Mahindra Scorpio-N vs Chery Tiggo 4

What's the difference?

It might seem like I’ve been harsh on the Scorpio but I actually reckon this vehicle is in fact a step in the right direction for Mahindra.

It’s nice enough to drive on-road – refined and comfortable – and it’s also a capable 4WD, with a few issues though…

It’s a good value-for-money prospect but it’s lacking a lot of driver-assist tech that should be onboard every modern vehicle, especially one that will serve as a family mover.

If you’re just looking for an affordable hybrid which will save you money at the pump, the Tiggo 4 will do the trick, but there are so many little things which could be better here, it’s evident you’re getting what you’re paying for.

This makes the Tiggo 4 hybrid a bit of a let down, because the other Cherys I’ve driven recently have been pleasantly surprising given their price-points, not to mention the price-gap between the Tiggo 4 and many of its rivals is nowhere near as large.

The Scorpion reminds me a bit of the early-generation Hyundai Terrcan – long bonnet, generic cabin, and it appears to sit quite low.

The Mahindra SUV has 18-inch alloy wheels, side steps, roof rails and sunroof.

It all looks fine and, anyway, the more interesting stuff on the Scorpion is under the skin – the fact that it is a body-on-frame 4WD.

On the outside, I think the Tiggo 4 Hybrid is pretty generic and inoffensive. It shares its 'box-on-wheels' aesthetic with cars like the outgoing Mitsubishi ASX and Hyundai Venue, which, to be fair, have been strong sellers.

It might not be an eye catcher, then, but there’s something to be said for not trying anything controversial, and this is pretty consistent across Chery’s range. In fact, compared to some brands in the market, Chery is doing a solid job of design consistency for its mainline SUVs.

Highlights on the outside include the enormous grille and contemporary LED light strip across the rear.

On the inside things also look pretty swish for this compact SUV category. The seats immediately jump out as a highlight, big and lavishly trimmed in comparatively soft synthetic stuff. The glitzy steering wheel and dual-screen layout continues from other Chery products and the dash design is tidy, if a little generic.

The cabin is tidy and functional. The 8.0-inch touchscreen multimedia system is easy enough to operate without strife and the screen is clear, although it’d be great if it was bigger.

The tan synthetic leather interior trim looks good and superficially the whole interior looks nice, but if you inspect a little more closely the Scorpio’s cabin is missing the storage spaces, USB charge points and build quality of rival SUVs.

There’s one cupholder (between driver and front passenger), the door pockets are narrow and there are few other storage spaces.

With the third-row seats in use, there’s a very small rear cargo area, and those seats don’t fold flat so when they’re not in use they seriously impact the storage space.

As a result, the Scorpio is one of the few modern 4WDs that I’d consider taking out the third row every time long-distance loaded-up travel was on the cards – just so it’s a more practical touring vehicle.

Some features, such as the directional air vents, feel flimsy. Otherwise, the Scorpio’s cabin is suitably practical, rather than overly impressive.

I can see this car having a lot of wow factor on a dealer forecourt but up close things are less good. The software on the screens is pretty ordinary; hardly the sharpest, fastest or most logically laid-out. There’s a selection of clumsy-looking themes, and while the multimedia portion has a logical smartphone-style main menu, beneath lies an array of confusing and inconsistently-labelled sub-menus.

The digital dash could be smoother and better looking and it’s a bit confusing to use with the poorly labelled buttons on the steering wheel.

The centre console area is finished in a gloss finish, which is easy to scratch or smear with fingerprints. Up front underneath the main screen is an entirely separate dot-matrix style climate control panel with actual physical buttons. It looks a bit clunky compared to some other solutions on the market, but at least it’s clearly labelled and straightforward to use.

Somewhat infuriatingly, though, interacting with this climate panel brings up a menu on the touchscreen which you don’t need and it takes several seconds to go away. Why?

The cabin is reasonably practical from there, though. There are decent bottle holders in each front door and a further two atop the console. There’s a pass-through beneath, good for handbags and the like. There are some strange additions, like an upright holster with rubberised sides which seems to be for a phone, and behind the shifter there’s a key fob-sized cut-out, but it’s gloss finished, so it will scratch if you actually use it.

The wireless phone charger is tucked away underneath, which makes your phone hard to get at in a pinch, and easy to forget when you exit.

Ergonomically, this car is a bit strange. The seat base is very high, so for me (at 182cm tall) even with the driver’s seat set to its lowest position, my head feels close to the roof. Plus, I’m peering down on the instruments, rather than have them at a comfortable height.

However, there are soft-touch surfaces adorning the doors, which can’t be said for every car in this segment and the rear seat hasn’t been forgotten, either.

I fit pretty comfortably behind my own driving position in terms of knee and headroom and the plush seat trim continues.

There’s a nearly flat floor, so while it’s a reasonably narrow vehicle, at least someone in the centre position will have somewhere to put their feet.

On the amenity front for rear passengers, there’s a small bottle holder in each door, pockets on the backs of the front seats, a weird storage tray and USB port on the back of the centre console and a drop-down armrest with two shallow cupholders. There’s just a single adjustable air vent for rear passengers, so they’ll have to fight over who gets the airflow.

The boot surprised me. It looks tiny, but the brand claims it weighs in at 470 litres. On top of this, the floor is a strange shape because the 12-volt battery is under the floor and doesn’t quite fit level.

However, when I went to load the full three-piece CarsGuide test luggage set, I was surprised to find it fit snugly, with the tailgate able to shut without a problem. I was also impressed to find a space-saver spare wheel and not just a repair kit under the floor.

The Tiggo 4 Hybrid we’ve been driving for this review is the top-spec Ultimate, which wears a price-tag of $34,990, drive-away.

The surprising thing about this is how close it is to rivals. Yes, the Tiggo 4 Hybrid is still more affordable than most of its contemporaries, but it’s not by the same massive margin as its larger models like the Tiggo 7 PHEV ($39,990), which undercut the outgoing Mitsubishi Outlander PHEV by almost $20,000.

Instead, the Tiggo 4 Hybrid only just slips under a Toyota Yaris Cross GX hybrid ($34,790) although the margin increases considering Chery’s offer is drive-away. It also continues to look impressive compared to popular hybrid alternatives from more traditional automakers, like the exxy Honda HR-V (from $39,900) and the sightly larger Hyundai Kona (from $36,950).

The Tiggo 4’s value proposition is also complicated by how much competition there is in this small SUV space. A Haval Jolion hybrid, for example, can be had at $32,990, drive-away and is a slightly larger vehicle with a similar warranty offering, while MG’s ZS Hybrid+ can be had from $33,990, also drive-away, giving you plenty of things to think twice about.

Still, compared to those base prices for rivals, Chery is offering a top-spec and the Tiggo 4 Hybrid is pretty well equipped in this Ultimate form.

On the outside there are some expected things like 17-inch alloys and LED lighting, while on the inside the Tiggo 4 punches above its weight with things like dual 10.25-inch scregens for the multimedia and digital dash, wireless Apple CarPlay and Android Auto, synthetic leather seat trim with power adjust for the driver and heatin in the front two positions, dual-zone climate, a sunroof, ambient interior lighting, a wireless phone charger and a six-speaker stereo system.

There’s also a pretty good 360-degree view parking camera, walk away locking and auto-folding wing mirrors.

At this price, and in this segment, you generally have to spend a lot more to get this level of kit.

The Scorpio has 2.2-litre four-cylinder turbo-diesel engine, which produces 129kW at 3500rpm and 400Nm at 1750-2750rpm.

It has a six-speed automatic transmission, an auto-locking rear diff, and a part-time 4WD system with a dual-range transfer case incorporating low range.

Note: the Scorpio must be in neutral and stationary for the driver to shift into 4WD low-range, but the driver is able to shift between 2WD and 4WD High on the move, up to 80km/h.

Its '4Explor' system’s drive modes include 'Normal' (2WD for sealed surfaces), 'Grass/Snow' (4WD), 'Mud & Ruts' (4WD), and 'Sand' (4WD).

The Tiggo 4 hybrid variants pair a 1.5-litre four-cylinder petrol engine with a relatively large electric motor housed in a transaxle-style unit driving the front wheels. In effect, it's continuously variable without being a much-derided CVT auto.

Weirdly, Chery doesn’t state combined power figures, just separate ones for each power source, with the engine producing 72kW/120Nm and the electric motor producing 150kW/310Nm.

You’ll note the electric motor is much more powerful than the engine, which has an effect on the way this car drives.

Official fuel use is listed as 7.2L/100km on a combined cycle.

Fuel consumption on this test was 9.6L/100km, which is impressive, especially in light of the fact that we spent the lion’s share of two days during the test period in 4WD low-range.

It has a 57-litre fuel tank, so, going by those fuel figures, you could reasonably expect a driving range of about 593km out of a full tank. 

Note: That 593km is a best-case scenario figure and has not had a 30-50km safe-distance buffer subtracted from it, and it also does not take into account the fact that, when being used for touring, the vehicle will be loaded with people, pets, camping gear and more.

The whole point of this plugless hybrid set-up is fuel efficiency and on paper it’s not as good as some rivals.

The official combined cycle (urban/extra-urban) economy number is 5.4L/100km, but we easily beat that claim on test with a figure of 4.5L/100km. Worth noting that average came primarily from urban and expressway driving. It seems the hybrid transmission might require significantly more combustion input in freeway scenarios, hence the higher official claim.

A 51-litre fuel tank translates to a 944km range using the official economy figure and around 1100km based on our on-test average.

The Scorpio is a 4WD with a body-on-frame chassis. For those of you who don’t know (no shame in that) a body-on-frame chassis denotes a chassis onto which the vehicle’s separate body is attached, and the engine, wheels, and suspension are fitted.

The set-up is well suited to towing and/or carrying heavy loads, and 4WDing.

It’s 4662mm long (with a 2750mm wheelbase), 1917mm wide and 1857mm high. It has a listed kerb weight of 2100kg and a 12.6m turning circle.

Right, that’s enough (boring?) measurements for now.

This Mahindra 4WD is surprisingly refined on-road: quiet inside, comfortable and with a no-stress engine and a low-key workmanlike Aisin-sourced auto delivering a relaxed, almost lethargic combination on the road.

Steering has a nice weight to it, ride quality is okay, erring on the side of spongy rather than too firm, and some body roll creeps in on more energetic bends.

Overall, however, the Scorpio does satisfactorily well on sealed surfaces. But how does it perform off-road?

The Scorpio handled the undulating dirt track leading to our off-road test site with ease, riding nicely over the light to medium corrugations, and was only ever minimally unsettled by the bumpy terrain.

This Mahindra is able to be shifted between 2WD and high-range 4WD (4H on the dial) so you can keep moving even when the road/track surface changes all of sudden.

The Scorpio has plenty of old-school foundational 4WD mechanicals onboard – low-range and a rear diff-lock (albeit an automatic one) – and it also benefits from off-roading-oriented tech such as its 4Explor system with selectable terrain modes, each of which adjusts engine output, transmission settings and traction control to best suit the terrain, conditions and driving style. 

It also has hill descent control and hill hold control.

Even its forward-facing camera comes in handy. I still think of these as more a novelty – I prefer to get out and check the track ahead or get a spotter to do the work for me – but I can see the inherent value of this tech in helping the driver to maintain vision, especially if forward visibility is compromised, say for instance up and over the crest of a steep rocky hill, or edging towards a steep drop into a creek bed.

While the Scorpio’s 400Nm may seem a bit lowly, that torque is on tap across a good spread of revs, and this 4WD does well with what it has. The engine keeps everything moving along nicely.

In terms of off-road-relevant measures, the Scorpio has 227mm of ground clearance, a guesstimated wading depth of 500mm or so (it’s not listed), and approach, departure and ramp-over angles of 27.2 (good), 21.3 (not so good), and 23.5 (okay) degrees, respectively.

The Scorpio is quite an effective off-road wagon and it tackled every obstacle it faced without fail, but it has to be driven with extreme care and laser-focused concentration.

No harm in that, I hear you cry. In response, I say, sure, but it’s bloody exhausting work having to nurse a vehicle through even innocuous terrain in order to avoid nudges, bumps and scrapes to its underbody and side steps.

Not to mention how tiring it is having to anticipate if/when off-road traction control and/or the auto diff-lock will engage – or not – at crucial moments.

Not a major concern on flat ground, but think about the auto rear diff-lock cutting out on you while driving up a rocky 32-degree hill. Yep, I’m old.

Now for some more of the Scorpio’s less-than-ideal characteristics.

1. I hinted at this in the previous paragraph: off-road traction control doesn’t seem as well calibrated as it should be. It’s a bit patchy in its application, and certainly not as seamless as the tech in something like the GWM Tank 300 (yes, I know – the Tank costs about $15,000 more.)

2. The automatic rear diff lock is on the wrong side of clunky, abruptly engaging as it senses wheel-spin then disengaging just as abruptly when it deems the problem over ... even if it isn’t quite over yet.

3. The Scorpio feels low: a lot of underbody components are vulnerable to rocks, tree stumps, track debris, and the AdBlue tank sits low behind the rear left-hand wheel.

4. The side-steps seem very flimsy. The right-hand side-step took a soft knock going over an exposed tree root early on one test day, which I thought nothing of. But when I looked at it soon afterwards, the fasteners had popped out at the front and middle of the sidestep.

I didn't think the bump had been anywhere near enough to result in that.

5. The Scorpio’s standard tyres – MRF Wanderer SUV tyres (255/60R18 “All-Season”) – are not great for hard 4WDing.

They don’t offer anywhere near the degree of grip you need in difficult 4WDing and they quickly became gummed up with mud. The Scorpio does have an underslung full-size steel wheel spare.

The Mahindra Scorpio Z8L has a listed payload of 510kg, and can legally tow 750kg (unbraked), and 2500kg (braked). Gross vehicle mass (GVM) is a listed 2610kg; gross combined mass (GCM) is 5155kg.

I experienced a bit of an issue on a drive home after a few hours of tough 4WDing: 4H kept trying to engage during a 100km stretch of highway.

A dot kept flashing above 4H near the shifter, and terrain modes (other than Normal) kept flashing on the centre console and driver info display and I was being prompted to drop below 80km/h to shift into 4H.

Of course, I’d earlier switched from 4H to 2WD at the end of our filming day (at the 4WD location) and made sure I'd engaged Normal mode before I left the dirt and drove onto a sealed surface.

When the 4H-related issues kept happening on the highway I was able to fix the problem by stopping, switching the Scorpio off and back on again – but I had to do this every 5.0km or so four times before it finally sorted itself out.

To Mahindra’s credit, technical staff members are looking into the issue.

The Tiggo 4 is a strange one. This hybrid one in particular has me in two minds.

My initial impression was not a good one. The high seating position makes you feel as though you’re sitting on the car rather than in it, and the overly electrically-assisted steering removes you from feeling what’s going on at the front wheels.

Even the pedal feel is wooden, with the car having to modulate the electric and combustion drive components and blended regenerative braking at arms length, leaving the driver with little in the way of feedback.

The ride isn’t one of the worst I’ve had in recent years, with an overall soft enough edge to it, but it also doesn’t feel very sophisticated, and harsher over the rear than it is in the front, giving it an unbalanced character. On top of this, our test car had a couple of intermittent rattling noises in the B-pillar (around where the belt retainer is) as well as somewhere in the rear.

Acceleration is pretty impressive at speeds under 80km/h, however, with plenty of power instantly available from the electric motor, although this has the side-effect of being able to easily overwhelm the Sailun tyres this top-spec Tiggo 4 ships on.

One thing I quite like about the Tiggo 4, however, is how smooth it is. The seemingly primarily electric drive is excellent, particularly at lower speeds where this car is at its best, surging forward largely in silence with no annoyances from a fiddly transmission.

Even the way it blends the combustion power in is seamless, even compared to a Toyota, for example, with the engine distantly buzzing away only when required.

It's impressive that unlike the MG3 and MG ZS which have similarly powerful electric motors but run out of juice and lose a bit of punch when the hybrid battery is low, the Tiggo 4 does a better job of managing its battery reserve level, making sure the strong electric power is always available. This might mean the engine idles higher and longer, but with decent sound deadening, it’s not something you notice much.

Overall the Tiggo 4 is okay to drive. The hybrid components impressed me enough, but these are tarnished by sub-par driver feedback and inputs, handling, tyres and some ergonomic issues.

The Tiggo 4 has a lot of safety kit for this segment and for such an affordable price, so much so that combustion versions have a maximum five-star ANCAP safety rating (although this hybrid variant didn’t exist when it was tested).

Active equipment includes all the key stuff like auto emergency braking, lane departure warning, blind-spot monitoring with rear cross-traffic alert, adaptive cruise and auto high beams.

The 360-degree parking camera is a nice touch and there are seven airbags (dual front, side, curtain and centre).

Is the active stuff annoying? Yes, but you can most of it off and the car remembers your choice next time you start it, so you can turn the most egregious offenders, like lane departure warning, and speed limit assist off. 

Even when they’re on they are okay, but I found the driver monitoring to be the most annoying of the usual crop, pinging at you constantly, sometimes for reasons beyond my comprehension.

The one you can’t seem to permanently turn off is driver attention alert, which is annoying because it is this car’s most egregious offender, chiming at me for even daring to peer down at the digital dash to see how fast I’m going.

The Mahindra Scorpio Z8L has a seven-year/150,000km warranty.

Service intervals are scheduled for every 12 months or 15,000km. 

Pricing details were not available at time of writing.

The Tiggo 4 Hybrid is offered with a seven-year/unlimited km warranty, seven years of roadside assist and seven years of capped price servicing with an eight year and unlimited kilometre warranty for the high-voltage battery.

The servicing is required once a year or 15,000km, with each service costing $299 for the first five years. It jumps from there, with a particularly expensive service at $736.62, dragging the yearly average for the warranty period up to $360 a year.

It’s a little pricier than Toyota, for example, but very reasonably priced compared to most.