The 2.2-litre mHawk120 powering the Neo Plus is a four-cylinder turbocharged diesel producing 118 bhp and 280 Nm. Compared to the Bolero Neo's 1.5-litre three-cylinder mHawk100 with 99 bhp and 260 Nm, the additional displacement brings more torque headroom and more composed performance under load. 

The Neo Plus's 2215 kg kerb weight demands the larger engine's output. With nine passengers on board, the mHawk120's 280 Nm from 1800 rpm provides the pulling power needed to move the loaded vehicle confidently on inclines and in traffic.

The engine is characteristically diesel in its delivery. It is torquey from low in the rev range, and not particularly smooth by modern standards. Four-cylinder refinement is better than the three-cylinder mHawk100's in the Neo, with less inherent vibration at idle and a more even power delivery at cruising speeds. 

The 6-speed manual's gear ratios are well-spaced for both urban use and highway cruising, and the clutch is weighted appropriately for the engine's mass and the vehicle's size.

Ride and Handling

On the road, the Neo Plus behaves consistently with a ladder-frame, leaf-spring rear utility vehicle carrying its mass. 

The ride is settled when loaded, as the leaf springs flatten under the weight and provide more consistent axle control. Unladen, the rear is more lively over undulations, which is the characteristic trade-off of the leaf-spring setup. 

The independent double wishbone front suspension manages the front axle well in most urban and rural conditions, and the 180 mm ground clearance provides adequate buffer for the varied road surfaces the Neo Plus's typical buyer encounters.

Just like the Neo, the Neo Plus also gets a hydraulic power steering system, meaning that city driving requires noticeably more effort, especially considering the SUV's additional length over the standard Neo.

The Bolero Neo Plus's 14 km/l ARAI figure reflects the reality of a 2.2-litre diesel in a heavy body-on-frame nine-seater. 

Under a full passenger load, real-world returns in city conditions will settle between 10 and 12 km/l. On the highway with a restrained approach, 14 to 16 km/l is achievable. 

The 60-litre fuel tank provides a practical highway range of 700 to 800 km under favourable conditions, which is the Neo Plus's most significant fuel economy advantage over the Bolero Neo's 50-litre tank. 

Buyers who make regular long-distance family trips will appreciate the reduced frequency of fuel stops.

The Bolero Neo Plus cabin is functional, honest and deliberate in its prioritisation. 

The front seats are comfortable and get individual armrests. The second-row bench, faced forward like a conventional rear seat, makes this row genuinely usable for longer journeys. Given the 2.6-metre wheelbase, legroom in the second row is acceptable for adults of average height. 

The third row is where the Bolero Neo Plus's design priority diverges from conventional family SUVs. The fold-up, side-facing seats are oriented against the rear quarter panels, facing inward rather than forward. This is the commercial-vehicle configuration adopted by the Bolero family for decades, and it is comfortable for shorter journeys and adequate for children. 

For adults on longer runs, the side-facing position, the lack of headrests and the proximity to the rear tailgate make it genuinely uncomfortable and unsuitable for highway journeys. The butterfly rear quarter glass provides ventilation and light for third-row occupants.

The 9-inch touchscreen on the P10 is a meaningful addition over the base P4 and provides basic infotainment functions but misses out on Apple CarPlay or Android Auto. The base P4 does not get any audio system.

The 696-litre boot, accessible with the rear seats folded, is capacious and useful for cargo-carrying when the vehicle is not in full nine-seat configuration. With all three rows in use, the loading area behind the third row is minimal, consistent with any nine-seat configuration in this price bracket. 

The Neo Plus shares its design language with the Bolero Neo, carrying forward the rectangular grille with chrome slats, the upright windscreen, the body cladding on the lower sides and wheel arches, and the overall boxy silhouette that is characteristic of the Bolero nameplate family. 

At 1795 mm in width, the Neo Plus is the same width as the Bolero Neo and meaningfully wide for its class, contributing to the second row's shoulder room and the overall sense of interior space. 

At 4400 mm, the Neo Plus is 405 mm longer than the Neo and the additional body length is immediately apparent in the extended rear section that accommodates the third row.

It features 15-inch steel wheels on the lower P4 variant and 16-inch alloys on the P10. Front fog lamps are also exclusive to the P10, giving it a slightly more complete front appearance.

The 180 mm ground clearance is adequate for typical semi-urban and rural road conditions.

Three colour options, namely Dsat Silver, Napoli Black, and Diamond White cover the basics without the variety or dual-tone options available on the Thar Roxx or Bolero Neo N11.

Dual front airbags and ABS with EBD are the extent of the Bolero Neo Plus's safety equipment. There is no ESP, no hill hold, no ISOFIX, and no TPMS across either variant. 

Note that the closely related Bolero Neo received a 1-star rating for both adult and child occupant protection in Global NCAP tests under the latest protocols, citing concerns over structural stability, chest and foot protection in frontal impacts, and limited child restraint options. Buyers looking for the safest cars to buy in 2026 may find this guide useful.

No specific Bharat NCAP rating is available for the Bolero Neo Plus.

For a nine-seat vehicle that will regularly carry multiple occupants and children, the safety equipment gap relative to alternatives in the price range is the Neo Plus's most consequential limitation. 

The Bolero Neo Plus primarily competes with the standard Mahindra Bolero and Maruti Suzuki Ertiga as direct alternatives for buyers seeking high-capacity, practical people-movers in a similar price bracket.

The standard Bolero offers a more traditional, compact 7/9-seater layout with proven longevity and lower running costs in rural duty, while the Neo Plus leads with a stretched wheelbase, more modern interior elements (larger touchscreen option), and stronger torque delivery from the 2.2-litre engine.

The Ertiga provides a monocoque MPV platform with superior ride refinement, better fuel efficiency in petrol/CNG options, and a more car-like cabin experience. Conversely, the Bolero Neo Plus holds an edge in sturdy body-on-frame construction, diesel torque for loaded highway runs, and authentic SUV styling with higher ground clearance suitability.

The Mahindra Bolero Neo Plus fills a specific gap with clarity. 

As the most affordable genuine nine-seater with a body-on-frame chassis available new in India, it serves buyers who need that specific combination without alternatives at a comparable price. The 60-litre fuel tank, the 118 bhp mHawk120 diesel, the 180 mm ground clearance, and the 696-litre folded boot space together make a genuinely practical utility vehicle.

The safety equipment is the package's most significant constraint and the honest limitation of a vehicle in this price segment with this configuration. Two airbags with ABS and EBD are the baseline across both variants, and buyers who regularly carry passengers in all three rows should weigh this against alternatives where crash protection standards are higher.

The P10 is the more complete variant for everyday use, with a touch screen system, cruise control, USB charging, rear wiper and washer, and alloy wheels. The P4 is the right choice only for buyers who specifically need the lowest possible purchase price and can accept the P4's connectivity and convenience limitations.