Mahindra XUV3XO AX7L 2026 review

The first small car from Mahindra might catch your eye with its segment-leading price, but does it earn every dollar you’re forking out?

While most car companies come to Australia and set up shop in our metropolitan cities and work their way out, Mahindra is a company that started in the outback and is working its way in.

First establishing itself in Queensland some 20 years ago as a tractor business, Mahindra slowly branched out to cars with the famously unkillable and regional fan favourite, the Pik-Up ute, followed much more recently by the Scorpio 4WD wagon and the more urban-centric XUV7OO midsize SUV.

Neither has quite landed with a slam dunk in Australia, but the XUV7OO has shown some genuine promise in Chasing Cars‘ previous testing. It’s not perfect, but it presents a lot of value for suburban buyers with its circa-$40K asking price.

But it’s time for Mahindra to take a deeper step towards the inner city with its XUV3XO compact SUV.

Based on the X100 platform that dates back to 2015, the XUV3XO is a facelift of the XUV 300 that been very popular in its Indian homeland since 2019, but has been significantly updated to tackle wealthier markets with more money to burn such as Australia.

We’re not quite at the peak of the cost-of-living crisis anymore, but Aussies still love a bargain and with a price that crowns the XUV3XO one of the very cheapest SUVs in the country, could India’s answer to affordable motoring be what we’ve been waiting for?

What are the XUV3XO AX7L’s features and options for the price?

The Mahindra XUV3XO presents as a well-equipped vehicle for the price, kicking off at $23,990 driveaway for the entry-level AX5L.

Standard features for the entry grade include:

• 16-inch alloy wheels
• LED headlights and tail-lights
• Push-button start
• Roof rails
• Cloth seat upholstery
• Dual-zone climate control
• Leather steering wheel and shift knob
• 10.25-inch multimedia screen
• Wireless Apple CarPlay/Android Auto
• 10.25-inch digital instrument cluster
• Six-speaker sound system
• Auto headlights and wipers

But at $26,990 driveaway, the AX7L we have here on test offers a considerable step up in features for the $3000 upcharge. As a result, it’s expected to make up the bulk of XUV3XO sales.

Features fitted to the high-spec AX7L variant on test include:

• 17-inch alloy wheels
• LED front fog lights
• Synthetic leather seats
• Sunroof
• Seven-speaker Harman Kardon stereo
• Synthetic leather on door tops and dash
• 65-watt USB-C charging port
• Cooled glove box
• Auto-dimming rear view mirror

Prior to August 31st this year, the XUV3XO was officially the cheapest SUV in Australia, with prices pitched $500 cheaper.

In its current form, the XUV3XO shares the title of the cheapest SUV in Australia with the Chery Tiggo 4, with rivals including the Mazda CX-3 (from $32,990 driveaway), Toyota Yaris Cross (from $35,780 d/a), Suzuki Fronx (from $29,990 d/a), Kia Stonic ($28,790 d/a in NSW), Hyundai Venue ($26,240 d/a in NSW), and Skoda Kamiq ($33,990 d/a in NSW) asking higher outlays.

How does the XUV3XO AX7L drive?

For a brand better known for selling tractors, there are some surprisingly refined elements to the way XUV3XO drives.

In a segment dominated by underpowered, loud and naturally aspirated petrol engines mated to CVT transmissions which send revs skyward in search of power, the XUV3XO stands out with its cheerful 1.2L three-cylinder engine paired with a traditional six-speed torque converter automatic.

The combination means the XUV3XO produces its 200Nm torque peak at a low 1500-3500rpm, which is brilliant for low-speed urban driving and keeps engine noise hushed – good news, because sound insulation is lacking in the cabin of the Mahindra, as becomes quite apparent at highway speeds.

The headline power figure of 82kW at 5000rpm is less impressive, and can make overtaking on country roads at speeds above 80km/h challenging.

It might not be as refined or feel as punchy as the 85kW/200Nm 1.0L three-pot found in the likes of the Skoda circa-$34K Kamiq Select, but the XUV3XO is considerably cheaper. Power is sent to the ground via the front wheels, with no AWD options available at present.

We noted mixed experiences when sampling the stop-start system with different XUV3XOs, with one review unit at launch providing a peppy and relatively smooth motoring from a standstill, while our follow-up tester was slow and rough to respond.

There is a bit of fun to be had in low- to mid-speed corners with the XUV3XO, with the short wheelbase, tiny wheels and relatively low ride-height for an SUV making it feel relatively playful.

At higher speeds, the short wheelbase and the firm nature of the suspension can make the XUV3XO feel unstable in a way most modern cars seem to have ironed out in recent years.

Making things more difficult is the driver is left partly ‘blind’, with no discernible feedback felt through the steering wheel to feel and react to the road – and yet this is only the start of the Mahindra’s steering woes.

Editor Jez Spinks labelled the XUV3XO’s steering the worst he has ever felt in any new vehicle in over the several decades of his motoring career – and it really does have to be experienced to be believed.

After a little over half an hour of driving, my shoulders (which do see a gym from time to time) began to ache from simply muscling the XUV3XO along the highway in a normal fashion, providing normal small steering inputs to keep the SUV in its lane.

This isn’t the fault of over-zealous lane-keep assistance technology; rather, the power steering appears to be wound all the way off at highway speeds, and then comes back on with unbelievable intensity once you slow down to city speeds.

As a result, the XUV3XO requires both sharp concentration and muscle-power to be driven properly; it’s a tall ask from buyers after a relaxed motoring experience.

What is the XUV3XO AX7L’s interior and tech like?

In many ways, the interior of the Mahindra is a breath of fresh air.

With the segment dominated by screen-heavy and button-scarce rivals from China, who often have a ‘fix it in post’ mentality when it comes to unreliable or confusing operating systems, the simplicity and usability advantage is welcomed.

Dedicated dials and buttons are assigned to the climate control, a volume knob is found logically placed under the 10.25-inch centre multimedia screen and the setup is complemented by a litany of buttons on the steering wheel.

It feels old school, because it is. The XUV3XO is fundamentally an old car, but it has been modernised with features such as a digital driver’s display and a wireless phone charger.

The seven-speaker Harman Kardon stereo is another surprising addition to a vehicle at this price point, with decent audio clarity and depth to the sound, but it’s fighting an uphill battle against exterior road noise thanks to the lack of sound deadening in the cabin.

Material quality is surprisingly pleasant inside the cabin of the Mahinda, with a leather steering wheel fitted as standard and synthetic leather material across the door tops in both the front and rear on the AX7L – even the headliner feels surprisingly lush.

But it doesn’t take long to find shoddy workmanship, with the driver’s seat in our initial review unit becoming increasingly loose the more we drove it, while a follow-up XUV3XO had a rattling back seat and water ingress issues due to poor sealing on the doors.

Considering the XUV3XO is less than four metres long, the space inside is remarkable, with ample room to sit behind my own driving position set for my 182cm-tall frame.

While it lacks much in the way of depth, the 364L boot is tall, useful and includes a space-saver spare under the floor. If you need more space, the rear seats fold 40/60 but there is a substantial step up in height from the boot floor.

Is the XUV3XO a safe car?

At present, the XUV3XO does not come with a rating from local testing authority ANCAP. Its five-star rating under India’s relatively new (2023 introduced) and more lenient Bharat NCAP is perhaps not an accurate comparative barometer.

Mahindra insists that it intends to test the XUV3XO locally to prove its mettle under stricter local rules, but only after it has been given a physical upgrade designed to better suit ANCAP’s next round of protocols due to come into effect in 2026.

For now, Mahindra insists the XUV3XO is a safe car, but given the brand is still reeling from the zero-star rating given to its Scorpio 4WD earlier in 2024, you’d be forgiven for being wary.

As standard, the XUV3XO features a healthy list of features:

• Six airbags
• Adaptive cruise control
• Tyre pressure monitoring
• Forwards AEB w/pedestrian detection
• Lane keep assistance
• Traffic sign recognition
• Automatic high beam

The overall tuning of the driver assistance technology is certainly better than some in this segment, though we still found ourselves turning off the lane-keep assistance, which is too intrusive.

Stepping up the AX7L adds front parking sensors in addition to those in the rear, which while welcome, we found to be quite oversensitive in practice.

Also included is a decent-quality 360-degree camera system, which is a rarity at this price point and will be helpful for newer drivers.

What are the XUV3XO’s ownership costs?

The official combined fuel consumption of the tiny 1.2L engine is 6.5L/100km, with our testing returning a fairly unimpressive 7.6L/100km.

Given the tiny 42-litre fuel tank, that works out to a range of just 552km between fill-ups.

Mahindra says the XUV3XO can run on 91-octane fuel when needed though 95 is recommended, which does impact ongoing running costs.

It’s a long way from the segment leading hybrids such as the Toyota Yaris Cross Hybrid with a 3.8L/100km claim (that we’ve independently verified), and even the Suzuki Fronx claims 4.9L/100km using purely petrol power.

Serving is capped at a reasonable $1994 over six years or 85,000km, with intervals of every 12 months or 15,000km (excluding the first major service, which is limited to 10,000km).

Warranty coverage is a generous seven years, though the maximum distance is limited to 150,000km when many rivals such as the Hyundai Venue are seven-years with unlimited distance.

The honest verdict on the XUV3XO AXL7

From its charming, pug-like exterior styling to its exceptional interior cabin space and a rorty little three-cylinder engine, the XUV3XO is a likeable vehicle that stops short of being recommendable in its current form.

Key questions remain over the credibility of its safety credentials in a segment sought out by young and inexperienced drivers, who will need to wrestle with the occasional moments of instability and woeful steering tune that makes the XUV3XO a challenging drive.

Worrying build quality issues across multiple brand-new review units don’t help the XUV3XO’s case either; hopefully, these issues are ironed out in the coming update booked for 2026.

The cheap small car segment may be small and increasingly more expensive, but when solid options such as the Hyundai Venue and Kia Picanto hatch still remain available, the argument for taking a punt on Mahindra’s smallest SUV needs to be based on more than just looks alone.

Overall rating

Geely Starray EM-i Inspire 2026 review

1 month ago

Tom Baker

Founder

Sharp pricing, a simple plug-in hybrid system and a pleasant interior allow the Starray to redefine affordable SUV motoring — but its dynamics need work

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Good points

• Seriously sharp price
• Loads of equipment
• Decent enough to drive
• Easily gets good fuel economy
• Roomy, comfortable back seat
• Long warranty

Needs work

• Overbearing safety tech
• Engine becomes noisy
• Vague, light steering
• Pogo-like body control
• No option for AWD or more power
• Unknown durability/resale

Even among the many Chinese car brands that have launched in Australia in recent months — nearly all of which are unfamiliar — Geely sounds particularly nondescript.

We think it’s going to be a name to remember, though. Making cars for nearly 40 years, Geely Automotive Holdings (GAH) owns Volvo, Polestar, Lotus, Zeekr, Lynk & Co and a few other badges. It has simply taken time to launch the ‘home brand’ outside the People’s Republic of China.

Among GAH’s coterie of premium and sporting brands, think of Geely like the Toyota of that universe: a specialist in mainstream vehicles. In China, the Geely lineup is Toyota-esque in its extensiveness, even if only two models have launched in Australia thus far.

The first was a cut-price midsize battery electric (BEV) SUV called the EX5. Though you’d struggle to remember it after it drove by, pricing kicking off at $40,990 plus on-road costs has been sufficient to attract attention, undercutting a Tesla Model Y by nearly $20K.

Unlike Tesla, Geely is not BEV-exclusive, and the EX5’s plug-in hybrid (PHEV) cousin — the Starray EM-i — has now hit local shores, with Australia nabbing the hybrid crossover first out of any export market.

Thanks to a considerably smaller usable battery (the Starray PHEV’s 17kWh pack plays the EX5’s 60kWh unit), costs are lower: the $37,490 (+ ORCs) Starray Complete base model is Australia’s second-cheapest PHEV, trailing only the Chery Tiggo 7 Super Hybrid.

Aside from the entry-grade Complete spec being a misnomer, the cheapest Starray is also currently absent from Australia with all launch cars being of the richer Inspire spec ($39,990 + ORCs, or about $44K driveaway in most states).

Geely says it’s unconcerned with being the cheapest in market, but there’s no avoiding that even the generously equipped Inspire is at least $2500 cheaper than a spartan base-grade Toyota RAV4 GX hybrid ($42,260 + ORCs).

So, is there a catch, or is the Geely Starray EM-i a great-value family SUV buy? We tested an example for 600km, across varied terrain, to find out.

What are the Starray EM-i Inspire’s features and options for the price?

As the Australian car market segment generating the most sales, it’s no surprise that most midsize SUV lineups are byzantine in nature with multiple trim grades and option packs providing choice … but also confusing the purchase process.

For now, Geely Australia has kept things far simpler when it comes to the Starray (and the EX5 BEV too, in fairness).

To start with, all Starrays are mechanically identical, utilising GAH’s most basic PHEV system which pairs a small 1.5-litre petrol engine which acts as a generator for modestly powerful front electric motor (160kW/262Nm). No AWD version is available.

An 18.3kWh (approximately 17kWh usable) lithium iron phosphate (LFP) battery is fitted. This is topped up by energy from the petrol engine, or it can optionally be externally charged via AC power (6.6kW) or DC fast-charging (30kW).

In essence, Aussies can choose to charge up the Starray for 67km (tested) electric range or simply fill it with petrol and run it in hybrid mode for around 800km total range. Simple!

There are just two trim grades, and for the PHEV, the shallow price gulf between the two variants virtually assures that most buyers will spring for the higher tier Inspire.

The as-yet untested $37,490 (+ ORCs) Starray Complete includes reasonable specification for its circa $40K driveaway tag, including 18-inch alloy wheels, all-round LED lighting, silver exterior trim, roof rails, rear parking sensors, and a 360-degree camera.

Inside, the Complete features vinyl upholstery with front row heating and power adjustment (six-way for driver, four-way for passenger), a Flyme infotainment system with 15.4-inch touchscreen and 10.0-inch digital instrument cluster, six-speaker stereo, climate control air conditioning, and wireless Apple CarPlay.

By comparison, the Inspire ($39,990 + ORCs) adds larger 19-inch multi-spoke alloys, a panoramic opening glass sunroof with shade, power tailgate, front parking sensors, head-up display, wireless device charger, 16-speaker premium stereo, 256-colour ambient lighting, cooled front seats, and memory for the driver’s seat.

That’s a huge upgrade in spec for just $2500 more, so for private buyers (rather than fleets) the Inspire appears to make much more sense and is great value for money.

Orders placed in the first week of sales (until 30 September 2025) receive a further $1000 discount while orders to 30 November 2025 provide a few freebies, including a Type 2 charging cable, premium paint (normally $600), and a choice of discounted financing or three years/45,000km complimentary servicing.

Six paints are available, with Alpine White standard and Polar Black, Jungle Green, Glacier Blue, Volcanic Grey, and Cloudveil Silver ordinarily priced at $600. The Inspire also offers a no-cost choice of an Ivory White interior instead of the standard Ebony Black.

How does the Starray EM-i Inspire drive?

The Geely Starray is not the best or most enjoyable midsize SUV to drive, but given its sharp pricing, that may not matter much.

With a softly sprung ride quality offering a cushy drive around town, commuting in the Starray is easy-breezy. On country roads, however, the suspension quickly runs out of bandwidth, exposing a lack of body control.

Geely’s parent company builds some very sophisticated PHEV systems, but the Starray sits at the basic end with its EM-i setup. In China, EM-i is unremarkable, yet under Australia’s new emissions regime, simple PHEVs like this are likely to replace the naturally aspirated petrol/CVT combinations common in Japanese/Korean rivals.

The EM-i powertrain is better than these alternatives. Its 160kW/262Nm electric motor feels lively, especially when the battery is charged.

But when the modest 73kW/125Nm 1.5-litre petrol engine cuts in, refinement droops. The engine is noisy, coarse, and step-off acceleration can lag until revs rise.

While Geely claims it adapted the suspension locally, little retuning of substance appears to have been completed.

Rivals such as the Toyota RAV4 and Hyundai Tucson strike a superior balance of comfort and control; by contrast, the Starray’s oversoft springs can pogo across bumpy country roads, unsettling passengers and denting driver confidence.

To be clear, the Starray is not unsafe — slowing down reduces the pogo effect — but well-sorted rivals from Japan, Korea and Europe show that floaty suspension simply is not necessary.

Around town, the plush setup works in the Starray’s favour, soaking up potholes and expansion joints with ease even on 19-inch wheels. Steering feel is less convincing, being vague around centre and only weighting-up with significant lock.

Given Geely’s access to expertise from brands like Lotus and Polestar, there is no reason future versions of the Starray could not deliver more polished ride/handling balance without sacrificing comfort.

What is the Starray EM-i Inspire’s interior and tech like?

Think of the Starray as ‘China’s RAV4 hybrid’ and you’re in the ballpark.

The cabin of this Geely SUV is not meant to be luxe or special, but it is quite comfortable, stacked with standard equipment, and the holistic execution is better than that of most midsize SUV rivals — despite the Geely’s low price.

Many Chinese cars have relatively homogenous interior design and the Starray is no exception. The cabin is totally inoffensive — even a touch bland — with ubiquitous vinyl covering surfaces above the beltline and a 15.4-inch landscape touchscreen drawing the eye to the centre of the dashboard.

We don’t expect unique design at a $40,000 price point and none of this detracts points from the Starray.

If anything, we think this is exactly what an affordable family SUV’s interior should be like, mostly avoiding rough plastics that can be evident in low-end versions of the RAV4, Tucson, Sportage, and so on.

The ergonomics of the Starray’s interior are acceptable, with key controls (including a proper indicator stalk, column gear selector and volume knob) all falling easily to hand while the Geely Flyme operating system is based around large touch targets.

Seat comfort is reasonable, with good back support despite lacking lumbar adjustment across the range. The Inspire’s inclusion of front seat ventilation is, in warmer months, worth the $2500 upcharge while that grade’s Flyme-branded premium audio is decent.

Wireless Apple CarPlay takes up the entire screen but always leaves a climate control bar on display while wireless Android Auto will be added to the Starray via over-the-air update in Q1 2026. Speaking of, two gigabytes of online connectivity per month is included for 24 months.

More impressive still is the back seat, which is spacious and properly comfortable (oddly with greater under-thigh support than the front seats!).

Six-footers easily fit in row two, while the middle seat is fine for occasional use. Air vents and soft-touch materials flow through into the back seats.

Behind the Inspire’s power tailgate (it is manual on Complete) sits a solid 528 litres of cargo capacity with a sturdy cargo blind and boot floor. No spare wheel and tyre is fitted.

Is the Starray EM-i Inspire a safe car?

The Starray has not yet received a rating from Australia’s new car crash and safety assessment body, ANCAP. Geely is hoping to receive a five-star score.

Standard safety features fitted to the Starray on both grades include autonomous emergency braking (AEB), seven airbags, adaptive cruise control, rear cross-traffic alert with braking, lane keeping assistance, traffic sign recognition, blind spot monitoring, driver attention monitoring, and the ability to detect an occupant left in the vehicle.

We’ll have to wait and see what the official safety rating is.

What we could glean from our test was that some Starray adaptive safety features are well-tuned (including cruise control and the 360-degree camera), but others are totally overzealous and frustrating to interact with.

We were driven to adopt a ‘pre-flight checks’ procedure that involved disabling audible speed limit warnings, driver monitoring, and lane keep assist on every drive.

These three features, which re-enable themselves every time you start the car, are hyper-sensitive and often inaccurate.

What are the Starray EM-i Inspire’s ownership costs?

Like any PHEV, the Starray’s fuel costs differ based on whether you charge up the battery.

Charge it and the Geely can be extremely cheap to run; ignore the battery and run it like a regular petrol-hybrid SUV and it’s still… frankly still quite economical!

First, a quirk. Geely claims that on a full charge, the circa-17kWh LFP battery pack can provide 83km electric range (WLTP).

We found that was not possible — not because it was too thirsty but because the Starray does not allow drivers to use the last 20 percent of the battery.

Our electric range test saw us drive 67km on electric power alone before the engine forced itself on at 20 percent state of charge. Had we been able to use the remaining 20 percent, our result infers out to 83km… or precisely the claim.

But if drivers cannot access the battery charge required to achieve the claim, should the claim be that high? We think not.

Still, 67km on electric power alone would allow most Australian owners to commute without waking up the petrol engine.

If you need to drive further than 67km (or if you simply don’t charge the battery), our testing confirms the following fuel economy when the petrol engine is required:

• Urban driving: 7.0L/100km
• Highway driving: 5.9L/100km

That fuel efficiency is slightly worse than what you would achieve in a Toyota RAV4 hybrid (which is not a PHEV) — but it is pretty good. Given the Starray has a 51-litre petrol tank, it will travel 864km highway on the highway before it runs dry.

Servicing is required every 12 months/15,000km, with the first five years costing $1932 — about average for the class.

Geely offers a long vehicle warranty of seven years/unlimited kilometres while the high-voltage components (including the traction battery) are warranted for eight years/unlimited kilometres.

The honest verdict on the Starray EM-i Inspire

The Geely Starray shows us the future of affordable motoring in Australia.

We think cheap-and-cheerful SUVs will increasingly be like the Starray, combining a modest petrol engine to generate electricity for a modest plug-in hybrid system.

If PHEV systems like this prove to be reliable in the long-term, this setup would represent a positive change for family cars. With the electric motor doing most of the heavy lifting, the Starray is quieter, more refined, much more economical and thus cheaper to run than the average SUV.

Combine those virtues with the very fair purchase price, generous standard equipment, acceptable interior quality and passable driving dynamics and it the Geely Starray represents great value for money.

That said, it isn’t perfect. We’d love to see Geely improve the ride and handling of this SUV in future to make it easier to recommend against familiar hybrid rivals.