Mahindra Pikup 2023 review: 4x4 cab-chassis - GVM test

The Pik-Up follows conventional truck design with a rugged ladder-frame chassis and leaf-spring live rear axle, but the independent front suspension with upper and lower wishbones uses torsion bars rather than coil springs. Brakes are front discs and rear drums. It has a 3040mm wheelbase and with its standard GPA tray has an overall length of 5175mm, 1820mm width and 1860mm height.

It has a 3040mm wheelbase and with its standard GPA tray has an overall length of 5175mm, 1820mm width and 1860mm height. (image: Mark Oastler)

The interior, although basic, is a practical and visually pleasing mix of black and grey surfaces with satin chrome highlights on the gearstick surround, steering wheel, handbrake, dash and door trims. All driver controls are easy to see and operate and the fabric-trimmed bucket seats are comfortable.

However, the volume control for the audio system doesn't allow for adjustment between its strictly numbered settings. And although it has 210mm of ground clearance and steep 34 degrees approach angle, the long rear overhang of about 1600mm from the axle centreline to the rear of the tray/tow-ball results in a comparatively shallow departure angle of only 15 degrees. And the turning circle is rather large at around 13.4 metres.

The interior, although basic, is a practical and visually pleasing mix. (image: Mark Oastler)

Mahindra's official combined figure is 8.6L/100km and the dash display was showing 8.1 when we stopped to refuel at the end of our 392km test, of which around a third was lugging a near-maximum payload. Our figure, calculated from fuel bowser and tripmeter readings, was very close at 8.7L/100km. Needless to say, that's excellent economy for a one-tonne ute and based on our figures should deliver a lengthy driving range of around 900km from its 80-litre tank.

Mahindra claims an official kerb weight of 1855kg allowing for a tray weight of 260kg. Even though that seems heavier than usual (in our experience GPA trays are usually around 150kg) the Pik-Up's 3150kg GVM  allows for a useful one-tonne-plus payload rating of 1035kg.

It's also rated to tow up to 2500kg of braked trailer, which is 1000kg less than the 3500kg benchmark for this segment. And with its 5150kg GCM, or how much it can legally carry and tow at the same time, the Pik-Up's payload would need to be reduced by 240kg to tow that weight.

The centre console has a narrow vertical slot at the front which is ideal for storing a phone. Behind that are single cup and bottle holders plus some small open storage at the rear. (image: Mark Oastler)

Internally, the aluminium tray is just under 2.6 metres long and 1.8 metres wide with 250mm-high drop-sides. It comes equipped with 16 internal anchorage points and three external ropes rails along each side.

Limited cabin storage includes a single glove-box plus narrow bins with no bottle holders in the doors. There are also no bottle or cup holders or any other storage in the dash, but there is an overhead glasses holder.

The centre console has a narrow vertical slot at the front which is ideal for storing a phone. Behind that are single cup and bottle holders (fine for one occupant but not two) plus some small open storage at the rear. There's also some useful space behind the seats for packing loose items like jackets, soft bags, groundsheets etc.

Limited cabin storage includes a single glove-box plus narrow bins with no bottle holders in the doors. (image: Mark Oastler)

We strapped 890kg onto the tray which with driver equalled a payload of just under one tonne. The rear leaf springs only compressed about 40mm under this weight, which left about 40mm of static bump-stop clearance that was more than ample to avoid any bottoming-out over bumps.

It felt stable and surefooted when hauling this load around town, with the short first gear and  engine torque making light work of standing starts. It was also competent and comfortable at highway speeds, with relatively low engine and tyre noise.

It also performed well on our 13 per cent gradient, 2.0km-long set climb under this load. We didn't need to shift any lower than third gear and it pulled cleanly from as low as 1500rpm, which showcased its flexibility. Engine-braking in second gear on the way down was also commendable for such a small displacement engine, given the heavy load it was restraining.

We strapped 890kg onto the tray which with driver equalled a payload of just under one tonne. (image: Mark Oastler)

The Pikup is covered by a five-year warranty consisting of primary three years/100,000km followed by two years coverage of the drivetrain only. There's also five years/100,000km of roadside assist. Scheduled service intervals are 15,000km/12 months. Capped-price servicing for the first four years/55,000km totals $2296.