The side and the rear remain virtually unchanged

Mahindra has also gone ahead and added leatherette (faux leather) upholstery and an updated instrument cluster to the package as well. If you are keen on buying the AMT variant over the 5-speed manual, bear in mind that the AMT's job is to relieve your left leg of its clutch duties — nothing more. The Mahindra believes in chugging along calmly. Of course, it is a 5+2 seater, just like the TUV300. That said, corners aren't the NuvoSport's forte at all. As is the case with most compact-SUVs of today, the NuvoSport gets a healthy dose of cladding as well.36 lakh (ex-showroom, Thane).Mahindra was amongst the first to work around it and not crib about the regulations. Also, if you are close to six feet tall, you will find you forehead brushing against the C-Pillar. We'd have loved some more feedback from the pedal and a little less nose-diving under hard braking.After tasting success with the TUV300, Mahindra has now slid the NuvoSport into the fray. The newer chassis and the updates make the NuvoSport what the Quanto should have been in the first place. The pedals too, are slightly off-set to the right. The other key issue here is quality. Just like the Renault Duster, one cannot buckle up with the driver side armrest in place. The seats themselves aren't all that comfortable and do not hold you in place.VerdictThe NuvoSport is a much better package than the Quanto — that's a given. You can recline the second row and lounge, but you will need to tuck the third row of seats away to do so. It sits flush with the centre console at an almost upright angle, because of which using the system on the go isn't the easiest thing to do. The front profile no longer reminds us of the old Xylo. It shivers, and one can feel vibrations on the pedals and the gearstick. Space in the first two rows is more than adequate, even for someone who isn't in the best of shapes. Prices for the NuvoSport start at INR 7. You can glide over the potholes and irregularities without worrying too much. The AMT is slow to respond with the throttle pinned to the floor. All three occupants will have sufficient knee-room and shoulder-room. We're sure the manual will be much better in this regard. You do not get that surge of boost like you would, say in the Vitara Brezza.The most noticeable addition is the 6. Yes, it scores high on practicality and space — but leaves a lot to be desired when it comes to quality and features. But that did not stop them from having a go again. Subtle updates like the smoked out tail-lamps and the new cover for the spare gel well with the overall theme.5-litre, 3-cylinder engine called the 'mHawk100'. There are a couple of ergonomic issues as well. The power steering is light at city speeds that make parking chinese fabric manufacturer and maneuvering the NuvoSport an easy task. The Quanto was a bit of an oddball, wasn't it Thankfully, the NuvoSport isn't as outlandish. Do not exceed the legal speed limit and it does just fine.

The side and the rear remain virtually unchanged.The NuvoSport is ideal for a broken road infested city like Mumbai. Also, the accelerator and the brake pedal are closely spaced. With 100 horses and 240Nm of torque at its disposal, the NuvoSport is the most powerful SUV in its segment. We'd recommend you use the third row only when it is an absolute necessity. Drive it with a steady and light right foot and the AMT makes the drive a relatively fuss-free experience. It rocks from side to side, which might be slightly uncomfortable for the occupants. Like most automated manuals, the 'autoshift' gearbox on the NuvoSport doesn't do much to suppress shift-shocks. But like we said — that's not the point! We have to say — turbo lag is well under control and power delivery is linear. The new 16" alloy wheels are a welcome change. The dead pedal too is quite thin and is barely usable if you have large feet.PerformanceUnder the aggressively styled bonnet, lies a 1.Ride quality is typically Mahindra. But, on the whole, the design is cohesive and digestible now.The biggest and most noticeable change is the reworked face. The trademark Mahindra 'toothy' grille, air vent on the hood and the large bumper with a faux skidplate lend it some aggression. However, you will have to plan your overtakes. The only complaint here is the backrest angle. The tall height and the narrow snout is still quirky. Mahindra was amongst the first to work around it and not crib about the regulations. Like we said, maintain a steady right foot, don't force it to pick-up its frock and run — and it does just fine. Seating three in the rear bench is hardly a task too. It is simply a bit too upright for our liking. While Mahindra did a decent job with the KUV100 and the TUV300, the quality of materials, fit and finish in the NuvoSport can be termed average at best.The sub 4-metre rule has been a curveball for most manufacturers. At highway speeds, the ride is slightly choppy. Thankfully, it now gets a new chunky steering that houses buttons for the audio and the calls. It forms an eyebrow over the headlamps and does look cool. There is absolutely no point trying to extract performance out of it — especially from the AMT variant. Treat it like an XL sized commuter, and it won't disappoint. Considering it goes up against the likes of the Vitara Brezza and the Ford EcoSport, we wish Mahindra had brought a better package to the table. Our favourite element, have to be the LED daytime running lamps.What the NuvoSport brings in abundance, is space.The 240Nm of torque kicks in at a relatively low 1600rpm, which makes in-city driveability an absolute breeze. Weaving in and out of traffic isn't its forte thanks to the size, but the steering does take the sting out of it. There's no running away from the fact that the NuvoSport when viewed side on, still looks like a Xylo with a chopped derriere.

To sum up, the NuvoSport's interior is tad disappointing.InteriorMahindra might have just made a huge blunder by not updating the design inside. It isn't exactly quick off the line. If you have Size 11 shoes like I do, prepare to be slightly uncomfortable. This particular top-spec N8 AMT variant doesn't seem to justify the INR 9. Rearward visibility is an issue due to the tall height and the thick C-Pillar. On a related note, they are bright and grab attention even under the noon sun.76 lakh (ex-showroom, Thane) that one would pay — the TUV300 feels a lot more value for money in comparison. It is carried over from its sibling, the TUV300 and runs a different state of tune.2-inch touchscreen infotainment system, that is a straight lift from the Ssangyong Rexton. Now, we'd agree that the initial offerings such as the Verito Vibe and the Quanto were rather forgettable. Boot space is fairly generous — rated at 412 litres. The dimensions are nearly identical to the outgoing Quanto. The new chassis from the Scorpio has helped contain the body roll a fair bit. The compact-SUV rides on meaty 215 section tyres that give it a butch stance. The engine comes alive with a characteristic 3-cylinder clatter. As was the case with the Xylo and the old Scorpio, the NuvoSport too does a shimmy on start-up and shut-down. How different is it from its sibling More importantly, is there more to it than the fancy dress Let's take a look!DesignLet's not mince words here.Drive the NuvoSport around and you'd quickly realize that it is at ease pottering around the city calmly. Sadly, that isn't the case. On a highway stint, there's enough torque in reserve for it to not feel breathless. We expected Mahindra to price the NuvoSport aggressively, undercutting the Brezza and the EcoSport substantially. The Quanto's interiors looked outdated even back then, and carrying the same design in 2016 is a bit of a no-no. If space, power, and a cushiony ride are your key criterions, the NuvoSport is the one to pick!. Braking power is adequate, but the pedal does leave you guessing at times. Look towards the Vitara Brezza or the Ford EcoSport if you intend on attacking the twisties. While we are on the subject, we wish Mahindra had equipped it with a reverse camera. There is an evident lag between shifts and even in manual, the gear changes take a second to reflect. It takes a good second to realize there's an urgent need for power. Moreover, there aren’t seatbelts or lap belts either. The suspension is soft and will iron out bumps and potholes at low speeds — very few filter into the cabin. It does not roll as much as the Quanto would