Mahindra XUV3XO vs Audi E-Tron Gt

What's the difference?

So, what do we make of the Mahindra XUV 3X0?

After our first taster in India, we are pleased with its presentation inside and out, packaging, quality and equipment levels.

And while driving around a brand’s own proving ground cannot give a true indication of how a vehicle performs, steers, handles, rides and stops, our initial impression is that this is an easy, confident, responsive, agile and comfortable small SUV from behind the wheel. More or less.

Of course, not knowing pricing limits a definitive verdict, but the 3XO looks promising, and we’re keen to drive it on Australian roads very soon, so watch this space.

Better still, it is obvious that Mahindra is serious about cracking Australia’s small SUV market, since the 3XO ticks so many of the essential boxes.

In the face of largely cheap yet disappointing rivals out there, that’s a very good thing.

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

While it may be a very different beast to the R8 supercar, it’s hard to argue that the e-tron GT offers performance that isn’t equal to anything Audi has previously produced. The immense acceleration and power, coupled with the brilliant and clever handling make this updated range, especially the RS pair, feel like something special.The fact that it will save you visiting a petrol bowser and might help cut harmful emissions is just a bonus.

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

The 3XO is not quite as new as it looks.

Although only on sale in India since last year, the newcomer is actually based on the decade-old SsangYong Tivoli, which was the first model under Mahindra’s brief ownership of the Korean brand (now under KGM control since 2023).

And, if you’ve visited India lately, you might have seen a substantially modified Mahindra version of the Tivoli, badged XUV300 and sold for five years there from 2019, and the actual basis for the 3XO.

Now, Mahindra says that the latter is around 80 per cent new, with fresh sheetmetal clothing the bones of its predecessor(s). And they’re quite contemporary threads, with crisp surfacing, striking LED lighting, clean grille finishes and a pert rear-end design.

Subaru would be proud of the squared-off wheel arches, lofty 201mm ground clearance and sub-four-metre length, while the latter helps keep the small SUV inside an Indian tax bracket. Fun fact: that’s why the old Ford EcoSport, also from Chennai, needed its spare wheel mounted on the tailgate.

The 3XO's length/width/height/wheelbase of 3990mm/1821mm/1647mm/2600mm respectively, puts the 3XO on the stubbier side of the crossover brigade. Yet with more clearances than almost all alternatives. This is crying out for a rugged 4x4 ‘Outback’ treatment.

Overall, then, the smallest of Mahindras is an effectively chunky update, with a height and stance to handle the rough and tumble of urban driving.

While there are some big changes underneath, on the surface the design tweaks are quite subtle. 

There are some tweaks to the front grille, headlights, lower bumper and air intakes, but overall the look isn’t dramatically different. The more noticeable styling change is between the S and RS models, with the latter looking more sporty and dynamic thanks to a unique lower bumper design and the larger alloy wheels, which have a sportier look.

The biggest design changes are arguably the introduction of the switchable transparency roof on the RS and the option to use matt carbon camouflage.

The former is another shared element between the RS e-tron GT and Taycan, and it uses a special glass that can switch between being clear or opaque depending on whether you put a current through it. Cleverly, Audi is offering the option to have individual sections alternate between the two states, so you can customise it to your preference.

As for the grandly named matte carbon camouflage, it wasn’t highlighted in Audi’s presentation, but it’s the same material the Lamborghini developed over a decade ago and calls ‘forged carbon’ instead.

Unlike traditional carbon-fibre, which is made from injecting resin into sheets of fabric-like carbon fibre weave, forged composite uses a malleable paste of carbon sheets and resin. This technique is quicker to make and easier to shape into complex pieces, but lacks the visual impact of conventional carbon-fibre.

The biggest design change internally is the new steering wheel, which is a not-quote-squared-off rim that feels nice in your hand without being too thick. The RS models feature two new large red buttons - ‘RS’ and ‘Boost’ - which allow you to select the drive modes and activate the short boost function, respectively.

Mahindra reckons that even though the 3XO is only four metres long, it's got the space and the practicality of some 4.7m SUVs.

Which sounds dubious, but first impressions inside reveal ample room for legs, shoulders and heads, even in the sunroof-specced AX7L. Sat high, vision is impressive too, aided by an excellent driving position on nicely-shaped seats, deep glass areas and handy 360-degree camera views.

Based on the old dashboard architecture but with a completely redesigned central touchscreen and electronic instrumentation pod (and both measuring in at 10.2 inches), the effect is modern enough, with a very welcome avoidance of screen-based buttons for actual switches that are incredibly easy to navigate.

In fact, the sheer user-friendliness of the 3XO’s interior is commendable, from the world’s deepest glovebox and chilled centre bin (in the AX7L only) to the various USB ports, cupholders and storage options. The climate control effectiveness is a given if any Indian vehicle is to succeed. And the material fit and finish seemed fine. About the only dislike is the lack of steering-wheel reach adjustment, betraying the Mahindra’s real age.

Moving to the row behind, there’s sufficient space for a pair of 180cm adults, on comfy cushions. Again, vision, storage and all amenities rate highly, with face-level vents especially appreciated at this price point. The 3XO is pitched as a sensible family-car proposition in India so the back-seat area is crucial.

Behind that is the boot, which is fairly large as well, aided by a low floor and a large hatch aperture, while a space-saver spare lurks underneath, so no stupid tyre-repair kit for this sensible small SUV.

There’s also a lot of room under the bonnet…

Practicality is an important consolidation for the e-tron GT, it may have replaced the two-seater R8 as Audi’s definitive performance hero, but it’s a four-door sedan so it needs to be more family friendly. It’s especially relevant for Audi, as the brand has a history of brilliantly combining family needs with fast cars, namely its iconic wagons, the RS4 and RS6 Avants.

Audi also has a strong reputation for some of the best interior design in the industry, and the e-tron GT is arguably amongst its best work (at least in this reviewer’s opinion). It looks modern and stylish without leaning too far towards being different simply because it’s an electric car.

The new steering wheel fits the new design well, framing the digital driver’s display nicely. The display itself has a new RS-specific display for the higher-end models.

There’s a central infotainment touchscreen, but underneath this particular Audi skips the climate control touchscreen in favour of a digital readout and physical switchgear; a welcome relief for some, no doubt.

As for the seats, all three trim levels get the same style of sports seat trimmed in Nappa leather with a honeycomb stitch pattern. There are different finishes, both black and red leather, and some with contrasting stitching available through the optional design package. The RS performance package gets a unique ‘serpentine green’ stitching to stand out.

Small item storage in the front is adequate but not generous, which does make the e-tron GT feel more like a sports car at least, even if it doesn’t help practicality.

As for the rear, space is surprisingly good given the external dimensions and the nature of it being a low-roof sedan (rather than an SUV) with batteries underneath the floor. That’s largely because Audi has split the battery pack to allow for extra room in the rear for passengers’ feet, combating a common problem with electric sedans.

Headroom is adequate, and will be tight for anyone much taller than 180cm, but it will do the job of transporting the family in relative comfort. It is, by no means, the most spacious or family friendly model in the Audi range, but it does play its role as both a performance car and roomy sedan.

The boot is measured at 405 litres in the S but shrinks to 350L in the RS models, but both have the same 77L space under the bonnet, so space is (again) reasonable without being generous.

The 2025 range begins at $209,900 for the S e-tron GT, steps up to $264,900 for the RS e-tron GT and hits $309,900 for the new RS e-tron GT Performance (all prices exclude on-road costs).

While there is more power and equipment, that’s still a significant leap in price, with the previous e-tron GT starting at $181,784 ($28,116 cheaper) and the RS e-tron GT priced from $250,484 ($14,416 cheaper).

This pushes the Audi close to its most direct rival, the Porsche Taycan. Despite what the brands try to say publicly, the reality is these two are very closely related mechanically. Porsche now has two models cheaper than the S e-tron GT (the $174,500 Taycan RWD and $184,500 Taycan 4), while the Taycan 4S is priced just above it at $215,700.

Porsche’s rival to the RS e-tron GT is the $260,300 Taycan GTS, while it has the $306,900 Taycan Turbo to challenge the new RS e-tron GT Performance - plus the Turbo S and Turbo GT above it for those craving more power.

While the Audi isn’t bad value, it isn’t surprising that people in the market for an electric performance car from Germany are leaning towards the Taycan instead of the e-tron GT given the pricing structure.

In terms of specification difference between the three variants, the S e-tron gets 20-inch alloy wheels, adaptive air suspension, all-wheel steering, HD Matrix LED headlights with Audi laser lights, and a panoramic fixed glass roof.

Moving up to the RS e-tron GT adds unique 21-inch wheel design, a panoramic glass sunroof with a new switchable transparency, performance brakes with a carbide coating, and an RS-specific instrument cluster design.

The RS e-tron GT Performance crowns the range with its own 21-inch alloy wheels, active suspension and a specific RS Performance exterior electric sound system as standard. 

There are a range of option packages too for all three models, which bundle extras together. The Sensory package ($6000) and Design package ($3800) are available for the S, the RS can be had with the Gloss carbon exterior styling package ($6000) and RS design package ($4500), and the new RS Performance has the matte carbon camouflage exterior styling package ($10,000) and a unique version of the RS performance design package ($4500).

It might be tiny and a cylinder down compared to almost all of its Asian rivals, but Mahindra’s in-house 1.2-litre three-cylinder turbo-petrol engine follows European downsizing convention.

This means it relies on advanced technologies to produce comparatively healthy power and torque outputs, being 82kW at 5000rpm and 200Nm between 1500rpm and 3500rpm respectively.

Coming in at around 1400kg, the result is a power-to-weight ratio of about 59kW per tonne, which is modest against the slightly heavier Tiggo 4’s 76kW/tonne, for instance.

Driving the front wheels is a Toyota-made six-speed torque-converter automatic, so no droney CVTs or laggy dual-clutch transmissions here. But we’re disappointed the six-speed manual gearbox offered elsewhere isn’t even an option in Australia, especially after driving the Mahindra.

The key number for the new model is 680kW - that’s what the new RS e-tron GT Performance produces from its dual electric motors. That makes it the most powerful production car Audi has ever offered, which is quite an achievement when you look back at some of the cars this brand has built over the years.

That power upgrade is an extra 205kW over the pre-facelifted RS e-tron GT, and comes with a whopping 1027Nm of torque.

The RS e-tron GT has been upgraded too, now making 630kW/865Nm, a 155kW improvement on the old model. Which is a good thing, because the new S e-tron GT has even more power than the original RS, underlining just how much Audi has focused on power for this mid-life enhancement. The new S packs a 500kW/717Nm punch, compared to the 475kW/830Nm the previous RS offered.

The official Australian combined fuel consumption average is 6.5 litres per 100km, which translates to 137g/km of carbon dioxide emissions. With a 42L tank, should equate to about 640km per refill.

Urban and Extra Urban numbers are 7.6L/100km and 5.9L/100km respectively.  

Just keep in mind that the 3XO is recommended to drink from the 95 RON premium unleaded petrol bowser.

Another one of the significant unseen changes for this update is the battery. Audi has overall the battery for this latest e-tron GT, so it now has higher energy density (168.3Wh/kg), more size (105kWh v 97kWh), faster charging (10-80 per cent in 18 minutes) and reduced weight (down 9kg).

Despite all the extra power, driving ranges for the three models are still all beyond 500km. The S e-tron GT has a claimed range of 558km, the RS e-tron GT can manage up to 522km and RS e-tron GT Performance can run 528km on a single charge, according to Audi. 

As for the charging itself, Audi claims it now takes just 18 minutes to get from 10 to 80 per cent using an ultra-fast DC charger.

There’s much made about how strong and rigid the 3XO’s platform is, and it’s not just for better crash protection.

Aided by a typical MacPherson-style strut front and twist-beam rear suspension set-up, Mahindra reckons it has dialled in just the right amount of dynamic finesse to make this small SUV the keen driver’s choice.

To find out if that’s the case, we spent a couple of hours behind the wheel of one at Mahindra’s vast proving ground near Chennai. A 180km/h high-speed loop. A set of chicanes. And a few rough surfaces where we could find them. Just a taster, really.

The overall impression is that nothing betrays the 3XO’s ageing platform from behind the wheel.

Torquey and smooth, the 1.2-litre three-cylinder turbo petrol engine is punchy off the line, possessing a sporty, peppy nature as well as an endearing willingness. Adding to this is the six-speed auto, as it’s also pleasingly responsive, with no lag or jolts. This is how small turbos should behave.

We managed to max it out at almost 170km/h (indicated) on the speed bowl, where it felt dead-set stable and secure. Impressive, given the 3XO’s height and ground clearance.

But the steering seems too light and a little disconnected during low-speed manoeuvres, at least for keener drivers, but once velocities climb, it seems to weigh up with sufficient heft. This is reminiscent of the way that Volkswagens used to tune its steering some 25 years ago. Maybe that’s the biggest sign of the Tivoli’s bones lurking underneath.

What this means is that the Mahindra is not the sort of SUV you buy if you absolutely relish driving, in the way the Mazda CX-3 or the very sadly-missed Ford Puma are. Hopefully, we’ll be pleasantly surprised on Australian roads.

We never got a chance to test the suspension’s ride quality, but over the couple of bumps that we did traverse, it seemed to soak them up well enough. And even though our test 3XO lacked the (optional) rear parcel shelf, road and tyre noise seemed sufficiently contained. Again, Australian roads will reveal all.

What we can say with some confidence is that the little Mahindra is a lively, user-friendly, comfort-biased and civilised small SUV. No glaring faults or anomalies appeared, just a cheerful, charming character.

For what it represents, the 3XO seems properly engineered and tuned.

Perhaps all those years ironing out the bugs in the preceding XUV300 and Tivoli are paying dividends for today’s buyers.

We weren’t expecting that.

Befitting its role as Audi’s performance hero, the new range drives with a level of speed and precision you would expect from such a car.

Even the new S e-tron GT has a level of acceleration that not every sports car could keep up with (the official 0-100km/h claim is 3.4 seconds), which would be impressive on its own but is a standout when you consider this is a four-door sedan.

It also helps that the adaptive air suspension and all-wheel steering (which can help both low speed manoeuvring and high speed changes of direction) make for an incredibly responsive and agile handling vehicle.

And then you drive the RS e-tron GT Performance and the driving experience is a step up again with its 2.5s triple-digit sprint time. That’s largely because of the new active suspension system it uses, which features a hi-tech array of cameras, radars and sensors to ‘read’ the road ahead of it and adjust the ride accordingly.

The result is arguably one of the best riding, most comfortable electric performance cars on sale today. Typically the need to control so much weight, from the batteries, means the ride is often too firm. But with the active suspension, Audi has somehow managed to make the ride both compliant (on 21-inch wheels) but also very well controlled, which allows you to really drive with precision even at speed.

But it’s not just the suspension, as mentioned earlier, the RS models also get a new ‘Boost’ button on the steering wheel that offers an extra 70kW of power for 10 seconds. Along with the surge of extra performance there’s a large countdown timer on the digital dashboard when you press it to really give you a sense of urgency and speed.

Thankfully, with so much power the e-tron GT range has plenty of stopping power. The S comes equipped with steel brakes, which do a fine job. But for the faster RS models, you get a carbide coated rotor and you can option ceramic brakes for more resilient stopping power.

Audi has equipped the e-tron GT trio with a respectable level of safety features, including adaptive cruise control with stop and go functionality, park assist plus, front and rear autonomous emergency braking, active lane assist, side assist with exit warning, collision avoidance assist and a 360-degree camera system for parking assistance.

Given its low sales volume, ANCAP has not crash tested the e-tron GT (or the structurally similar Taycan), so there is no score. But overall its level of equipment and Audi’s reputation and experience means we have no safety concerns over this particular model.

Mahindra offers a seven-year warranty with roadside assistance, and that is excellent news for most buyers. But the 150,000km cap when most other brands have unlimited mileage might fall a bit short for some prospective buyers’ requirements.

At the time of publishing, no service scheduling and capped-price servicing pricing information was available, but expect these to be announced after early July 2025.

Audi offers its standard five-year/unlimited kilometre warranty for the three e-tron GT variants, but the battery gets a specific eight year/160,000km warranty. The five years of coverage is fairly standard for the luxury car segment, but short of the increasingly common seven-year warranties for mainstream brands.

As for the servicing, that’s included in the cost of the car, with Audi covering the first six years of maintenance for no additional charge. It helps that service intervals, without a complicated and oily engine, are stretched to two years or 30,000km.