MPV’s (Multi Purpose Vehicles) have long since dominated the scene as ‘people carriers’ – private taxis. It is this image that has dissuaded private buyers from buying one for personal use. So to appeal to the egos of individual customers, MPV’s are shedding their ‘private taxi’ image and becoming more upmarket. Tata completely redesigned the Sumo and launched it as the Sumo Grande – which bears little resemblance to its utilitarian beginnings. GM gave its workhorse the Tavera a nip and a tuck. And when Mahindra wanted a share of this pie, it launched the Xylo with all the bells and whistles you can think of, to attract buyers. The Innova has been the most ‘car-like’ of this lot but Toyota has taken the game forward with the recently face-lifted Innova that gets more features and a smarter look.

This new breed of MPV’s is being positioned as practical alternatives to saloons. It’s for those who love travelling with family and friends without draining the bank. It’s for people who will happily trade in a saloon for the sheer space MPV’s offer. In this exhaustive back-to-back comparison, AutoCar (March ’09) chooses the best among the four…

Design & Engineering

The one thing these MPVs have in common is their fundamental construction. Under the skin, all four vehicles have used a tried-and-tested body-on-frame chassis design but that’s where the similarities end.

The Tavera is the oldest here and looks it. The Tavera is sprung by basic torsion bars in the front and leaf springs at the rear. The compact dimensions and good visibility make this car easy to place in traffic.

The Sumo Grande looks almost futuristic. Tata has deliberately kept the SUV-like two-box look to appeal to SUV buyers as well. The basic ladder structure of the Sumo’s chassis has been stretched to increase the wheelbase by a massive 150mm. The chassis has been stiffened with additional braces spanning the long-and-cross members. The suspension too has been fine-tuned but the basic geometry remains the same. Sadly, the truck-like-leaf-spring rear suspension continues doing duty in the Grande.

Mahindra has designed the Xylo ‘inside out’ and it shows. The upright A-pillar, drooping bonnet and skyscraper proportions give it more interior space than any other in its class, but pays for it by looking like a potpourri of design elements. The Xylo’s body-on-frame construction which Mahindra claims is 30 percent stiffer than the Scorpio’s chassis. The independent front suspension uses double wishbones and coil springs. It also gets an anti-roll bar in the front. The rear suspension is a non-independent, live axle with coil springs, a notch up from cart-like leaf springs. What can be debated is the Xylo’s fit and finish – though not quite Innova-like, it’s the best on a Mahindra so far.

Meanwhile, Toyota has just launched the face-lifted Innova with an all-new grille and a new bumper as well. Built on a ‘C-in-C’ ladder frame, the Innova clearly has commercial-vehicle proportions which even the sloping roof, curved D-pillar and mildly flared wheel arches can’t disguise. The Innova has coil springs on all four wheels, independent wishbones up front and a four-link rear setup along with a low centre of gravity – all of which point to good ride and handling. Large bushes have also been used to damp additional vibrations. Build quality in the Innova is superb and a generation ahead of the others.

Interiors

Here again, the Tavera shows its age. It’s narrower and smaller than the others and therefore interior space isn’t too great. Storage space is minimal too but the twin glove boxes are a useful feature. The redesigned dashboard is a big improvement but the cabin still lacks a luxury feel, even with ‘luxury’ trim. Middle row passengers get decent legroom but it’s not as generous as in the others, even with the optional captain’s chairs. The seats themselves are quite unsupportive and the high floor compromises one’s posture. It is also the only MPV in this bunch to still boast of jump seats which are otherwise best let folded up. A good thing is the low load lip and square load bay which makes loading easy.

The Sumo Grande with its beige and faux wood interior, at first sight looks good. The well designed speedometer and tacho are easy to read and the block-like central console is functional too. Also there are cubbyholes galore to store all one’s knick knacks. However on closer look the general touch and feel is tacky. Passenger comfort has been given top priority in the Grande and it’s evident in the seats. Sitting posture is very comfortable in the front and middle seats thanks to high seats and good thigh support. The driver’s seat height and steering can both be adjusted. The rear seat has a low base but angles upwards to give good thigh support. In fact, there’s more head and legroom than in the Innova. Both rows also get their own air-con vents and a separate blower has been provided as well. But there’s no second compressor.

The Grande might be grand, but what the Xylo delivers is gargantuan space.  The Xylo is superbly comfortable and the front and middle bucket seats are the best in its class. Also the front two seats can be joined to form a flat bed – airline style. The third row easily beats others for comfort and gets individual air-con vents, an armrest, cabin lights, cup holders and butterfly opening rear windows in the third row. What makes the Xylo truly special is its features and equipment list. The Digital Drive Assist System (DDAS) provides regular data and can be programmed to show a picture of one’s God! Also other niceties include an adjustable armrest, airline style folding trays for middle row passengers, parking sensors, dual air con, alloy wheels, electrical mirrors and keyless entry with immobilizer among others. The letdown is the overall fit and finish of the interiors which spoil the ambience in this fine MPV. Moreover the lack of safety features like ABS and airbags, even in the top variant, docks more marks from the Xylo’s report card.

This brings us to the Innova. Toyota has just added extra features like automatic climate control, stereo-mounted audio controls and a multi-information display. Apart from these additions, the interiors remain largely unchanged. One gets the same top-quality materials and excellent fit-and-finish that are typically up to Toyota’s high standards and a class apart from the others. The Innova may not be as spacious as the Xylo but its good enough. But it’s in the third row that the Innova loses out. But the crucial advantage the Innova has over the Xylo is with luggage space. Even with all three rows in place, one can still stow away a few duffel bags.      
                      
Engine, Gearbox & Performance

The Tavera comes to the contest with a 2.5-litre, direct-injection turbo-diesel, which puts out a modest 80bhp. The ‘soft’ turbo doesn’t give one the kick of its bigger competitors but the torque spread is seamless and even. Decent in-gear acceleration coupled with almost no turbo lag gives the Tavera decent drivability in the city but out on the highway – the Tavera struggles with the lack of horses showing up starkly.

The Sumo Grande is powered by Tata’s new 2.2-litre DiCOR motor that also does service in the Safari. The engine has been de-tuned in the interest of fuel economy so it makes 118bhp as compared to 140bhp in the Safari. However, the motor still uses the variable geometry turbo and hence this big 1,940kg car moves forward smartly, responding to the sudden demand of power instantly with very little turbo lag. But once the motor has spooled to 1800rpm, the strong response from this DOHC 16-valve common-rail diesel simply yanks one forward and there is no let-up in acceleration till around 3500rpm. Flat-out performance however is not as impressive as drivability. The culprit is the Grande’s tall gearing. Noise levels in the Grande are pretty impressive. The clatter of diesel at idle is well muffled and it is super-silent when cruising.

Like the Grande, the Xylo’s engine too is borrowed. The 2.5-litre engine under the bonnet is Mahindra’s famed CRDe that is now renamed the mEagle. The motor has been given some hardware upgrades such as hydraulic valve adjusters, an automatic belt tensioner and a recalibrated ECU. The Xylo’s performance is its forte. The engine responds well to throttle inputs even from low down powerband. The terrific mid-range is never short of grunt, even with a full house. In fact this big MPV clocks 100kph in less than 15 seconds. Show it the highway and it will effortlessly munch away the miles. The gearbox though is still the weakest link in the powertrain and one needs to be precise while shifting.

The Innova is powered by the tried-and-tested D4-D 2.5-litre turbo-diesel generating 102bhp which is adequate enough. The long-throw gearbox is light and direct and the gear ratios are perfectly matched to the engine’s power and torque. As a result, ambling in city traffic is a breeze and though it is not as quick as the Xylo – one rarely feels the lack of power or the need to downshift.

Ride & Handling

The Tavera is a decent-handling vehicle and the quick and fairly accurate steering helps as well. The suspension is on the stiffer side; one can feel the lack of compliance at low speeds and sharp ridges can be jarring. The brakes have pretty good stopping power but need more servo assistance.

Handling is not the Sumo Grande’s forte. The low-speed ride quality is pretty good thanks to the generous suspension travel and large tyres. Find a good straight road and the Sumo will impress you with its high-speed straight-line stability. But if the surface is anything less-than-perfect, it tends to wander and go offline. Also the top-heavy Grande rolls when driven hard and adding to the feeling of insecurity is a lifeless steering.

The Xylo is the tallest of the lot and has an overweight mEagle engine that sits high up on the nose. This equates to a high centre of gravity that greatly impacts the dynamics. The soft suspension doesn’t help the handling either. The brakes are good enough in the city but not on the highway. The saving grace is the well-weighted steering which gives decent feedback.

Toyota’s engineering expertise has ensured that the Innova drives as well as a saloon. Out on the highway, the Innova is superb. Body roll is well-contained. The steering is well-weighted and gives superb feedback. Low speed rides might not be as good as the Xylo’s but it’s not jarring either. What is truly impressive, says AutoCar (March ’09), is the Innova’s flat and consistent poise with none of the heaving and pitching of its rivals.

Fuel Economy

The average Joe Tavera holds the trump card here returning 10.6kpl in the city. The biggest loser? The Tata Sumo Grande with an average of 9.6kpl in the city. The Innova returns an admirable 10.3kpl and the Xylo follows with 10.0kpl for the same cycle.

Verdict

The Tavera is the taxi operator’s darling, thanks to its superior fuel efficiency and easy maintenance. However when it moves upmarket it is outclassed by the competition. Plus a relatively hefty price knocks it out of competition.

The Grande is a seachange from the utilitarian Sumo but the lack of finesse and poor build quality, especially on the inside, are all evident.

Mahindra has pulled out all stops to crown the Xylo the king of this segment – and the unsorted dynamics and the below-the-par interior quality notwithstanding, it does not fail to pamper Indian customers and their wallets.

As a product, the Innova’s superiority is beyond reproach and proof of how thoroughly engineered Toyotas can be. The only hurdle is the price which is a good two lakh ore than a similarly specced Xylo. But factor in the Innova’s proven credentials and the sheer feel-good factor it offers and the price doesn’t look so intimidating any more.