Renault Kadjar vs Mahindra XUV500

What's the difference?

The Renault Kadjar Intens ticks a lot of the urban boxes. It’s small, which is good for navigating narrow city streets and parking in tight spaces, but it’s also spacious and practical. The Kadjar is fuel efficient for a four-cylinder petrol engine and it has that sophisticated French styling.

The Intens is expensive, though, and unless you absolutely have to have leather seats, a glass roof, and the Bose stereo I’d go for the mid-range Zen grade and save yourself $5K but still have all the same safety tech. That said the Intens has auto parking as standard which is a nice convenience for the city.

Safety could be better. The AEB system doesn’t have pedestrian and cyclist detection, rear cross traffic alert, or reverse emergency braking.

Finally, the dual-clutch automatic and 1.3-litre turbo-petrol engine while a fuel efficient combination, isn’t all that easy to live with and can make driving a less-than-smooth experience. The Nissan Qashqai’s combination of CVT auto and four-cylinder naturally aspirated engine is better suited to the urban jungle - something to think about there. 

Now the scores, the Kadjar Intens gets the same mark for daily driving and its urban talents – it could be smoother to drive, but there’s still lots to like. 

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.

People talk about French design being good. Well if you want to see just how good take a look at the Nissan Qashqai, because the Kadjar is fundamentally the same SUV with Renault’s design spin applied.

Yep, as I mentioned about 15 seconds ago, Renault and Nissan are part of an alliance that allows them to share the same cars, but each brand has room to ‘make it their own’ with styling that delivers a very different look, inside and out.

Now, the Qashqai is not an ugly car, but I think the Kadjar is more stylish and premium looking in the same way the larger Renault Koleos SUV is gorgeous compared to the relatively straight-laced Nissan X-Trail it’s based on.

There’s no doubt the Kadjar is a Renault thanks to the giant diamond logo on the plunging grille. I like the way the front bumper rises up into the bonnet like it’s all one piece, but I’m not completely sold on the rear of the car which looks a bit like its shirt is tucked into the back of its pants, which makes no sense unless you look at the images.

Still, the tail-lights have a prestige feel and the Kadjar model name spelled out across the tailgate is a confident statement, also adopted recently by other brands such as Volkswagen (T-Cross) and Ford (Puma).  

Telling the Intens apart from the other two grades is fairly easy, it has 19-inch wheels (the others have 17-inch rims), there’s the enormous glass roof, and it also has a chrome effect on the front and rear bumpers, side skirts, and around the fog lights. It’s a more premium look.

That higher-end feel goes into the cabin as well with the Intens’ black leather upholstery and colourful ambient lighting. The touchscreen is tiny, though, and there isn’t a great deal inside that you don’t get in the entry-grade Kadjar’s cabin, which is also almost as stylish.

The Kadjar is classified as a small SUV, which means nothing really when it comes to wondering if it’s going to fit in your garage or in the tiny parking spaces we’re faced with in the city.

So, I’ve mapped it out for you. The Kadjar’s dimensions are, 4449mm long, 2058 mm across (including the wing mirrors), and 1612mm tall. 

Another interesting thing – each B-pillar is adorned with a little French flag. I’m not sure if they're a sign of Gallic national pride or to remind everybody that meets the Kadjar that Renaults are French.

Either way, you don’t see this type of thing on other cars and for many buyers the appeal of a Renault is having a car that’s not like everybody else’s.

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 Kadjar is a big-small SUV, in that it’s longer than many in the same segment at 4.4m with a wheelbase of more than 2.6m, which means more space inside for people and their stuff.

That said, don’t expect limousine legroom, but at 191cm (6'3") tall, I can sit behind my driving position with my knees only just touching the front seat back, which is pretty darn good for a small SUV.

Making life a bit more comfortable back there, too, are directional air vents, two USB charging ports and a 12V power outlet. There are another two USB ports and a 12V up front, too.

Cabin storage is okay. The door pockets in the back are big enough for a 500ml bottle, while there are larger ones in the front, along with two cupholders and another circular hole, which looks like it’s for coins, if anybody still uses those?

The centre console bin is pretty decent in size and so too is the boot which has a cargo capacity of 408 litres with all seats up and 1478 litres with the second row folded flat.

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.

Make no mistake, this Mahindra kills the competition on price. The entry-level W6 version will cost you a lean $25,990, while the fruited-up W8 version will set you back $29,990. You can even have an AWD W8 for $32,990. The best part? All of those are drive-away prices.

Go for the W6, and you can expect 17-inch alloy wheels, cloth seats, air-con with vents (powered by a second compressor) in the second and third row, cornering headlights with DRLs, front and rear fog lights, cruise control, rear parking sensors and a 6.0-inch multimedia screen linked with a six-speaker stereo.

Spring for the W8, and you'll add leather seats, a reversing camera, tyre-pressure monitoring and a bigger, 7.0-inch screen with standard sat-nav.

While the Renault Kadjar and Nissan Qashqai are essentially the same car, they don’t share the same powertrain. The Kadjar has a smaller but more powerful engine – a 1.3-litre turbo-petrol four-cylinder making 117kW/260Nm.

Shifting gears is a seven-speed dual-clutch auto. There’s no manual available, and all Kadjars are front-wheel drive.

Frankly, the Qashqai four cylinder with less grunt and CVT are a smoother combination. The dual-clutch auto and turbo lag means power delivery and acceleration are delayed, while low-speed gear shifts can be jerky.

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?

Renault says after a combination of open and urban roads the Kadjar will have used 6.3L/100km. In my own testing I measured 6.5L/100km at the fuel pump. That’s outstanding.

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.  

Renault’s Kadjar may be a better-looking version of Nissan’s Qashqai, but it doesn’t drive as well. This comes down to the engine and transmission Renault has gone with.

There’s turbo lag with that small four-cylinder and this delay is made more pronounced by a dual-clutch transmission that causes the vehicle to lurch during shifts.

This type of shemozzle is not uncommon, the Ford Puma and Nissan Juke behave in the same way with their similar powertrains.

There’s nothing wrong with them, it’s just that for a car that’s probably going to spend its life mainly in the city, the Kadjar won’t provide the smoothest driving experience.

The Qashqai has a CVT automatic and while these transmission aren’t as sporty feeling as a dual-clutch, they’re smooth and good for easy city driving.

The Kadjar does have a comfortable ride and good handling, so if you’re able to get used to the antics of the engine and transmission there’s more to like than not about the way this Renault drives.

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.

Expect dual front, front-side and curtain airbags (though the latter don't extend to the third row of seats), along with rear parking sensors and ESP. Stepping up to the W8 trim adds a reversing camera with dynamic guidelines. The XUV500 was awarded a four-star (out of five) ANCAP assessment when tested in 2012.

The Kadjar is covered by Renault’s five-year/unlimited kilometre warranty.

Service intervals are every 12 months or 30,000km and capped at $399 for the first three services, followed by $789 for the fourth then back to $399.

There’s also up to five years roadside assistance, if you service your Kadjar with Renault.

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.