The moment I pressed the engine start button, I was in awe of how silent the 2.0-litre mStallion motor was at idle. There was no noticeable vibration coming through the steering, gear lever or pedals. On red light stops, I repeatedly found myself checking the digital tachometer just to verify whether the engine was still running.

Navigating dense city traffic, however, revealed the nuances of this drivetrain. Below 2,000 rpm, there is noticeable turbo lag. Combined with the long clutch travel and a slightly springy pedal action, crawling in stop-and-go traffic gave my left leg a genuine workout. I quickly realized that I could not simply roll off idle in second gear from near zero speed, and had to downshift to first gear and build revs to avoid stalling the nearly 2 tonne machine. The 6-speed manual gearbox has clear, defined gates, but the throws are on the longer side.

I would be lying if I said I did not miss the automatic. The Scorpio N gets a smooth 6-speed torque converter unit, which is one of the best automatics you can buy.

However, once the needle crosses 2,000 rpm, the engine completely transforms, delivering an explosive mid-range punch. When I stepped on the throttle in third gear on an open stretch of road, the wave of 370 Nm of torque pinned me back into my seat. Overtaking long lines of highway traffic was effortless, and the car pulled with unbelievable urgency all the way past 5,000 rpm where the peak 200 bhp lies. It feels faster than almost any ladder-frame SUV has a right to be.

Cruising at 90 to 100 km/h in sixth gear on the highway held the engine at a calm 2,000 rpm, making long-distance cruising extremely relaxed. However, a slight wind noise starts filtering into the cabin at around 120 km/h, and it only gets more noticeable as you go faster.

The steering calibration surprised me in a positive way. At parking speeds, the wheel feels light enough that I could maneuver into tight spots using just one hand. It weights up reasonably well as speeds rise, though feedback from the front tyres remains muted, which is typical for this segment.

Ride quality is an aspect where I feel the Scorpio N truly outclasses its rivals. The Frequency Dependent Damping and Watt's linkage rear suspension absorbed broken roads, unpaved surfaces, and sudden speed breakers with remarkable composure. You do feel a minor low-speed lateral side-to-side rocking over uneven roads, which is inherent to ladder-frame designs, but high-speed composure over highway expansion joints was exceptional.

Body roll is significantly better contained as compared to previous Scorpios, and I was pleasantly surprised by its ability to take on high speed sweeping turns at triple digit speeds.

During our time with the SUV, we recorded realistic numbers across different conditions. In heavy, bumper-to-bumper city traffic, the fuel economy hovered between 6 and 7 km/l. In lighter city conditions with better traffic flow, I managed around 8 km/l.

On open highways, keeping the cruise control set around 90 to 100 km/h yielded 12 to 14 km/l. However, when I pushed the SUV beyond 120 km/h, fuel economy rapidly dropped below 9 km/l due to the tall, boxy frontal profile creating significant air resistance. Overall, my mixed driving loop yielded a final average of roughly 8.5 km/l.

Compared to diesel manual owners who regularly report 11 to 13 km/l in the city and up to 17 km/l on highways, this petrol engine is undoubtedly thirsty. The 57-litre fuel tank translated to a realistic range of around 400 to 450 km between fuel stops.

If fuel economy is high on your priority list, don’t even bother looking at the petrol variants.

However, for those of you who don’t have enough daily running that warrants a diesel, and/or are based in Delhi-NCR facing the strict 10-year rule on diesel vehicles, getting a 15-year registration validity on a 200 bhp petrol SUV is a compelling tradeoff.

You can get a good idea of your potential running costs by comparing the diesel and petrol Scorpio N using our fuel cost calculator.

Climbing up into the driver seat made me instantly appreciate the high seating position. I found myself looking down at the roofs of compact SUVs, enjoying a clear view over the tall bonnet and slim A-pillars.

The Mocha Brown leatherette upholstery gave the cabin a warm, upscale feel. The dashboard layout is practical, featuring physical buttons and rotary dials for the dual-zone climate control. During an afternoon drive under direct sunlight, the air conditioning cooled the large cabin rapidly. The front seats were supportive, and with 6-way power adjustment and lumbar support for the driver, I found a comfortable driving position fairly quickly. However, I feel telescopic steering adjustment should have been offered at this price point.

The 8-inch touchscreen worked reasonably well with my phone, though I encountered occasional AdrenoX software glitches where the display lagged or wireless Apple CarPlay temporarily disconnected. The standout feature inside was the 12-speaker Sony 3D audio system. The cabin acoustic staging and bass depth from the subwoofer sounded richer and punchier than almost any standard setup in this price range.

In the second row, I found adequate legroom and headroom for two full-sized adults, but seating three abreast felt tight across the shoulders. A major limitation I noticed is that the second-row seats do not slide forward or backward, which restricts flexibility for third-row legroom. Middle-row passengers do get dedicated rear AC controls and a USB Type-C charging port. The single pane sunroof lets in a decent amount of light.

I spent a few minutes testing the third row, and as someone who is short, it felt very cramped. Knee room was minimal, my thighs were elevated due to the low seat base, and there were no dedicated AC vents or charging ports either. It is best used for short trips or young children.

Boot space behind the third row is negligible, good enough for a little more than a couple of small soft bags. However, tumbling the third row forward opens up a massive cargo bed that easily swallows a large amount of luggage. Closing the side-hinged rear tailgate required a firm hand, as the door itself feels quite heavy.

Hands down, one of the major advantages of owning or driving this SUV is its menacing road presence. Be it in the city or the highway, when people see you coming, they make way!

The front end is unmistakably Scorpio. The dual-barrel LED projector headlamps sit within a tall, chrome-heavy grille that makes the car look wide and imposing even from a distance. The C-shaped LED DRLs on the bumper add a distinctive signature at night. There is nothing subtle about this face, and it is clearly designed to be noticed in a rear-view mirror.

From the side, the proportions work. The high bonnet line, the flat roof, the squared-off rear elevate its muscular appeal. The R18 diamond-cut alloy wheels fill the arches well and suit the car’s size. Side steps come as accessories on many dealer-delivered units, which is a boon while getting in and out of the car.

At the rear, the tall stacked LED tail lamps and broad tailgate finish off the look nicely. The rear spoiler adds visual bulk without looking out of place. The horizontal black panel below the windshield and the chrome bar below the bumper divides opinions. It works on dark colours like Stealth Black and Midnight Black, but looks odd on lighter shades.

I felt very confident behind the wheel knowing that the Scorpio N earned a 5-star rating for adult occupant protection from Global NCAP based on its structural integrity.

However, because it was a manual transmission variant, active features like adaptive cruise control with stop-and-go were absent.

Standard safety features include four-wheel disc brakes, ABS with EBD, ESC, hill hold, hill descent control, ISOFIX mounts, and six airbags on top trims. The four-wheel disc brakes deserve special praise; during a hard braking test from 90 km/h, the brake pedal felt firm and progressive, bringing the heavy SUV to a standstill with total composure.

The Scorpio N’s closest competitor is Mahindra's own XUV700, which offers a more car-like driving feel thanks to its monocoque platform, a tech-heavy twin-screen dashboard layout, better fuel efficiency, and a more usable third row.

However, the Scorpio N edges ahead with its superior rough-road capability, higher seating position, and a rugged chassis.

Similarly, against the Tata Safari and Harrier, the Scorpio N stands apart with its body-on-frame layout and rear-wheel-drive setup.

The Safari offers slightly richer material touches inside the cabin, but Tata’s Hyperion petrol engine, producing nearly 170 bhp and 280 Nm is significantly down on power as compared to Mahindra’s mStallion.

Driving the Scorpio N petrol manual was a deeply engaging experience. It is not the variant Mahindra expects most people to buy, nor is it the most practical choice for a daily city commute.

You have to accept genuine compromises such as the single-digit fuel economy in city traffic, a heavy clutch pedal in crawling jams, minor touchscreen bugs, and a tight third row.

Yet, every time I found an open stretch of tarmac, dropped a gear, and felt those 200 petrol horses pull the heavy SUV forward while the suspension glided over broken pavement, I found myself smiling. It offers a level of mechanical involvement, effortless highway performance, and commanding road presence that soft modern crossovers simply cannot replicate.

If you are planning to purchase a Scorpio N petrol manual, I consider the Z8T variant to be the absolute sweet spot in the lineup. It gives you the 12-speaker Sony sound system, ventilated front seats, 6-way power driver seat, 18-inch alloys, and leatherette interior without forcing you to pay extra for ADAS features that lose active functionality on manual models anyway.

The Z8L manual is worth the extra spend primarily if you drive long highway distances and want the camera-based safety warnings and auto-dimming IRVM.

If your monthly driving exceeds 1,200 to 1,500 km, buy the diesel. The fuel savings over three to four years will be substantial.

Additionally, if you love adventures and intend to do more than just some mild off-roading, get one of the 4x4 variants. These again, are exclusive to the diesel powertrain.

We have compiled a list of all the 4WD and AWD SUVs you can buy in India.

However, if your monthly usage is under 1,000 km, if you live in Delhi-NCR and want to bypass the 10-year diesel restriction, or if you simply love smooth, high-output petrol performance and can afford the petrol bills, the mStallion manual is a deeply satisfying choice.

Moreover, you can also escape the infamous DPF clogging issues by opting for the petrol.

Just ensure you take a comprehensive test drive through heavy city traffic to confirm you are comfortable with the clutch weight before placing your order.

If you are not looking to buy a car immediately and can wait, it would be worth waiting for the Scorpio N’s facelift, which has been spied testing on various occasions and is expected to be unveiled on independence day.