Mahindra XUV500 vs Geely EX5

What's the difference?

This petrol-powered and well-priced XUV500 W6 might mark Mahindra's most convincing effort at cracking Australia's congested SUV market, but we're still not completely convinced.

That said, it's certainly cheap, the ownership credentials stack up and it's a very comfortable way to transport seven people.

The Geely EX5 has good bones. It’s well packaged, sturdily built, efficient and jam-packed with technology. But questions remain. The EX5 really needs work on its safety systems and another round of chassis revisions to be competitive. 

Pricing, too, will be crucial for the EX5 to succeed in today’s savage new electric car market. 

If the list of nagging complaints can be fixed and Geely is able to back up its product with solid aftersales support, it could be a winner. The jury is still out on the EX5.

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

There's no getting away from the fact the XUV500 is not the sleekest, prettiest SUV in the pack. But it's not ugly, either. More that it looks like it's doing its best with a design philosophy hatched a generation or two ago.

Its best angle by far is when viewed straight on, where the piano-black grille, dual bonnet bulges and complicated (read: a little weird) headlight clusters all add some road presence to Mahindra's only SUV.

A side-on viewing, however, is less satisfying, where a combination of strangely placed and super-sharp body creases (including one over the rear wheelarch, which adds a Harbour Bridge-style crescent to the otherwise-straight window line) and serious rear overhang give the XUV500 an inescapable awkwardness.

Inside, expect a vast collection of rock-hard (though nicely patterned) plastics, with the ambiance rescued somewhat by the clean-looking and vertical central control unit, which is home to the media screen and air-con controls. 

Ready for some hashtag real talk? There are better-looking and better-feeling seven-seat SUVs out there. But there aren't many that start at $25,990 drive-away. And I think that's Mahindra's point.

The Geely EX5’s exterior design is conservative verging on anonymous. Perhaps that’s because the brand is unknown here, but forgettable details like the six-rectangle badge rear and haphazard ‘Geely EX5’ badge placement aren’t the height of fashion.

Inside, though, the EX5 improves. The two screens are presented well, as is the cabin with upholstery that isn’t just boring black. The design language is more conventional — in a good way — than, say, a BYD Atto 3 or Tesla Model Y and doesn’t seem to unashamedly copy elements from established carmakers.

Key touch points, such as the rotary volume control, the (wrong way around) window switches and door handles appear to be made of real metal, with knurling in some cases. The dash and door tops are all encased in squishy rubber, too.

As for sizing, the EX5 is the exact same length as a Toyota RAV4, at 4615mm long, though being wider (1901mm) and riding on a longer 2750mm wheelbase should mean more cabin space.

Pretty damn practical, actually, regardless of whether you want to carry people or cargo. Carrying both at the same time, however, is tricky.

But let's start with people. There is a huge amount of room in the third row of the XUV500, a space with enough head and legroom to put plenty of its competition to shame.

Thanks to second-row seat backs that fold flat, before the the entire seat lifts up and pushes forward, climbing into seats six and seven isn't too big a drama, either. 

We rarely say this about seven-seat cars, but at 175cm, I'd feel plenty comfortable back there on a longer drive. There are two air vents in the third row, too, along with bottle storage and side-seat storage for thin items.

All XUV500's are fitted with a 70-litre fuel tank. 

The space in the middle row is ample as well, and you'll find three ISOFIX attachment points, one for each of the three seats. There's also a door pocket in each rear door and storage nets on the rear of the two front seats. A pull-down divider that separates the back seat is home to two cupholders, matching the two for front seat riders. 

The only downside to all this people-lugging happiness is that, with the third row of seats in place, there is absolutely no room for luggage. Mahindra doesn't quote a litre storage figure when seven are seated (mostly because it would probably be embarrassing to write "one litre"), but trust us, you'll be lucky to squeeze a soft backpack in the boot with all seats in place.

Things improve considerably when you drop the third row of seats, though, which unlocks 702 litres of storage, and that number climbs to 1512 litres with the second and third row folded down.

Finding a comfortable driving position is easy in the EX5 Inspire with the octagonal steering wheel tilting and telescoping through a broad range of motion. The seats are supportive and well-bolstered, too — not a given in this class.

While we wish the front passenger seat was height adjustable, the Inspire’s leg rest and ability to lie the seats fully flat while charging is appreciated. The massage function has six modes, three intensity levels and is remarkably powerful. 

Between the EX5’s front seats is a floating centre console as gear selection is done via the right-hand stalk. It has two small cup holders on top, while under that is a generous, rubberised storage space perfect for handbags, cameras, or the like. It’s where the USB-A, USB-C and 12-volt socket are located for device charging.

There is a wireless charging pad that sits ahead of a large central storage box cooled by the air-conditioning. The Geely EX5’s door cards will easily accept a 600mL camping bottle.

Where the Geely EX5 falls down is the control layout. It is nice to have four physical switches beneath the touchscreen as shortcuts to switch the air-conditioning on or off, engage air recirculation and the front demister, but where’s the hazard light switch? It's on the ceiling.

Then there’s the large rotary dial which generally functions as a volume knob. Press it down and you can choose to have it adjust the temperature, fan speed, or — for some reason — one of several desktop backgrounds, including a computer-generated kitten playing with some wool. In this mode it also works as cursor for the multimedia screen, but never at any other time. Peculiar.

The convoluted menu structure has a strange control hierarchy. There's a shortcut target for the rear fog light, for example, yet to disable the lane-keep assist or adjust the regenerative braking power you need to jump through at least three sub-menus. And some of the text in the Geely EX5’s digital driver’s display is so small it’s almost illegible.

Then there are the typos and grammatical errors that should have been an easy pre-launch fix. A few include: ‘Distractive. Drive carefully’, ‘Keep safety distance’, ‘Driver is facial detection is missing’ and, a personal favourite: ‘The current battery is low, whether to enable super battery life?’ None of this inspires much confidence. At least the EX5’s processor is responsive for smooth tapping between the many menus.

The Geely EX5’s 1000-watt 16-speaker sound system is punchy and has presets – borrowed from Volvo and Polestar — which promise to emulate the sound quality of a recording studio, concert hall and other locations. Gimmicky in practice, plus, with the volume over 30 per cent, the EX5’s sound quality is disappointingly muddy.

Connectivity promises to be strong in the EX5 but the cars we drove were not fitted with 4G sims for live navigation, app downloads and remote smartphone control. Apple CarPlay will be added via a software update in July and Android Auto before the end of the year, says Geely. 

The Geely EX5’s back seat is very generous, at 188cm tall I had plenty of leg room, respectable toe room and excellent head room even underneath the standard panoramic sunroof. The floor is totally flat and, rarely, the middle seat is usable for adults.

Two more USB chargers can be found along with air vents, door pockets and a fold-down central armrest. There’s even a hidden sliding draw for storing valuables out of sight.

The Geely EX5 has ISOFIX child seat connectors on both outboard seats and three top tether anchors on its 40/60 split-fold backrest. 

The EX5 Inspire has a standard power tailgate which opens up to a total of 410 litres of boot space. If it looks a little shallow in pictures, that’s because the total space accounts for the large under-floor area (108L on its own) where Geely skipped a spare tyre.

There is one LED boot light, two shopping bag hooks and a wet storage area off to the side but, curiously, no parcel shelf.

The EX5 joins a new Chinese competitor set that’s bringing electric car prices down to — and below — size-equivalent combustion and hybrid-powered cars. 

Problem is, we still don’t know the exact price, but Geely has at least provided a guide. The Geely EX5 will be priced between $49,000 and $55,000. It has either 430km (Complete) or 410km (Inspire) WLTP-rated driving range and enough power to get out of its own way. 

When you consider high-spec combustion-engined mid-size SUVs like the Toyota RAV4 Cruiser ($51,410, before on-road costs), the Geely EX5 is shaping up to offer stellar on-paper value.

The entry grade EX5 Complete features 18-inch alloy wheels, privacy glass, full LED exterior lighting with auto high-beam, rear parking sensors and roof rails that accommodate up to 50kg.

Inside, a huge 15.4-inch touchscreen with built-in navigation and 10.2-inch digital driver’s display should embarrass any combustion-engined rival. The upholstery is artificial leather, the front seats are heated and power-adjustable, the sound system has six speakers and there’s keyless entry with pop-out door handles.

Moving up to the tested Inspire brings larger 19-inch alloy wheels, a power tailgate, front parking sensors and a sunroof. Cabin niceties improve with illuminated vanity mirrors and 256-colour ambient lighting, though it notably lacks dual-zone climate control.

Veritable luxury features include driver’s seat memory and an ottoman for the front passenger, ventilation and massaging for both front seats, a 16-speaker sound system putting out 1000 watts, 13.4-inch head-up display and optional ‘Cloud’ cream upholstery colour.

With exact pricing still to be revealed, it’s impossible to say whether the Geely EX5 is better value than the Leapmotor C10, Deepal S07, Kia EV5, BYD Sealion 7 or XPeng G6, but it certainly shapes up well against the updated Tesla Model Y that has climbed north of $60,000.

Five paint colours are available; Arctic White is no cost, while Shadow Black, Volcanic Grey, Moonlit Silver and Aquatic Green attract an extra charge.

The Geely EX5 is capable of outputting electricity either to a load like hairdryer, coffee machine or power tools at 3.3kW and to another vehicle at 6kWm adding 40km of driving range in an hour.

There's a diesel engine currently available, but the clock is ticking - Mahindra expects it to be phased out within six months. But the big news here is the new petrol engine, a turbocharged 2.2-litre unit good for 103kW/320Nm. It's paired exclusively with an Aisin-developed six-speed automatic transmission, and will send it's power to the front or all four wheels.

Mahindra doesn't quote official performance figures, but those engine outputs hardly scream excitement, do they?

Geely claims the EX5’s front axle-mounted 11-in-one motor, transmission and power unit is the lightest and most compact in class. Though power and torque outputs of 160kW and 320Nm are nothing groundbreaking it was perfectly adequate for the EX5’s 1765kg tare mass.

In Eco, Standard and Sport modes the tip-in response is intentionally dulled to minimise wheel spin. Three are three regenerative braking levels; medium felt most natural, though High was acceptable. There’s no one-pedal drive mode in the Geely EX5.

The front-drive Geely EX5 Inspire's claimed 0-100km/h time is 7.1 seconds and its top speed is limited to 175km/h.

Local numbers are yet to be confirmed, but after an admittedly vigorous local test, the on-board computers was reading 13+ litres per 100km. All XUV500's are fitted with a 70-litre fuel tank.  

Real-world efficiency is one of the EX5’s most impressive attributes, with the Inspire’s WLTP-range being 410km dependent on returning energy consumption of 14.7kWh/100km.

Over a 100km distance taking in suburban, motorway and country roads, the EX5’s dash showed a lower-than-rated energy consumption of 13.5kWh/100km, representing nearly 460km of real-world range from Geely’s 60.22kWh ‘Aegis’ lithium-iron phosphate (LFP) battery pack.

Along with the motor, some of the efficiency can be put down to the Geely EX5 Inspire’s quality 235/50R19 Goodyear EfficientGrip tyres.

Charging is middling for this pack, with the EX5 using a 400-volt architecture that allows DC power up to 100kW. Rejuicing from 20-80 per cent takes 28 minutes, says Geely, which is faster than the Deepal S07 and Leapmotor C10 but a long way short of the XPeng G6 and Model Y.

Three-phase AC charging caps out at 11kW, meaning you can take the EX5 from flat to full in around five and a half hours at home.

About as old school as rocking a pair of button-up tracksuit pants with a Run-DMC cassette stuffed into your Walkman.

On a straight and unchallenging road, there's stuff to like about the petrol-powered XUV500. The engine, while gruff under heavy acceleration, doesn't feel too wheezy when you're not asking a great deal of it, and nor is the cabin overly loud at suburban speeds. It's a comfortable space for driver and passengers, too, and the gearbox performed seamlessly on our short test drive.

But that's about where the good news ends. There's an unshakeable agricultural feel to the way this Mahindra SUV goes about its business, and nowhere is that more obvious than through the steering wheel, which has only a vague and difficult relationship with the the front tyres, making it seriously tricky to approach twisting roads with anything approaching confidence.

The steering is slow and cumbersome - light when you first begin turning the wheel, with a ton of weight appearing by surprise midway through the cornering process - and it has a tendency to fight back should the front wheels find a bump or corrugation in the road, too. 

The body lolls about when challenged, too, and the tyres are quick to give up their grip on tighter corners. All of which would give it a certain retro charm if it wasn't so very new, and I must admit I was cackling maniacally on some of the more twisting roads.

But it's simply not a car I could live with.

Underpinning the Geely EX5 is the new Global Intelligent Electric Architecture, or GEA for short. It is a newer and lower-cost version of the group’s SEA platform as used in Volvo, Polestar, Zeekr and Smart products and the bones are good.

The Geely EX5’s body doesn’t rattle, creak or shimmy over nasty road surfaces. Some solid knowhow has made its way into the brake pedal calibration which is light but delightfully smooth. It’s impossible to detect where regenerative slowing ends and hydraulic begins.

It has allegedly undergone Australian suspension localisation but don’t expect outright handling excellence, the EX5’s ride is still pillowy — verging on melted marshmallow — soft. Some will find this acceptable, however there’s plenty of potential for improvement.

Over large bumps both in town and at speed it takes the Geely EX5’s rear end between two and four rebound cycles to settle. There’s also a large amount of lateral ‘head toss’, with both attributes key ingredients in making back seat passengers car sick.

I also experienced a low-frequency boom in the EX5's cabin over concrete and rough coarse chip surfaces common on Sydney roads. Otherwise, the EX5’s is a mostly quiet car.

The sharp steering is light around town but weighted up unnaturally through corners. With high quality tyres and stability control that intervenes very early, you’re unlikely to get out of shape in the EX5 on a twisty road at least.

That said, with good bones like McPherson struts up front and multi-link rear suspension we would love to see Geely revise the EX5’s chassis to bestow the sort of fluency that makes the Kia EV5 and combustion equivalents like the Toyota RAV4 and Mazda CX-5 so much more pleasant to drive. Doing so would provide the EX5 a clear point of difference from the XPeng G6, BYD Sealion 7, Deepal S07 and Leapmotor C10.

The Geely EX5 is yet to be tested by ANCAP or other relevant safety testing body. 

The EX5 has seven airbags including a front centre one, a Short Blade battery that has been extensively tested to minimise fire danger along with 16 advanced driver assistance features including auto emergency braking, driver attention monitoring, blind-spot monitoring, lane-keep assist and more.

It is all well and good to tick the safety aid boxes but in practice, the EX5 leaves a little to be desired. Various mysterious beeps and bongs are semi-constant but more soothing than some rivals.

The EX5’s lane-keep assist worked well enough in the morning but was flummoxed by brighter afternoon light and shadows, once grabbing control of the wheel and pointing the car at an upcoming vehicle, another time towards the grass. Sometimes the system simply didn’t work to keep the EX5 in the lane at all.

The adaptive cruise control has an ‘Intelligent’ program that convincingly changes lanes by itself when prompted by the indicator. Unfortunately, like the lane-keep system, shadows on the road caused a few phantom-braking episodes.

Activating the adaptive cruise control is not intuitive because the steering wheel controls are poorly labeled. It’s the left directional and ‘ok’ button set, if you’re wondering, and you cancel cruise by hitting the cross button below the similar looking asterisk customisable hot key.

The standard surround-view camera is high quality with plenty of different angles to minimise kerb strikes.

Like the suspension tuning, Geely ought to send out engineers with a fine tooth comb to iron out issues with the safety systems before hitting start on public sales.

All XUV500s are covered by a five year/100,000km warranty (though the final two years apply only to the drivetrain), along with five years of complimentary roadside assistance.

The XUV500 is also covered by Mahindra's capped-price servicing program for the first three years of ownership, and will require servicing every six months or 10,000km.

Geely is doing its best to ensure smooth parts supply from launch, having run around for 12 months stocking inventory and partnering with DB Schenker for logistics.

To promote the EX5, Geely’s launching with three years complimentary servicing and one year (or 1000kWh) of free charging on the Evie network for those who order an EX5 before February 28.

Geely has yet to announce warranty details. The brand will want to aim for more than five years, as seven years is fast becoming the minimum standard for new vehicles.

Service pricing is also yet to be confirmed, though maintenance will be due every 12 months or 20,000km.