difference?

While it has a few quirks and flaws, there is a lot to like about the Starray. For starters, the value it offers at its price point is excellent and will really put pressure on its competition. The design may lack flair, but it does have a roomy cabin with a good multimedia system, so it’s family friendly and easy to live with.

Yes, it could do with some refinement of its on-road manners and driver assistance features, but for the value it offers and the frugal powertrain, it will no doubt find plenty of buyers who enjoy its substance and not just its memorable name.

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

The Mahindra XUV700 is a solid, well-rounded family SUV. It has a practical cabin with a usable third row and a punchy turbocharged powertrain. The Indian manufacturer needs to address a few things like interior quality and some ADAS calibration and there’s more work to do when it comes to ride and handling. But overall this seven-seat SUV represents exceptional value for money against some pricier rivals and should be on more consideration lists.

Geely is very proud of the Starray, of course, and the company gave a very detailed presentation on the thought behind the design - involving aerodynamics, Chinese ceramics and a video that appeared to show a Geely spaceship releasing the Starray into a barren landscape.

But to be perfectly honest, I wouldn’t know how to describe it to you. The Starrary is a very generic looking car to my eyes, at least. Of course it’s subjective, and there is a clear visual connection between the Starray and the EX5, which is nice. But it just doesn’t have any real visual impact that makes it stand out.

It’s the automotive equivalent of a blank expression. Maybe it’s because the brand is so new, but if you removed the badges, there’s nothing about the Starray that screams ‘I’m a Geely’, and it could be a car from any number of brands.

By comparison, there is a distinctive visual style to Geely’s rivals, namely BYD, both externally and internally, to give it character. Obviously the same is very much true for bigger brands like Hyundai, Kia and even Toyota.

Perhaps with more time Geely will make more of a design impact on our market, but for now it’s hard to say it really has any standout design elements.

The XUV700 is a reasonably handsome vehicle in the metal. It has a distinctive look that ensures it is immediately identifiable as a Mahindra. It is a clear evolution of the XUV500 it replaces, but far more coherent. 

It has a typical SUV shape but in profile the bonnet looks short and it has a big glasshouse with a kicked-up window line from the C-pillar back.

Front on the unique headlights surround an appealing six-bar grille with the cool Mahindra badge front and centre.

The rear features stretched and pinched tail-lights and the XUV700 sits up high on the road.

Inside the cabin is neat and the dash has an uncomplicated layout. It’s not the world’s most visually appealing interior but it doesn’t get anything wrong. Although the steering wheel feels a bit cheap.

The lovely dark grey interior is broken up with a light grey upper half and there’s stitching on the seats, dash and steering wheel. There are plenty of piano black inserts but it's not overdone. 

The one area the designers do deserve a lot of credit for is the roomy cabin. Too often modern electric or hybrid SUVs compromise interior space in the name of aerodynamics, but the Starray has generous interior space.

The front seats are comfortable and roomy, but more impressive are the rear seats. They not only offer good kneeroom and head clearance, but the seats themselves are comfortable and supportive. 

As for cargo space, the boot has 428 litre of space, which is on par with BYD Sealion 6, but smaller than the 507 litres offered by the MG HS. Space can expand to 2065 litres with the second row dropped to load larger items.

Despite the modest boot capacity, the Starray doesn’t come with a full-size spare wheel, or even a spacesaver, and instead you have to make do with a tyre repair kit.

In terms of the multimedia system, there’s a huge 15.4-inch display that takes up a lot of space, and does look like someone just glued a big iPad to the dashboard. Then there’s the increasingly common 10.2-inch rectangular digital instrument display ahead of the steering wheel.

While this setup is highly functional, it does add to the generic design mentioned earlier. It also lacks any meaningful physical buttons, with the key audio and air-con functions all housed in the giant centre screen.

Standard on both Starray grades is Geely’s Connected Services, which includes a voice assistant, 4G connectivity, live traffic updates for the in-built sat-nav, over-the-air updates, as well as online streaming, remote vehicle functions and access to Geely’s own app store.

The over-the-air updates are important, because it will allow the company to change the car over time. For example, at launch it includes wireless Apple CarPlay, but Android Auto won’t be wireless until an over-the-air update early in 2026.

The Inspire features a premium sound system from Geely’s own Flyme brand, and it’s impressive. The 16-speaker, 1000W system is powerful and offers good clarity, so it’s worth the extra spend on the higher grade on its own.

The Mahindra boasts a versatile, practical cabin - not something all mid-size seven-seat SUVs can claim.

This grade has electric ‘smart’ door handles that pop out when the car is unlocked. They’re not super easy to grab and feel a little gimmicky. 

The sunroof has a solid power-operated blind, unlike an increasing number of models that come with a flimsy sheer blind or no blind at all, which is unimaginable in our hot Australian climate. Thank you, Mahindra! 

Another cool feature is the extendable sun-visors that are great at blocking out sun at the front or side, especially on longer drives.

A chunky rear centre headrest impedes rear visibility, but it is easily removed. However the rear outboard headrests are also big and that impacts vision out the large rear side windows.

Great to see Mahindra has retained physical controls for the air conditioning, although if you want to adjust anything digitally, you can via the central screen.

Sitting under that and the air vents are buttons for the reversing camera, hazard lights and other controls, then there’s a wireless phone charger, an extra little slot for your phone and two USB-A ports. No USB-C up front in the XUV700.

There’s decent storage up front with two compact, squarish cupholders in the console, a small central bin with a handy rubber key holder, while the glove box is a decent size and will fit more than just the manual.

Bottle storage in the front doors is excellent. The tall CarsGuide bottle fits easily and there’s extra storage for a bunch of other items. 

The front seats are on the firm side but the side bolstering is good, helping you feel nicely secured. The base makes you feel like you’re sitting on the car rather than in it. There’s not a great deal of adjustability - you can’t extend the under-thigh cushion - but the Mahindra has Mercedes-Benz-style controls on the door.

The multimedia screen houses a lot of functions. If you tap the bottom of the screen the climate controls including seat heating pop up. There are more functions if you tap the top of the screen like sound, camera view and the like.

The multimedia screen homepage has tiles, one says ‘Fun in XUV700’ (for Android Auto, Apple CarPlay and radio) and the other says ‘Fun with XUV700’ (vehicle performance). 

Driver assist functions are accessible via the driver’s instrument display using the steering wheel-mounted controls and you can change the intensity of cruise control and lane keep assist or turn off functions like traffic sign recognition and smart pilot assist. 

There are a few cons up front. The indicator sound is awful and makes it feel cheap. There are some quality issues, like the flimsy panel to the lower right of the steering wheel that’s home to the auto stop-start. It feels like it’s going to fall off. And some of the fabrics don’t quite line up.

The device charger could do with a fan as my phone gets super hot charging on the pad, while the ‘Siri’ talk-to-text function of Apple CarPlay is patchy. 

In the second row, the legroom is decent and while there’s not acres of room I don’t feel cramped sitting behind my 183cm (six-foot) driving position. A tiny transmission tunnel means good centre seat legroom. There’s a lever on the front passenger seat back allowing rear passenger behind to move that seat forward.

Headroom is also decent without being ample. There’s about an inch between my head and the roofliner.

The window line is low enough for small children to see out but not so low you feel like you’re sitting on the car. 

The rear seating row is comfortable enough but the backrests - which recline - are flat. 

You’ll find rear knee-level air vents, one USB-C port (the only ‘C’ port in the car) and a pair of map pockets, a phone slot under the vents, a centre armrest with two cupholders and loads of door storage for big bottles and more.

For child seats, the two outboard seats have ISOFIX anchors and there are two top tethers as well.

Access to the third row is much easier than I expected for a mid-size seven seater. The passenger-side single outboard seat tumbles flat then up, leaving plenty of space to get into the rear. There’s even a grab handle to assist.

Headroom isn’t great back there for me, but again, I am six-foot tall. A kid will be fine. There’s a surprising amount of legroom and toeroom. 

Third-row occupants have access to cupholders and air vents on both sides, a fan speed dial, speakers and a 12-volt outlet that is also accessible from the boot when the seats are lowered.

The fact the curtain airbags cover the third row is a big tick. Overall, a solid third-row experience.

There’s a handy plastic lever on the rear of the seats to lower and raise the third row easily. They don’t quite fold flat into the boot floor so they sit up a little, but don’t intrude on boot space.

It looks like there is a cargo cover option but it wasn’t fitted to this example of the car. There are lots of hooks in the boot to hold bags, but note there is no power tailgate - it’s a manual operation in the Mahindra. 

You also get a temporary spare wheel housed externally on the underside of the car.

One thing I can’t tell you unfortunately is the boot volume. Mahindra doesn’t provide those figures. I can say that when all three rows are in place, there is not much room behind the third row. Just enough for three backpacks or a few bags of shopping in a row. When the third row is lowered, there’s ample luggage space.

The Mahindra XUV700 is offered in two model grades, both powered by the same petrol engine. It all kicks off with the AX7 from an affordable $39,990, drive-away.

The focus of this review is the AX7L which tops the range at $42,990, drive-away, which is still great value.

At this price the Mahindra undercuts most mainstream medium SUVs like the Toyota RAV4 and Mazda CX-5 and lines up more closely with the GWM Haval H6 and MG HS from China.

But unlike most of the mid-size SUV set, the XUV700 has a third seating row. The only other offerings in this category to boast that option are the Honda CR-V, Mitsubishi Outlander and Nissan X-Trail, - all of which are more expensive for an equivalent seven-seat grade when factoring in on-road costs.

For the model year 2025 update, both Mahindra XUV700 grades gain all-black interior trim, while the AX7L updates to wireless Apple CarPlay and Android Auto, as well as ventilated front seats with memory settings for the power function.

Standard gear in the AX7L includes a panoramic sunroof, dual 10.25-inch screens, synthetic leather trim, keyless entry and start, a 12-speaker audio system, wireless charging and a leather steering wheel.

You also get a 360-degree surround-view monitor, Bluetooth, rain-sensing wipers, dual-zone climate control, 18-inch alloy wheels and an electronic park brake.

The only option available is premium paint at $495 extra, including the 'Midnight Black' shade on our test car.

This isn’t top-grade luxury car levels of standard gear, but there's very little that’s missing and for $43K, that’s impressive.

There is no mechanical difference between the Starray Complete and Inspire. Geely has developed a new naturally aspirated 1.5-litre four-cylinder petrol engine that pairs with an electric motor for a combined output of 193kW.

Power is sent to the front wheels only, with no all-wheel drive option. 

There are three driving modes - Pure, Hybrid and Power - with the former able to lock the car into EV-only driving, while the latter is able to combine the electric and petrol engine for maximum performance.

Even so, Geely’s 0-100km/h claim is only a modest 8.0 seconds and has a limited top speed of 170km/h, which is fine for Australian conditions.

The XUV700 is powered by what Mahindra calls its ‘mStallion’ 2.0-litre, four-cylinder, turbo-petrol engine delivering 149kW of power and 380Nm of torque. These are solid outputs and the only petrol-powered mainstream rivals that come close to those figures are the Kia Sportage/Hyundai Tucson mechanical twins, with their 1.6-litre turbo punching out 169kW/350Nm.

The Mahindra’s engine is paired with a six-speed automatic transmission driving the front wheels only, so no all-wheel-drive option here.

The electric motor is powered by an 18.4kWh lithium-iron phosphate battery, which provides a claimed EV-only range of 83km, which is good for a PHEV but no longer class-leading, with some now pushing into triple digits.

Thanks to the hybrid assistance, fuel consumption is rated at just 2.4L/100km, on the combined cycle. It’s worth noting that both of those figures are to the WLTP test cycle, not the more generous Chinese testing protocol.

With a 51-litre fuel tank and the 83km EV mileage, Geely claims a total combined driving range of 943km. However, as always, we must point out that it is not really possible to achieve that 2.4L claim once the battery is depleted.

One handy feature of these plug-in hybrids with the bigger batteries is the vehicle-to-load or V2L functionality, which allows you to draw power from the battery to power small electrical devices, such as laptops or camping equipment.

The XUV700 is only available with that petrol engine so no fuel-saving hybrid or plug-in hybrid options for now.

It’s also on the thirsty side with an official combined (urban/extra-urban) cycle fuel use figure of 8.3 litres per 100 kilometres. That’s more than petrol versions of the Mitsubishi Outlander and Nissan X-Trail.

After a week of mixed but mostly urban driving, the trip computer showed an average of 8.5L/100km, but my own calculation based on real-world use at the fuel pump came out at 11L, so a bit of a discrepancy there.

The good news is Geely gave the Starray a different ride and handling tune to what it offers in the Chinese market. The bad news is it’s the European tune.

Australian and European roads couldn’t be more different, with ours offering more potholes, bumps, dips, cracks and other imperfections that require more compliance than what’s needed for Europe’s typically smoother, less wrinkled roadways.

It means the Starray feels too firm for our back roads, but equally lacks body control at times too, so it’s not the most enjoyable SUV to drive on a winding country road. Around town the ride can get busy at times, but overall it feels better at lower speeds.

Just as importantly, the powertrain does a nice job in both conditions. It offers reasonable performance for this type of SUV, feeling slightly off the mark and effortlessly swapping between the electric motor and petrol engine.

We drove in EV mode initially and noticed the battery drained significantly in a short period, raising doubts about its ability to go 83km. However, as we switched to hybrid mode, we’ll have to reserve judgement and give Geely the benefit of the doubt when it comes to EV range.

Long story short, if Geely is serious about winning over Australian buyers, investing in local ride and handling tuning would help elevate the Starrary from just another imported SUV to something more memorable.

On the road the Mahindra has some clear pros and cons. Overall, it’s a more polished performer than you might expect.

The turbocharged engine sounds good when pushed and is a punchy unit, delivering linear acceleration and getting to speed quickly, mostly without fuss. The 235/60R18 MRF Wanderer tyres have a tendency to chirp when accelerating hard and the XUV700 would benefit from higher quality rubber.

The six-speed auto transmission works well with the engine, delivering smooth shifts but it can hold gears on downhill runs.

Ride quality is a mixed bag. Those tyres have a high sidewall but you’ll feel bumps like road and bridge joins, while speed bumps aren't so smooth, either. The ride is on the firmer side but it’s no dealbreaker. 

It’s a little top-heavy when cornering, so there is lateral movement in the car. A good reminder this is a family SUV, not a hot hatch.

Steering is overly light and a bit too sharp for this sort of vehicle. There’s nothing wrong with dull or slower steering in a family car because it’s less responsive if you accidentally turn the wheel when distracted by shenanigans in the back seat.

The brakes are also quite sensitive. Just a tap of the foot and you’re coming to a full stop.

A bit of road and wind noise creeps into the cabin, so it’s not the most hushed interior, but it’s not too dramatic.

Other points include a decent turning circle, making it more nimble than you might think in tight parking spots, and poor-quality, low-definition lane watch camera display. Also the remote lock and unlock is temperamental. You need to double check it’s locked.

The XUV700 is yet to be assessed by ANCAP so it currently doesn’t have a score.

The standard safety list is solid without being exceptional, and it includes seven airbags in this grade, with the curtain airbags stretching all the way back to the third seating row. However, it misses out on a front centre bag.

In terms of driver aids and advanced driver assistance (ADAS) tech, it also comes with adaptive cruise with stop & go, auto emergency braking, lane keep assist, lane departure warning, traffic sign recognition, tyre pressure monitoring, blind spot monitor and a pilot assist function. It lacks a rear cross-traffic alert.

The reversing camera lags when you put the car in reverse, taking a couple of beats to kick in. Not great when you’re trying to park on a busy street.

The adaptive cruise needs further calibration. When the system detects a car in front, it slows the Mahindra down a little too dramatically and takes too long to respond.

As Geely and many other new brands are learning, it’s easy to launch a new model into Australia, but it’s a whole different story to deal with the aftersales care - servicing, warranty, etc.

“We want to ensure every day with Geely is a good day,” said Li Lei, CEO of Geely Australia.

To that end, Geely has partnered with some of Australia’s biggest dealer groups to quickly expand to 47 dealers in less than 12 months. At the same time it has built two Parts Distribution Centres in Australia and has 135 service venues, to ensure if anything does go wrong with an owner’s car it can be fixed and returned as soon as possible.

Geely is offering a seven-year/unlimited kilometre warranty for the Starray EM-i, along with an eight-year warranty of the battery pack. 

Servicing is annually or every 15,000km, whichever comes first, and with Geely’s Hybrid Assured Service Pricing you will pay $1932 over the first five years.

If you take up that offer and service with Geely, the company will also include seven years of roadside assistance too.

Mahindra covers the XUV700 with a seven-year or 150,000km warranty which is generous but doesn’t match Kia’s seven-year, unlimited-kilometre term. It also includes seven years of free roadside assistance.

The servicing schedule has a few quirks. There’s a free service at 1500km or one month of ownership, then the next service is at 12 months or 10,000km, whichever occurs first. After that the term is every 12 months or 15,000km, so it’s a little confusing.

There’s four years of capped-price servicing that averages out to about $445 per service. That’s roughly $100 more on average per service than a petrol Mitsubishi Outlander.