Mahindra Scorpio-N vs Kgm Rexton

What's the difference?

It may seem like I've been harsh on this Mahindra but I reckon the Scorpio Z8L+ is a positive product for the company.

It’s nice enough to drive on-road – reasonably refined and comfortable – and it’s also a capable 4WD, with some trade-offs.

But this seven-seat wagon remains a good value-for-money prospect with the addition of more driver-assist tech onboard boosting its safety and adding to its overall appeal.

The KGM Rexton Advance is a large 4WD wagon packing an adequate amount of appeal.

It’s nice to drive on the open road, it’s comfortable and it signals continued incremental progress for KGM in terms of quality and functionality.

It’s fine for light off-roading but its 4WD efficacy is lacking. While it's not in the same class as something like the Ford Everest in terms of refinement, comfort, and general quality, ultimately, a lot of its rivals represent greater value for money and all-round driveability as family vehicles.

And even though it does offer owners a chance to take their urban-focussed SUV into the bush, its price is climbing, and other rival vehicles offer a more refined overall driving experience.

Nothing has changed on the Scorpio’s exterior. It still reminds me of the early-generation Hyundai Terracan – long bonnet, generic cabin (i.e. inoffensive, soft lines, nothing to set it apart from most other mid-sized SUVs) and, though its off-road angles check out (more about those later) it looks quite low to the ground.

So it’s all standard for a 4WD wagon.

The Scorpio also has 18-inch alloy wheels, side steps, roof rails and a sunroof.

Potential main rival GWM Tank 300 holds sway in the looks department.

The Rexton remains essentially unchanged from the previous generation and so it stays pleasant enough but generically inoffensive as are most other SUVs on the market.

Even for a city-focussed SUV, the body-on-frame Rexton looks low and while its 203mm of ground clearance is okay for daily driving it’s less than ideal for off-roading.

The only change to this Rexton over the previous generation? Pull-up sun blinds on the rear doors. Not a design change per se, but worth mentioning.

Does it set itself apart enough from other similar SUVs? Not really, but does that even matter to you?

Nothing much has changed inside the Scorpio, either, except for the addition of an electronic park brake.

The cabin has a neat layout with a 8.0-inch touchscreen multimedia system that is easy to operate but it needs to be bigger.

The synthetic leather trim looks and feels only adequately premium and if you more closely scrutinise the Scorpio’s interior it lacks the build quality, storage spaces and USB charge points of rival wagons.

Driver and front passenger get adequate room, while the second row is actually satisfactorily spacious without being capacious; behind my driving position I had more than enough leg, head and shoulder room – but, take note, I'm the size of a garden gnome. The third row is the stuff of nightmares – only joking, but it should quite rightly be limited to use by small children or your mate the jockey.

There’s one cupholder (between the driver and front passenger), door pockets are narrow and there are few other storage spaces. In this respect, the Scorpio cabin lacks general functionality.

The Scorpio also cops a mark down because of its third row. With the third-row seats in use, there’s a small rear cargo area, and those seats don’t fold flat so when they’re not in use they occupy a lot of what could be useable storage space.

As a result, the Scorpio is one of the few modern 4WDs I’d consider removing 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 adequately practical, rather than overly impressive.

Suffice to say, in terms of practicality, the Scorpio’s rivals have it beaten.

This Korean SUV has a nice but unspectacular interior, although it does have a low-key premium look and feel about it and the cabin is comfortable.

It has a familiar ease of functionality and there’s a family-friendly mix of durable plastic and soft-touch surfaces throughout the cabin.

The 2026 KGM Rexton range is a seven-seat 4WD wagon in a two-, three- (second row) and two-seat (third row) 50/50 configuration.

The leather-look seats are comfortable enough and the front seats are heated, ventilated and power-adjustable; the second-row outer seats are also heated.

The multimedia system with its 12.3-inch screen is okay to use, but I had no luck getting Apple CarPlay paired to my not-so-smart phone. And, believe it or not, that hasn’t happened to me for a long time. Note: other people were able to pair their phones to this Rexton with no problems during my week of testing.

Otherwise, functionality, storage and charge points around the cabin are satisfactory, including two USB-C ports up front (centre console) and a 12V power outlet.

The second-row seats – a 60/40 configuration, which folds, reclines and tumbles – are supportive without being overly so.

In the second row, as mentioned earlier, the only changes evident to this Rexton over the previous generation are the pull-up sun blinds on the rear doors.

There’s actually a decent amount of space for passengers in the third row here, but an adult still wouldn’t love to spend too much time back there.

The rear cargo area space of the 2026 KGM Rexton range is listed as 236 litres (with all three rows of seats in use), 641 litres (with third row stowed away), and 1806 litres (with second and third row stowed away).

There’s a 12V power outlet in the cargo area.

This new Rexton offers reasonable practicality but rivals such as the Mahindra Scorpio and LDV D90 offer just as much, sometimes more, all-round family suitability but for $5000-$10,000 less, depending on the variant.

The KGM Rexton is available in four variants: ELX, Advance, Ultimate – and the Ultimate with the optional Rexton Sport Pack.

The Advance as standard has recommended drive-away pricing of $58,200 (correct at the time of writing and includes $700 Marble Grey metallic paint). But our test vehicle also has a $1842 tow bar fitted, and a $665 electronic brake controller fitted, pushing its as-tested price to $60,707.

Standard features in the Advance include C-type design LED daytime running lights, a 12.3-inch touchscreen multimedia system (with Apple CarPlay and Android Auto), a 12.3-inch digital LCD instrument cluster, leather-accented heated and ventilated, power-adjustable front seats, ambient interior mood lighting, walk-away automatic door locking, a power tailgate, 18-inch 'diamond cut' alloy wheels and a suite of driver-assist tech including a tyre pressure monitoring system, but it misses out on the higher grades’ 360-degree surround view monitor.

The only change to this Rexton over the previous version? Pull-up sun blinds on the rear doors.

This new Rexton has plenty going for it, in terms of standard features, but rivals such as the GWM Tank 300, Mahindra Scorpio and LDV D90 offer just as much onboard but for $5000-$10,000 less, depending on the variant.

Exterior paint choices include Grand White, Marble Grey (metallic paint), Pearl White (metallic paint), and Space Black (metallic paint). Metallic paint is available for $700 on all grades, but is included in the price of the Sport Pack.

The Mahindra Scorpio Z8L+ has a 2.2-litre four-cylinder turbo-diesel engine, producing 129kW and 400Nm and it’s matched to a six-speed automatic transmission.

This engine-and-auto combination is sluggish at times but it’s generally okay.

The Scorpio has a part-time 4WD system (with high- and low-range) and an automatic rear diff lock.

Worth noting 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.

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

The Scorpio lags behind its rivals here.

The entire KGM Rexton line-up has a 2.2-litre four-cylinder turbo-diesel engine producing 148kW of power and 441Nm of torque.

It has an eight-speed automatic transmission, part-time 4x4 with high and low range, and an auto-locking rear differential.

This is a sluggish combination and not a particularly efficient powertrain, but it does the job, albeit in a lacklustre fashion.

Drive modes include Normal, Sport and Winter modes.

Official fuel consumption is 7.2L/100km on a combined (urban/extra-urban) cycle on regular unleaded fuel.

Actual fuel consumption on this test was 9.0L/100km, which is better than the 9.6L/100km I recorded on my last Scorpio review a couple of years ago.

The Mahindra Scorpio Z8L+ has a 57-litre fuel tank so, going by those fuel figures, you could reasonably expect a driving range of about 633km from a full tank. It also has a 16-litre Adblue tank, so keep that mind.

Remember, that 633km is a best-case scenario figure and has not had a 30-50km safe-distance buffer subtracted from it. And it doesn't take into account the fact that, when being used for touring, the Scorpio may be loaded with people, pets, camping gear and more.

Rivals such as the GWM Tank 300 easily outclass the Scorpio when it comes to off-roading and all-round touring suitability.

Official fuel consumption for the Rexton is listed as 8.7L/100km.

On this test, I recorded 10.6L/100km, but I have done a chunk of high and low-range, four-wheel driving.

The Rexton has a 70-litre fuel tank. So going by that on-test fuel figure from a full tank, you could reasonably expect a driving range of about 660km.

But remember, I'm travelling with just me and some vehicle recovery gear. You'll be traveling with your kids, your mates, your pets, your camping gear, your sporting gear, all that sort of stuff. And that extra weight will have an impact on the vehicle's fuel consumption, so just keep that in mind.

On road the Scorpio is reasonable. It’s comfortable and refined but can be a bit firm on the suspension it has – double wishbone and coil springs at the front, live axle with multi links, Watts link and coil springs at the rear. But for a four-wheel drive wagon it's quite nice on sealed surfaces.

The powertrain is generally a reasonable set-up, although there is lag between foot-down and acceleration and it holds onto gears for too long before upshifting.

There have been no mechanical changes to this Scorpio over the previous generation and that's fine because this Mahindra’s tractable engine offers reasonable power and torque across enough of a rev range to make it an effective 4WD.

The Scorpio feels comfortable and reasonable off road. And when it’s time to tackle ‘4WD-only’ territory, it is generally capable. High- and low-range gearing is decent, and as mentioned earlier, its off-road drive modes adjust traction control, among other aspects, to best suit the terrain you’re tackling.

Its no rock-crawling beast but as a result of these mechanical and technical elements this 4WD wagon is able to drive the kind of terrain you’d reasonably expect to be able to cover in a standard off-roader that's been engineered for 4WDing across light to moderately difficult terrain.

The Scorpio’s off-road angles and ground clearance are on par with mid-size SUV rivals. Ground clearance is a listed 227mm. It feels quite low, but if you drive it with care and consideration, you should be fine.

The rear diff lock doesn't feel as clunky in its application as it has in the past. Maybe I'm more forgiving in my old age because, as I mentioned earlier, there haven't been any upgrades mechanically or in terms of off-road-specific driver-assist tech or in diff lock operation.

Hill descent control works reasonably well, although it's not the greatest, allowing for some free-wheeling before it bites.

The Scorpio’s road-oriented Bridgestone Ecopia (255/60 R18) tyres are fine on formed dirt tracks but are found wanting on anything rougher than that.

In terms of towing capacity, the Scorpio is able to tow 750kg unbraked and 2500kg braked. So if you're looking to haul anything larger than a small box trailer, camper trailer or tinny, you'll have to look elsewhere.

GVM and GCM are 2610kg and 5155kg, respectively.

Main potential rival GWM Tank 300 has it over the Scorpio in terms of off-roading prowess and, even though it’s not a towing beast, the GWM wagon is better suited to life as a touring platform than the Mahindra.

The Rexton is 4850mm long (with a 2865mm wheelbase), 1960mm wide and 1825mm high with a listed kerb weight of 2136kg.

With a turning circle of 11m, the Rexton is quite nimble around town.

On road, it’s okay. It's reasonably quiet and comfortable, and though it’s not particularly dynamic – the engine and auto make for a sluggish pairing – the Rexton is sufficiently driveable all round.

Its suspension – double wishbones and coil springs at the front, independent multi-link and coil springs at the rear – is firm, mostly controlled, but ride becomes jittery on irregular sealed surfaces and that characteristic is only amplified on even mildly corrugated dirt tracks.

And it’s in the dirt where the Rexton’s limitations are quickly exposed.

The Rexton is best considered a light-duty four-wheel drive: it is quite low; its stock tyres – Nexen NPriz RH7 (255/60R18 108H) – though marketed as “all season” aren't well suited for four-wheel driving. And the Rexton’s 4WD mechanicals and off-road traction control feel dated in operation, they just don't feel as effective as they should in a very competitive SUV market.

It doesn't have a lot of ground clearance or wheel travel and its shallow off-road angles – approach (20.5 degrees), departure (20.5) and ramp over (20) – are best suited to light-duty off-roading (i.e. well-maintained tracks in national parks in dry weather).

There's a decent spread of revs here, but there's not a lot to work with in terms of how effective the Rexton is as an off-road package so if you are here for a hardcore 4WD review with tyres-ripping-the-dirt action you're in the wrong place, because the Rexton just isn't up to that. And that's perfectly fine because people won't be using it for that purpose.

Having said that, the Rexton does reasonably well with what it has on board: there’s a decent amount of torque across a spread of revs; steering has a direct feel and nice liveliness to it; throttle response is quite sharp; and there is plenty of visibility forward over the bonnet.

Its auto rear diff lock is clunky in operation, disengaging abruptly, sometimes when you’re not even up, over or through the particular off-road challenge you’re tackling. I’ve noted similar issues with the Mahindra Scorpio in the past.

But driven with careful consideration the Rexton may do – at a stretch – the type of terrain you might not think it would be capable of.

And a decent set of all-terrain tyres would also help the Rexton, but it is what it is: a light-duty, four-wheel drive.

If you're thinking of using your family go-mobile as a touring vehicle, it’s worth noting the payload is 824kg, gross vehicle mass is 2960kg and gross combined mass is 6460kg.

Towing capacity is 750kg (unbraked) and 3500kg (braked).

The GWM Tank 300, Mahindra Scorpio and LDV D90 have similarly old-school type powertrains and 4WD set-ups, but the Tank is more comfortably capable off-road and yields a better general driveability than the Rexton and those others.

The Rexton does not have an ANCAP rating because it has not been officially tested.

As standard, it has nine airbags, auto emergency braking (AEB), adaptive cruise control, forward collision warning, lane keeping assist, blind spot warning, lane change-collision warning, rear cross-traffic warning, trailer sway control, driver attention alert, front vehicle start alert and more.

Though it doesn’t have an ANCAP rating, the Rexton holds its own in terms of driver-assist tech against rivals such as GWM Tank 300, Mahindra Scorpio and LDV D90.

The Mahindra Scorpio Z8L+ has a seven-year/150,000km warranty and comes with seven years' of roadside assistance if your Scorpio is serviced by Mahindra.

The first service is scheduled at the 1500km mark, then every 12 months or 10,000km. Pricing details were not available at the time of writing.

Five years of capped price servicing is available at an average cost per visit of $471.

For reference, the GWM Tank 300 offers a seven year/unlimited km warranty, five years' of roadside assistance, and five years of capped price servicing (starting at $360 for the first service and topping out at $1035 for the sixth). Service intervals are scheduled for every 12 months or 15,000km.

At time of writing there were reportedly about 80 Mahindra dealerships spread across Australia. According to the company, "the dealer network spans all states and territories, including locations in major cities like Melbourne, Brisbane, Adelaide, and Perth". Your Scorpio can be serviced at any authorised Mahindra dealership.

The MY26 Rexton range is covered by a seven-year/unlimited kilometre new-vehicle warranty, and five years of roadside assistance.

A service is required every 12 months or 15,000km, whichever occurs soonest with cost per service either $418 or $522.

KGM Australia has more than 50 dealerships across the country with a decent spread across metro and regional areas. Rextons can be serviced at those dealers or at approved workshops.

The Rexton offers a competitive warranty when pitched against the likes of the GWM Tank 300 (seven-year/unlimited kilometre), Mahindra Scorpio (seven-year/150,000 km) and LDV D90 (seven-year/200,000km warranty).