tata safari ride quality

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New Tata Safari review: It’s so much better that it’s not the same

If you’re a Tata Safari die-hard, you’re going to be conflicted by this genuinely nice new-gen SUV. Aww.

Just how many of your sweet memories of yesteryear are based on pure, irrational nostalgia? Rola-Cola? Sickly-sweet, weird, barely cola-like, but recent Instagram gold. Coolie No. 1 then: Whee! Coolie No. 1 now: WTF? Then: Zeher hai ke pyaar hai tera chumma? Now: Do you like eating mangoes?

So, here’s my unpopular opinion: I don’t see the draw of the old Tata Safari. And I have fond memories of my family Tata Sierra, so if anything, I might be biased. The Safari holds the distinction of being one of India’s early “true” SUVs with 4x4, a reasonable cabin for reasonable people and other such luxuries. But the last time I drove one (the Storme), my elbows sat at different levels, I was more sailing than driving and spent most of my time wondering that perhaps Tata Motors meant that 400Nm of claimed torque was shared across several vehicles.

The new Safari suffers from none of these shortcomings. How could it, being based on the very recent (for Tata Motors) Omega architecture, which traces its roots back to Land Rover? It’s a modern SUV competing in what is becoming an increasingly hot segment in the market.

The Safari name

The way Tata Motors says it, the new Safari was always going to be called that. In the period just before the 2020 Auto Expo till now, we knew it as the ‘Gravitas’. Thankfully, that remained on the shelf. The ‘new’ Safari is essentially a three-row Harrier with an automatic gearbox available right from the time of launch.

A more mature design

Judging by the way the communications folk lit up at my mention of the more ‘mature’ design language, it appears that the mission has been accomplished by the new Safari to a certain extent. Where the Tata Harrier felt like Pratap Bose, Head of Design walked into a meeting, threw the sketches on the table and said, “build exactly that, or else…”, the Safari looks like this time round, someone on the business side said, “you’ve had your fun, now let’s do some of it my way.”

The new Safari is clearly based on the 5-seat Harrier – much of the front looks similar, but the treatment aft of the C-pillar is quite different. There’s a higher roof, with the distinctive kink that the old Safari was known for. There’s a large quarter-glass for the third row with an interesting design element buttressing it from the roof rails, down to the body panel. To my eyes, it’s a smarter-looking vehicle than the Harrier; much less concept car-like. Our automatic test variant came in this fetching Royale Blue colour that looked elegant and premium.

A word about tech

The new Tata Safari gets the same iRA connected car suite that we saw recently in the Altroz iTurbo. It provides basic geofencing security features, as well as allowing one to activate the horn and the lights remotely. However, there is no remote engine start or climate control functionality like we’ve seen in some other cars recently.

The 8.8-inch touchscreen infotainment system is a wide-screen variant of what we’ve seen in the Nexon and Altroz, and as such, does not differentiate itself much. It is responsive, and worked with my Apple smartphone (CarPlay is available, but wired). However, my complaints with the UI remain. Simple toggles are confusing, because you have to hunt for tiny icons on the screen to figure out if they have been activated.

The JBL-branded music system is a carryover from the Harrier. It is bland to listen to unless you use the equaliser or one of its pre-sets. It also does not sync volume with the connected Bluetooth device, frustrating me on one occasion with the lack of music because my phone volume was set too low, and there was no way of knowing.

The interior

Tata Motors continues to draw cues from corporate cousin Jaguar Land Rover, which is evident from the Safari’s interior. There’s a sweeping arc between the dash and the windshield, reminiscent of some Jaguars. Materials appear to be nice, with an airy colour scheme that looks more premium than the Harrier’s. I took particular note of the rough-looking stitches on the Harrier’s seats, which the Safari does not suffer from. Apart from the slightly lightweight plastic on the door panels, things feel solid.

The dashboard continues to follow Tata Motors’ recent design language, but does better in the Safari thanks to the nice, dark wood-finish panel running across the dash. The steel-grey strip below this panel, and the use of piano black is not to my preference. There are a reasonable number of buttons available; not too many or too few, and I appreciate the addition of an electronic parking brake, replacing the gimmicky aircraft-style throttle lever of the Harrier. Strangely, however, the parking brake does not have an LED indicator of its own, requiring you to look at the driver display to see whether it is engaged. The terrain response dial, too, has dim indicator LEDs, requiring you to look closely to see what mode is selected. On the other hand, the panoramic sunroof has the most obvious controls, with individual rockers for shade, vent and opening.

The driver binnacle is an area where there was an opportunity to differentiate the Safari from its stablemates. As a flagship vehicle, I’d have liked to see something more than I did in the Altroz. The Safari’s steering tilts and telescopes, and the motorised seat adjustment is a bonus, but I was somehow never able to find the perfect driving position, as was the case with the Harrier. It gets close, but is still not perfect. The centre armrest, as with the Harrier, continues to be useless. It’s too small, positioned too far back and is not adjustable.

Since the Safari is a three-row SUV, it is available in 6- and 7-seat variants, differing by the two captain seats or a bench seat in the second row, respectively. In 6-seat configuration, access to the third row is by way of the aisle between the two captain seats. In the 7-seat variant, the second row is a bench that splits 60:40, folds and tumbles, allowing for kerbside access to the third row. Not only is this much more convenient for passengers, but also frees up a lot more cargo space with the second and third rows folded. The captain seats of the 6-seat model do not fold much at all, limiting cargo room.

And finally, the third row: The Safari may well be a benchmark for comfort in this part of the car. Passengers sit quite comfortably, with legs in a reasonable position (knees not touching their ears like in some other vehicles) and with some kneeroom to speak of. There’s even decent headroom, thanks to the tall roof. There are adjustable AC vents, a nice view with the large quarter glass panels, and two charging ports as well. However, it would have been nice if the ports were on either side instead of just on the left.

With the updated 170hp/350Nm spec of the 2.0-litre Kryotec diesel engine, the new Safari is a darn side better to drive than the original Harrier. In fact, apart from the moderate engine noise, the Safari feels just as swift and effortless to drive as any other SUV of this type – India-made or imported. On the automatic variant, the Hyundai-sourced torque converter automatic gearbox is smooth and seamless, and just a great match for this engine.

There are drive modes on offer, with Eco, City and Sport being your choices. I found the Safari to respond best in Sport mode, with no compromise in smoothness, so I left it there. Modern turbocharged engines are adept at making big torque numbers from relatively small displacements, so the 350Nm is not winning spec-sheet comparisons. However, applied well with this gearbox, it doesn’t matter. Compare this powertrain combo with Tata’s own Varicor 400 and auto ‘box in the Hexa, and the difference in feel is stark. Triple-digit cruising is easy, and there’s plenty of poke to overtake safely at highway speeds.

Tata Motors has tweaked the suspension on the Safari to make it more compliant than the Harrier. At least, that is the claim. I found the suspension to be tuned to remain flatter in most conditions, possibly by changing the damping. To me, the ride quality on concrete roads and over sharp joints was a bit harsh, as I’m used to with European cars. Sure, the Safari will respond well around the bends, but frankly, in most of our conditions, I’d take a bit more wallow if it meant the setup was a little less crashy.

Towards the end of my time with the Safari, I was less interested in driving the manual, since the automatic seemed to meet my expectations. However, I’m glad I gave it a go. The manual version saves about 60-70kg in weight, according to Tata Motors, and this is evident when driving. The manual shifter is not the nicest to row, but the SUV seems to respond better thanks to the lighter weight. If I were to buy a Safari only for highway jaunts, I might consider saving some money with the manual option. It’s nice to drive.

Should you buy the new Tata Safari?

The lack of 4x4 appears to be a deal-breaker for many Safari faithful, rendering the new one a soft-roader at best. However, the terrain response system will take you to more places than you might think – just not where locking diffs would be needed. Tata Motors has made clear that the architecture of the Safari can easily accommodate a 4x4 system if market conditions are feasible for the expense, so if that’s the only thing stopping you from buying a Safari, wait. Even the Harrier had no auto ‘box, until it finally did.

The new Tata Safari is a solid contender in its price bracket, which as yet remains unconfirmed. We would expect a Rs 1 – 1.5 lakh premium over the Harrier, putting it in the Rs 15.5 – 22 lakh bracket (ex-showroom). Competition is formidable, with the likes of the MG Hector Plus and Mahindra XUV500 in the running, and an all-new XUV500 due in the coming months. Where the Safari scores is on third row comfort, unique design and the Tata Motors network.

Tata Safari in numbers

Length: 4661mm Width: 1894mm Height: 1786mm Wheelbase: 2741mm Engine: 2.0-litre, 4-cylinder Kryotec turbo-diesel Power: 170hp Torque: 350Nm Transmissions: 6-speed manual / 6-speed automatic Expected price: Rs 15.5 – 22 lakh (ex-showroom)

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2021 Tata Safari road test review

We always knew there was going to be a three-row Harrier, Tata Motors made sure of that with the showings at Geneva and then at the Auto Expo. But what we didn't know was that this was in fact the new Safari. An inspired move no doubt, but one that brings with it the sentimentality and expectations associated with a well-remembered name. So now this needs to be not just a good SUV but a good Safari. A cakewalk or do the trappings of lineage hold it back?

2021 Tata Safari Styling

Look at the new Safari straight on and you'll need a discerning automotive eye to separate it from the Harrier. The grille is now finished in brushed silver with Tata Motors' new tri-arrow motifs highlighted in chrome. There's some more chrome around the carried-over split headlamps. These changes are well-integrated and don't necessarily feel overdone. Although we prefer the more subdued arrangement in the Harrier, a section of the new Safari's buyers will appreciate the added presence these changes bring.

Things remain largely untouched till the C-pillar. So you have the same bold shapes and hefty haunches of the donor car. Larger 18-inch wheels have been added here for more effect, which carry over the same two-tone design as seen on the BSVI Harrier's 17-inchers.

Tata Motors makes some attractive cars these days and this design prowess is quite apparent in how the 60mm longer rear overhang for the third-row has been incorporated into the Safari, obviously helped by the modularity of the Land Rover-derived OMEGArc monocoque structure. So the sloping roofline of the Harrier has been replaced by a flat stepped roof in a nod to the original Safari, although the panoramic sunroof-equipped version uses a rising roof panel to incorporate the glass. These versions also get only an ornamental roofrail for the stepped effect while other Safaris can be fitted with carriers and have a weight rating of 130kg.

This more functional theme is carried on by the rest of the rear section. We liked the silver design element that drops from the roof, it reduces the heft around the thick D-pillar and the quite large quarter glass. The part-LED tailamps are now of a flatter design, joined by a widened gloss-black panel on the more upright boot. The auxiliary fog lamps are new as well while the rear bumper carries some neat boxed arrangements to further break what would have been a monotonous look. Quite a departure from the squat look of the Harrier's rear but one that still makes the Safari one of the better looking SUVs in its price range, even if it isn't immediately recognizable as a Safari.

2021 Tata Safari interiors and features

One of the main pillars on which the original Safari built its reputation was the sense of space and comfort in its cabin. Tata Motors has addressed that quite well we think, with the Harrier being the starting point. The brown wood and tan upholstery of the Harrier has been replaced by an off-white upholstery and dark ash wood dash trim. The white upholstery is going to take some maintenance but it has added to the sense of space in the already large cabin, the new wood trim also looks more genuine than the one in the Harrier. The dash design has been lifted from the Harrier and uses the same materials, but the level of fit and finish has improved by some margin. The switches feel a bit more tactile than before and we couldn't find many ill-fitted panels. The newly added ambient lighting adds to this improved sense of quality further.

Other than this, the good and the not so good remain as they were for front passengers. So we like the tucked in driving position and the low window sill which seems to give you both - a better sense of control and good visibility. Thankfully, the uncomfortable aircraft-style handbrake has been replaced by an electronic one that also incorporates an auto-hold function. The 8.8-inch touchscreen and the 7-inch digital instrumentation continue unchanged, and so our reservations with the layout and interface of these units remain as they were. Other than what came to the Harrier with its BSVI update, the Safari adds iRA connected car tech and TPMS. Now you wouldn't call the Safari under-equipped but the segment that it wants to compete in offers some of the best-equipped cars at any price range in India. We feel the lack of wireless charging, a better resolved 360-degree camera and wireless phone mirroring is something Tata Motors should have addressed.

But these misses are largely forgotten once you step into the second row, available as a bench or in this new captain seat configuration. The seats are very similar to those in the front with the same impressive contouring, under-thigh support and cushioning. The chairs can be slid or reclined, and there's even a mechanism to slide forward the front passenger seat, so legroom is unlikely to be a problem at all. This row is set a tad higher than the first just like in the original Safari, which combined with the large windows and full-sized panoramic sunroof, makes for possibly the most inviting second row of any car below Rs 25 lakh.

In the third row, you realize that the longer rear overhang and 80mm height increase with the Safari have been put to good use. There's enough here for two average-sized adults to be comfortable over at least shorter trips, helped by the sense of space the carved-out roof and the large windows offer. The seats aren't set too low so you aren't crouched in but under-thigh support is always rare in these arrangements and that's no different here. There's even a reasonable amount of legroom although foot space is compromised by the wheel arches. The individual blower controls and USB ports are some more thoughtful touches here.

There's not much luggage space with the third row up(73l), but these fold away without much effort to free up 447 litres. But the bench seat version is the one to get if you want to maximise practicality. These fold flat too, unlike the captain seats, bringing luggage space to 997 litres. Ingress and egress to the third row is much easier with this version as well, the captain seats don't tumble forward to allow access to the last row. Seating aside, the cabin is peppered with large storage spaces and USB ports for all passengers.

2021 Tata Safari Driving impressions

The Safari is mechanically identical to the Harrier, and feels as such on the move. There has been some retuning of the steering and suspension setup to account for the 70 kg weight increase over the 5-seater, but this hasn't fundamentally altered the driving experience.

So the 170PS and 350 Nm FCA-sourced 2.0-litre diesel is as competent a motor as in any of its other applications, even though it is quite vocal at city speeds. The motor is largely vibration-free and offers up a flat wave of torque from just below 2,000 rpm, so this 1,800+ kg SUV feels alert in most situations. The Hyundai-sourced six-speed auto has a hand at making the Safari feel this way, it's tuned to the same gear ratios as the Harrier, and is largely unintrusive as long as you don't ask for heavy-footed kickdowns, where there are some hesitant downshifts. But the sport mode dials this anomaly away quite easily. It's best to just leave the Safari in the sport drive mode we think. You get the full 350 Nm torque output only in this setting, otherwise limited to 280 Nm in Eco and 320 Nm in the default City mode which dulls the drivetrain's responsiveness to an extent, especially with power petering off after 4,000rpm. A concern is the gearbox's tendency to start freewheeling off-throttle. This may improve efficiency but it also makes progress on a downhill section trickier than it needs to be.

The hydraulic steering setup feels somewhat counterintuitive. It's hefty enough at low speeds to make parking a chore, settling into lightness that makes progress in city traffic effortless but not quite weighing up enough for highway cruising. There's also some kickback over sharp bumps and occasional torque steer under hard acceleration, taking away from the SUV's otherwise impressive high-speed stability. It stays well poised at speed and brings with it a sense of solidity that's becoming a recurring theme on Tata's newer offerings. Aside from some pitch while accelerating hard, the suspension setup soaks up bumps and imperfections very well at speed. The larger wheels haven't affected this trait much, but the Safari could do better at tackling patched road surfaces and ruts in the city. There's an element of firmness here that only fades away as speeds build.

For its dimensions, the Safari is quite adept at negotiating a series of bends. You're always aware of its girth but body movements are progressive and the nose tucks in quite easily, so you and your passengers won't be moved around in their seats too uncomfortably. But again the steering is the limiting factor here, its lightness and quickness never let you confidently exploit these positives. The switch to rear disc brakes is a great move, and while there's not much feel from the pedal, the actual braking performance is linear and much improved from the Harrier. Further, a set of ESC-based terrain modes are on offer, but with no AWD the Safari is at best a good softroader.

We also managed a short spin in the manual Safari. The ride and handling character is very similar to the auto but we found the engine to be a bit more eager, unshackled from the torque converter. As for the manual gearbox, its an FCA-derived unit that offers crisp throws although the long-travel clutch can get tiring in heavy traffic. The automatic is a better-rounded drivetrain given how the Safari will be used.

2021 Tata Safari Verdict

So is this a great Safari? We aren't entirely convinced. Some of the original's traits like the stepped roof and comforting cabin have been realized in this reboot. But the lack of a 4x4 system in the interests of managing costs, a crucial addition that made the original so versatile to begin with, is unfortunate. Especially when this Land Rover architecture is perfectly capable of accommodating one. With this being the new flagship, a unique front-end inspired by the original would have helped make a more direct connection too. We've seen Tata Motors do this with the Sierra concept and a similar take here would have gone a long way.

And what of it as a seven-seater SUV? In the larger scheme of things, the new Safari is a compelling buy in the price point it is expected to come in at(approx Rs 1-1.5 lakh over the Harrier). It's got the presence, space and comfort of very few cars in this segment, and aside from some shortcomings in features and dynamic tuning, will be a fulfilling car to live with whether you use it as a roadtrip machine or a city car.

2021 Tata Safari real-world mileage and performance

City fuel efficiency - 10.32 kmpl Highway fuel efficiency - 15.01 kmpl Overall fuel efficiency - 11.50 kmpl

0-100 kmph - 11.6s

30-50 kmph - 1.9s 50-70 kmph - 2.3s 60-80 kmph - 2.4s

100-0 kmph - 43m/3.1s

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2021 Tata Safari review, test drive

It’s far removed from the original but the all-new Tata Safari still has a lot of ingredients of interest.

Published on Feb 01, 2021 09:00:00 AM

2,27,961 Views

• Comfortable third row
• Feels tough

We Don't Like

• No AWD option
• Steering feels heavy at low speeds

What is it?

We’ve known it as the Tata H7X. We’ve known it as the Tata Buzzard. We’ve known it as the Tata Gravitas. But the much-awaited three row version of the Harrier is finally set to go on sale as the all-new Tata Safari. Tata Motors executives say this SUV was always envisioned to bring back the Safari moniker. The little name game was to keep the secret from getting out too soon.

Social media commenters have had strong opinions on the applicability of the legendary Safari name to a front-wheel drive, monocoque SUV but we’ll shut out the noise and see the SUV for what it is.

What’s it like on the outside?

And what it is immediately identifiable as, at least from up front, is a derivative of the Tata Harrier. The split headlamp arrangement is shared and the only real difference is the new, chrome-finished tri-arrow pattern for the Safari’s grille.

From other angles, though, you won’t mistake one for the other. Designed to accommodate a third row of seats, the Safari sports a higher roofline, a longer rear overhang, features a full-size rear quarter glass, and the tail-end is more upright too. Even the tail lights, though similar in treatment, are different.

Adding some flavor to the Tata are its chunky roof rails that are styled to suggest a stepped roof, somewhat of a trademark element on the original Safari. In dimensions, the new Safari is 80mm taller and 63mm longer than a Harrier, though width and wheelbase are unchanged. All in all, the new Safari has a great stance that’s only helped by the 18-inch diamond cut alloy wheels. Curiously, while the rims are a size up on the Harrier’s, they’re of the same design.

What’s it like on the inside?

Inside, things are familiar. If you've been behind the wheel of a Tata Harrier, you'll immediately feel at home in the Tata Safari. The smart-looking dashboard is common to the two models but what brings in the necessary distinction on the top-spec Safari is its Oyster White interior theme. Sure, the cabin looks really upmarket as a result but buyers with a fetish for spotlessness will really struggle to keep the light leatherette seats clean. A welcome inclusion on the top-spec Safari is the easy-to-use electronic parking brake that comes in place of the cumbersome thrust lever-like manual handbrake.

Just as on the updated Harrier, you get a dominating view of the road and much of what you touch inside is high quality. Panel fit is also much improved from the first of the Harriers but some ergonomic issues persist. For instance, the centre console fouls with the driver’s left knee. You’d also wish Tata updated the infotainment system. The 8.8-inch touchscreen looks a bit small by today's standards and even things like the rear view camera could have seen a few more pixels added.

On the plus side, the features list is long and is headlined (quite literally so) by a panoramic sunroof, a sweet-sounding JBL sound system and a powered driver’s seat. Tata has also included connected tech that lets you remotely keep an eye on your car, but there’s no wireless charging onboard. 6 airbags and hill-descent control are exclusive to the top-spec XZ+ versions but it’s commendable that ESC is standard fit.

What’s it like on space and comfort?

It’s when you move to the middle row that you’ll sense a link between Safaris old and new. Like the original, the new Safari sports theatre-like seating in which the second row seats are positioned higher than the ones up front. This elevated seating gets you excellent visibility not only out of the side windows but the front windscreen as well. As standard, the Safari gets seven seats with a bench-type middle row. Seat comfort is superb and the slightly higher H point (relative to the Harrier) has translated to a spot-on seating position. The Safari also goes one-up on the Harrier with the option to slide the 60:40 seats back, and if you want even more room a ‘Boss mode’ lever lets you adjust the co-driver’s seat from the back.

Also on offer on top-spec Safaris is a six seat option that brings in captain’s chairs for the middle row. These seats are beautifully cushioned, boast a wide range of adjustment (there’s Boss mode too) and a fold-down armrest is included as well. It’s just that passengers with larger frames will find the seats aren’t the widest around. What’s also missing are sunblinds for the rear windows and locating the USB slots near the centre tunnel is quite the task.

Switching focus to the third row, the news is good. Access to the rear-most section of the cabin is via the narrow passage between the captains’ chairs or, in the case of the seven seater Safaris, from the kerb side middle row seat. This seat’s one touch mechanism for fold and tumble, and the damped operation is impressive but the aperture isn’t all that large so you will have to contort a bit to get to the third row.

Once in place, you’ll appreciate the space on offer. Average-sized adults will be able to find a happy legroom compromise with the middle row passenger and even the seating position is not as knees-up as in typical third rows. The relatively large windows help the feeling of space though the air-con vents positioned on the sill seem like an afterthought. Tata has done well, however, to pack in blower control and 2 USB charging slots for the last row.

Traveling with a full house does, sadly, mean no room for luggage. Lifting the heavy, manually operated tail gate is a task and isn’t worth the effort given the mere 73 litres on offer. You can split and fold the third row seats to free up more luggage room when you need. The middle row seats on 7 seat versions can also be folded flat to create a large cargo bay.

What’s it like to drive?

The Tata Safari uses the same 170hp, 2.0-litre, four-cylinder diesel engine as the Harrier, and is offered with the same 6-speed manual and automatic transmissions too. Unsurprisingly, the driving experience is very similar too. There’s good power but in the case of the manual you have to contend with a heavy clutch that’s not progressive enough and gears that need some effort to slot. 

Without a doubt, it’s the Safari automatic that is the one to buy. The Fiat-sourced diesel engine branded Kryotec 170 by Tata works best with the Hyundai-sourced 6-speed torque converter automatic transmission. The gearbox is well in-tune with the engine’s characteristics, gearshifts are timely and smooth and it’s also responsive enough to manual shifts via the gear lever. As before, the engine does groan and moan when you load it and sounds a bit gravelly when starting out but things settle down quickly enough. What you’ll like is the wide spread of power and how effortlessly the engine brings the large Safari up to speed. Driving modes, namely Eco, City and Sport, that alter power also help fine-tune the driving experience.

Talking performance, our quick timing runs did reveal the Safari, that’s heavier by 75kg, to be just as brisk as the Harrier. What the Safari feels like with a full load of passengers is something we’ll put to the test soon. On the subject, Tata has beefed up the Safari’s braking system to deal with the higher gross weight. The Harrier’s rear drum brakes have made way for discs and resultantly the Safari does shed speed more effectively. That said, the bite point is too low on the long travel brake pedal and this can be disconcerting in panic braking scenarios. 

Tata could have also worked on the Safari’s steering. It’s a touch on the heavier side at low speeds and is also prone to kickback. At higher speeds, there’s an inconsistency too – the slack at the straight ahead position is followed by an overtly sharp response. What you will like is the ease with which the Safari can cover large distances. It feels confident even if it’s not quite as well tied down as, say, a Jeep Compass. Notably, Tata has tweaked the suspension for added load and the slightly softer setup has enhanced low speed bump absorption. The Safari really does make light work of potholes and bad roads, and it’s in settings as this that the Tata’s tough build shines through. Don’t forget, there is some Land Rover DNA in the Safari’s underpinnings.

Now for the elephant in the room. Is the new Safari, Safari enough when there are no roads? With its monocoque construction, and front wheel drive layout, it’s a radical departure from script to the old body-on-frame and 4x4 model. Frankly, any soul-searching missions to ‘reclaim your life’ can’t be too extreme. For its part, the Safari does get ‘Wet’ and ‘Rough’ Terrain Response modes and ground clearance is enough to tackle a mild trail. Tata says it will look at an all-wheel drive option if there’s sufficient demand.

Should you buy one?

With Safari prices ranging between Rs 14.69-21.45 lakh (ex-showroom, Delhi), Tata’s three-row SUV commands a premium of about Rs 70,000-1.35 lakh over the Harrier, depending on the variant. The Safari goes up against the MG Hector Plus, and will also see fresh competition from the new Mahindra XUV500 and seven seat Creta over the year.

The new Safari is attractive, plush and well equipped, and with a genuinely useable third row is it makes a compelling case for itself. Sure, it’s not a versatile 4x4 as the original Safari was but see it as the three-row SUV for the family that it is, and you’ll find that Tata’s new flagship scores where it matters.

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₹ 18.85 lakh * on road price (New Delhi)

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Two Months with the 2024 Tata Safari Facelift: A Short-Term User Review

• User Reviews

After meticulously researching and finally taking the plunge, I’ve spent the past two months exploring the Indian landscapes with my new companion, the 2024 Tata Safari Facelift. With over 6,000 kilometers already under its belt, it’s time to share my honest impressions and see if this refreshed SUV lives up to the hype.

First and foremost, comfort is king, and the Safari reigns supreme in this aspect. The plush, supportive seats envelop you, offering excellent cushioning even on extended journeys. The ample legroom and headroom in both rows ensure comfortable seating for five, while the panoramic sunroof adds a touch of airiness and natural light. However, the third row might feel cramped for adults on longer trips.

The revamped dashboard boasts a modern design, housing the new 10.25-inch touchscreen infotainment system. The interface is responsive and user-friendly, with Apple CarPlay and Android Auto connectivity keeping you entertained and connected on the go. The digital instrument cluster provides all the essential information clearly and stylishly. While the sound system delivers decent audio quality, it could benefit from a subwoofer for a richer bass experience.

Specifications:

My Safari comes equipped with the 2.0-litre turbocharged diesel engine, delivering 170bhp and 350Nm of torque. It offers a peppy driving experience, especially in the lower gears, making highway cruising and overtaking a breeze. The 6-speed automatic gearbox shifts smoothly, although occasional lags can be felt in stop-and-go traffic. The ride quality is generally good, absorbing bumps and imperfections with ease. However, the suspension feels slightly stiffer at lower speeds, making sharp turns a little less comfortable.

2024 Tata Safari Facelift Rivals:

The Safari faces stiff competition in the Indian market, with established players like the Hyundai Creta, Mahindra XUV700, and MG Hector Plus vying for attention. Compared to the Creta, the Safari offers a more spacious cabin and a powerful diesel engine, while the XUV700 boasts a wider feature set and a more modern design. The Hector Plus, on the other hand, undercuts the Safari in price but lacks its road presence and engine options.

Two Months In:

Here are some key takeaways from my short-term ownership experience:

• Spacious and comfortable cabin
• Responsive infotainment system with connectivity features
• Powerful and refined diesel engine
• Modern and stylish design
• Value for money proposition
• Stiffer ride at lower speeds
• Occasional gearbox lag
• Third-row seating might be cramped for adults
• Certain features missing compared to some rivals

The 2024 Tata Safari Facelift is a compelling option for those seeking a comfortable, spacious, and feature-packed SUV without breaking the bank. Its powerful engine and modern design make it a worthy contender in the segment. While it has some minor drawbacks, the overall package is impressive, and I’m excited to see how it performs in the long run.

Beyond the Review:

• Fuel Efficiency: My real-world fuel efficiency has been around 14-15 kmpl in mixed driving conditions. Individual figures might vary depending on driving style and terrain.
• Long-term Reliability: With only two months of ownership, it’s too early to comment on long-term reliability. However, Tata has been improving its quality control in recent years.
• Maintenance Costs: Scheduled maintenance costs are reasonable, but unforeseen repairs could impact overall ownership costs.
• Test Drive and Comparison: Taking the Safari for a spin alongside its rivals is crucial to assess its ride quality, performance, and value proposition in a practical setting.

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• Living with the Tata Safari

Aditya Nadkarni

Introduction

SUVs are the rage, be it the smaller sub-four-metre or (arguably) micro-SUV kind or the full-sized, three-row kind, some even with their off-road credentials. The updated Harrier and Safari have returned to this bandwagon and brought along more than just a few new tricks up their sleeves. We recently had the opportunity to spend some time with the 2024 Safari, and here’s what we learned about it in its stint at the CarWale garage.

How practical is it?

On the practicality front, the Safari packs a Punch (no pun intended). It is spacious and has space for numerous nitty gritties, water bottles, and then some more. Climb into the driving seat and you have the electrically adjustable seat that eases the process of finding the right position. Additionally, the memory functions aid the convenience factor, and you won’t have to sit and search for the right position whenever shuffling with another driver. The front passenger seat even gets a Boss mode that allows it to be adjusted from the second row with the help of the buttons on the right side.

An underrated element in the second row is the mobile holder, positioned above the bottle holders on both sides, which keeps the phone lying flat, thus removing any anxiety of it falling, moving, or scratching. The occupants are also pampered with soft foam cushions sitting ahead of the standard headrests, reminiscent of a certain luxury sedan more than three times its price tag.

Then there are sun blinds in the second row that came to our much-needed rescue in the 40-degree heat on the day we were shooting. Legroom in the second row too is plenty, although the same can’t be said about the third row. The third row is best suited for short runs or intra-city trips.

A few things that work against the Safari include the smaller rear windshield that limits rear visibility and the AC vents for the third row positioned in front of the small windows, which make it marginally more claustrophobic. The white seat upholstery, while looking luxurious, tends to get soiled pretty fast and cleaning it isn’t an easy job either.

What’s on the feature list?

The Safari boasts a long feature list, like the panoramic sunroof that adds to the roomy feeling, complementing the white upholstery which also aids the feel of a spacious cabin. One of the party pieces is the new 10.25-inch touchscreen infotainment system, which has a smooth UI and feels tactile to use. The front seats are also ventilated, but even at full chatter, they barely managed to give any respite from the terrible Mumbai heat. The fan noise in both units is fairly audible too, unless you have loud music or passengers talking.

The front row and second row both get USB and Type-C ports, something that is a sigh of relief for a select few like me who don’t have a Type-C to Type-C cable at our disposal. That said, you’ll never fall short of these ports as there is a set in the front armrest as well as in the second row. And if you manage to fill up all these slots, then there’s a wireless charger in the centre console of the dashboard.

The latter also houses the new touch-based unit for AC controls, which, although feels good to use, attracts a lot of scratches and dirt due to the Piano Black finish. Tata has made generous use of soft-touch elements, and the hard plastics on certain parts of the door certainly dampen the otherwise good feel.

The fit and finish, especially concerning quality, left us wanting for more. Certain panels were misaligned, one of which happened to be the point where the door and dashboard meet, visible in the photo above. One fact we noticed, weirdly enough, is that the second row doesn’t get its set of blower controls while the third row does.

What’s the fuel efficiency like?

The Safari has a claimed mileage of 14.08kmpl, thus translating into a range of approximately 704km, courtesy of the 50-litre diesel tank. We tested the fuel efficiency of the car, and it returned 10.97kmpl in the city and 13.94kmpl on the highway, hence resulting in an average of 12.40kmpl and a real-world range of 620km.

How does it perform on a daily commute?

Moving from a mid-size SUV (or, arguably a hatchback on stilts, as some would agree) as my daily driver to the Safari gave me a far more commanding seating position and a better view of the bonnet in all its glory, while the 360-degree camera made parking a breeze.

The steering of the Safari is fairly light to begin with, and builds up a little weight as you go faster, not as much to make it feel involving, and neither too light to make it feel dead. The ride quality is one of the best attributes of the SUV, as it glides over potholes, unpaved roads, and a lot more, all despite running on a set of 19-inch wheels.

Coming to the NVH, it can be a bit harsh on sudden acceleration but is overall on the quieter side at city speeds. The oodles of torque available from the lower range of rpm help the cause and ensure you have a smooth ride for the most part.

What’s the deal with the warranty?

The Tata Safari is offered with a standard warranty of three years or 1 lakh kilometres, whichever is earlier. Further, customers can choose from extended warranty packages of 3+1 years and 1.3 lakh kilometres or 3+2 years or 1.25 lakh kilometres.

Can you live with one?

The Safari then, comes up as an able SUV that can complete most of the jobs assigned to it. The diesel engine is frugal too, and will be the ideal companion on a road trip where it will effortlessly much miles and keep all the occupants happy with its ride quality, comfort, and an array of features. Yes, it does have its share of flaws as well, but then if we can make do with the flaws of other humans, I’m sure a few small issues with Safari won’t matter in the bigger picture as well.

Did I mention that the top-spec Safari (Accomplished Plus AT dual-tone), selling at Rs. 26.89 lakh commands a premium of just Rs.1 lakh over the top-spec Harrier (Fearless Plus AT dual-tone), as the latter has an asking price of Rs. 25.89 lakh (all prices, ex-showroom). Need I say more?

Photography: Kaustubh Gandhi

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New Tata Safari 2021: Our observations after 1 day of driving

Tata Safari 2.0L Diesel AT Review

The Safari is powered by the same 2.0L diesel engine as the Harrier, Compass & Hector. Called "Kryotec170", the motor produces 168 BHP (@ 3,750 rpm) & 350 Nm (@ 1,750 - 2,500 rpm) and is mated to a 6-speed MT or AT. One line summary = the AT is the gearbox to buy, don't even consider the MT.

The Safari is larger and as a result, heavier than the Harrier by 115 kg. It tips the scales at 1,825 kg. This gives it a power-to-weight ratio of 92 BHP / ton, which is just 6 BHP / ton lesser than the Harrier. The torque-to-weight ratio of 192 Nm / ton is lesser than the Harrier's by 14 Nm / ton. Compared to its rivals, the Safari falls behind the 100 BHP / ton and 208 Nm / ton of the Hector Plus.

The automatic gearbox has been sourced from Hyundai and is very smooth & competent (like Hyundai ATs, it's not the fastest though). Get this = the engine and AT mating is superior to that of the Jeep Compass! Just like Maruti did a better job of tuning the 1.3L MJD engine in the Swift, Tata has done a better job with the 2.0 Diesel AT than FCA itself.

Tata has put in effort to reduce the NVH levels & it shows. On start up, the body shake we experienced in the 2020 Harrier has almost disappeared. The AT is superbly tuned and enjoys a good partnership with the Kryotec170. This smooth-shifting AT makes the Safari easy to drive in the city. Lift off the brake pedal and the Safari will start crawling forward instantly. The SUV moves off seamlessly from a standstill & there is no lag to speak of. Light accelerator input is all you'll need to commute. The accelerator pedal is also feather-light, which just makes this AT that much nicer to drive. With an easy right foot, the gearbox shifts up early and shift quality is very smooth.

We will say that the AT's overall response time is "average" to "above average", as is usually the case with Hyundai torque-converters. It's not the fastest out there or the most responsive to kickdown commands and there are a few situations where you'll feel it takes longer to downshift than you'd like. That being said, the AT does a good job 98% of the time. The focus of Hyundai & Tata has clearly been on smoothness because even when it drops a gear in full kickdown mode, there's no jerk. It's polished.

On the open road, the 168 horses & 350 Nm give the Safari AT enough muscle to please even enthusiastic drivers. Fast drivers won't be left wanting on long expressways. The acceleration is quick enough and there is sufficient punch on tap at all times. This SUV is a capable cruiser that munches miles comfortably, seeing 100 km/h @ a relaxed 1,700 rpm and 120 km/h @ 2,200 rpm. Overtaking slower moving traffic is an effortless experience too & the Safari AT is a brilliant long-distance companion.

The Safari gets two selectable driving modes (apart from the default "City" mode). Because of the powerful engine, "Eco" mode is genuinely usable. It is not weak or poor at all, and we see owners using it in the city as well as for easy expressway cruising. Added benefit = because of duller responses, the drive experience is smoothest in Eco. "City" mode is a good balance between the two, but "Sport" mode is the one you want when you're in the mood for some fun / driving fast. The difference in Sport is immediately felt. There is more power available, and the accelerator itself feels so much more responsive. Sport mode keeps the engine hot by maintaining higher revs, thereby making the motor + gearbox more eager.

Shifting to manual mode automatically engages "Sport" driving mode, although very honestly, manual shifting is pointless in a gargantuan SUV like this. Even when driving aggressively, we found ourselves simply engaging "Sport" and letting the AT do all the work. We foresee owners using "manual mode" very rarely, if at all. It's also tuned conservatively (typical of Hyundai) and doesn't allow aggressive downshifts (like say, the Endeavour). Uniquely, if the gearbox disagrees with your downshift command, a prompt comes up on the MID telling you that your command has been denied. It's nice to see this sort of communication from the car - it's rare.

There are some niggles as well. During our test drive, the service warning light appeared in the instrument cluster and none of the drive modes or terrain response modes could be engaged, even when we moved the gear shifter to the manual mode position. Such a problem was also seen in an earlier Harrier media car that we had. It was sorted by turning the engine off and firing it up again. While it happened just once this time (compared to multiple times in the Harrier), Tata has to make sure it's sorted out once and for all. Very disheartening to see niggles & issues even after the model has been on sale for 2 years now. If we spotted such a problem in just a day of being with the car, imagine how many more owners might see when living with the car.

What I would like to see in the Safari is an all-wheel drive system. Tata Motors has said that such a version would be introduced only if there is sufficient demand for it. We think that's just a polite way of saying "no". Sad, because an AWD AT will make the Safari a kick-ass tourer, while also bestowing it with more marketing cred.

NVH levels have improved compared to the 2020 Harrier we drove last. There is a negligible amount of body shake on start up & none on shutdown. The AT shifts up early, hence engine sound isn't a bother when you're driving calmly in the city. Engine noise is not as prominent as the 2020 Harrier, even when the needle starts climbing. The diesel is sufficiently quiet at lower revvs. Only once it gets past 3,750 rpm does it get loud. Still, it's not as annoying as it was in the last Harrier we drove. Once past 4,000 rpm, the engine note is sad (even by diesel standards). We feel this is an "engine" problem as much as it is an "insulation" problem because the Compass gets noisy at high revs too. While road noise is average, we noticed a bit of wind noise filtering through at 90 km/h, which increases with speed. That said, it was not excessive even at 120 km/h.

Tata Safari Ride & Handling Review

The Safari is equipped with an independent McPherson strut front suspension with coil springs and an anti-roll bar, while the rear is a semi-independent twist blade design with a panhard rod. While the front is very similar to the Land Rover Discovery Sport, the rear suspension has been tuned by Lotus Engineering, UK. The Safari's ride quality is mature, but has a firm edge to it. At city speeds, it is compliant enough and the Safari's occupants will be kept comfortable. No owner will complain. Still, it's not what we would call "plush" & there is simply no comparison with cars like the Duster & Hexa. The sharpness of potholes is obvious inside & you'll feel the suspension's firmness on bad roads (with some side-to-side movement of the cabin too). Those seated in the third row will feel this more than the others. This isn’t a car that can flatten bad roads like a Duster / Hexa. In fact, the ride is a bit firmer than the Harrier's as well due to the shorter tyre sidewalls (Harrier runs on R17 rims). Our test vehicle had 18" wheels, and lesser variants get 16" rims with taller rubber. The ride quality on the 16" wheel variant will be noticeably cushier.

On the highway too, the Safari's ride quality is compliant & adequate. Yet again, it's not going to round off bumps like the Hexa could and you will always be aware of the kind of road you are driving on. What's nice is that the suspension goes about its job silently - it's not clunky or loud.

Straight line stability is very good, even at high speeds. Additionally, the Safari isn't bouncy at speed and the rear end recovers quite quickly from expressway up / down undulations. Grip levels are satisfactory from the chassis & 235 mm tyres, yet this big & heavy SUV isn't what we’d call a corner carver. Body roll is present and you feel the car’s height + weight. All of this is fine and the behaviour is acceptable as long as you drive it like a 7-seater family tourer.

On the highway, the steering is not as sensitive or twitchy as it was in the '19 Harrier we drove. It's just like the improved 2020 Harrier in that respect. That said, I have to state that it's still a level too sensitive at high speeds. Even a slight touch on the steering results in the car changing direction. Tata should dull the high-speed response even more. I wouldn't have a problem with such a steering in a hatchback or low-slung sedan, but in a large + tall + heavy SUV like this, it can make things unnerving at 120 km/h. Even so, the steering's behaviour is no deal breaker and I could take the expressway curves a lot more confidently than in the '19 Harrier.

What will truly bother owners on a daily basis is the steering's weight at parking, crawling and u-turn speeds (0 - 5 km/h). It feels hefty <5 km/h and will totally put off regular folk (especially women) who are used to light Japanese & Korean steerings. No problem once you get above 10 km/h or so. My single wish from Tata Motors is to make the steering lighter at parking / crawling speeds. I don't understand why something as simple as tuning a power steering isn't done perfectly after 2 years of the car (Harrier) being on sale.

In addition to the switchable engine remaps mentioned in the engine post, the Safari gets a Land Rover-esque terrain response system with two selectable modes (apart from the normal driving mode). Wet Mode is designed for driving in the rain by providing better traction and handling. If you should hit a rough patch on your holiday outings, Tata has you covered there too, with the Rough Road Mode which optimizes the vehicle's behavior on broken roads. Braking performance is also tuned to support rough road surfaces. This is all software trickery that can work well. We didn't get an opportunity to test either of these and their verdict will depend on the most reliable reports of them all = Team-BHP Ownership Reviews.

The laden ground clearance is 143 mm, which is 10 mm lesser than the Harrier's 153 mm.

The Safari's turning radius of 5.8 meters is big. In fact, the turning radius is on par with the huge Toyota Fortuner's!! Expect more 3-point turns than necessary in the city. Within urban confines, the Safari isn't as easy to drive as the Creta or Compass due to its size, steering weight & ergonomics (for many drivers).

ABS & EBD, ESP, hill hold, brake disc wiping, brake pre-fill, hydraulic brake fade compensation, rollover mitigation, traction control and cornering stability control are standard on all variants of the Safari, while the top XZ variant further gets hill descent control. The Safari has disc brakes at the front and rear. We jammed the brakes at high speed too and the car stopped straight & true, with no drama. The ABS doesn't kick in unless really necessary (we like it this way). Please note that the bite from the brake pedal is sharp and will take some getting used to when you are new to the car. There is a good deal of pedal travel before the brakes bite & the pedal feels a bit spongy as well. Lastly, the softer front means there is nose dive under braking (and nose rise under acceleration!!).

Continue reading the discussion on the 2021 Tata Safari on our forum.

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The New Safari

The New Safari carries on the legendary lineage with contemporary and premium updates. The New Safari is a compelling combination of Grand Design, Cutting-edge Technology & Luxurious Comfort . It is also the Safest Vehicle in India with highest 5 star rating from GNCAP.  

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The Grand Design

The new safari showcases an artistic sensibility that’s sophisticated, assertive and way ahead of its time

• New Parametric Grille

First impressions should always leave an indelible mark. The New Safari’s Parametric Grille is designed to do just that. It makes the frontal stance bolder and masculine, captivating the onlooker instantly.

Bi-LED Projector Head Lamp

Experience the elegance and enhanced visibility of the new powerful Bi-LED lamps in the new Safari. Light up the road as you move ahead.

Sequential LED DRLs & Centre Position Lamp

Let the world notice your presence, and be mighty impressed, with it. The New LED DRLs and Centre position lamp accentuate the road presence of your New Safari elevating its overall appeal.

• Signature Connected LED Tail Lamp

Now your goodbyes, too, will be hard to forget. The beauty with which you leave will keep your admirers wanting for more, waiting for you to make an entry and get going again.

• New R19 Dual Tone Spider Alloys

Made to rule the road, these alloys add to the masculine persona of the New Safari. The aero inserts are thoughtfully integrated to enhance the aerodynamics and all-round aesthetics.

• Signature Safari Mascot on doors

Owning a Safari is a matter of pride. Now be reminded of it every time you get in or out. And feel great about taking the legacy forward.

• Iconic Roof Rails with Chrome Inserts

Leave an unforgettable impression with our iconic roof rails. They not only highlight the SUV's design but also bestow it with a commanding, masculine presence.

• Bi-LED Projector Headlamps
• End to End Connected LED DRL

• Oyster White & Titan Brown Interior Theme

The rich yet subtle interior theme elevates the whole Safari experience to another level. A delight to the senses, it makes you feel that the best the world has to offer is all around you, in your New Safari.

Persona Based Dashboard with Mood Lighting

Uniquely elegant and luxurious aesthetic of the Dashboard elevates the ambience of Your Safari.  Persona based interior theme to offer a unique experience.

• New Dual Tone 4 Spoke Steering Wheel with Illuminated Logo

Hold it, and you'll be transported to the future. The new steering comes with illuminated Logo & Leather wrapped to make your drive experience premium.

• Benecke Kaliko Oyster White Leatherette Seats

Reserved only for you, these ultra-premium Leatherette seats come with deco stitch that elegantly ties comfort with style.

• Persona Based interior themes

Explore our complete range of cars from the comfort of your homes

Everything that the new safari offers is protected at all times, under any condition.

The Safest Space

Everything that the new safari offers is protected at all times, under any condition

• GNCAP 5 Star Rating
• Pedigree of OMEGARC
• Advanced ESP with 17 Features*
• Emergency Call/Breakdown Call

• Electronic parking Brake (EPB) with Auto Hold

Take your safety to the next level with our new Auto Hold Function, a traffic essential. Its user-friendly, fail-safe, space-saving features embodies our commitment to simple and utility-driven design.

• 360° Surround View system

Nothing can get in the way of you having a safe drive. We have your back, front, left, right and center, all in high definition.

3-Point ELR Seat Belt for all Passengers with Reminder

Elevate your Safety standard with 3-point seat belt for all passengers. Crafted with care for every occupant's safety and comfort, it includes seat belt reminder system for all passengers.

• Hill Hold Control

If always going uphill is your vibe, then the New Safari has the means to make it totally hassle-free. Because when you’re going up, you don’t really enjoy coming down.

• 3 Pt ELR Seat Belt with Reminder for All occupants

A highly-intuitive Companion that's build to take on surprises and make your driving truly seamless.

• Autonomous Emergency Braking

Leave no room for uncertainties on road with Autonomous Emergency Braking. The ADAS system monitors the surrounding to identify probable collision scenarios with vehicles, pedestrians and cyclists and if required applies brake automatically* to ensure that you and others stay safe from any harm.

• Forward Collision Warning

Protects vehicle from front collisions by alerting the driver of any danger in the front through Audio-Visual warning.

• Rear Collision Warning

The ADAS system monitors and alerts you of any incoming speeding vehicle in the rear of your vehicle through audio and visual alerts. It also alerts the driver of incoming vehicle to take necessary actions by blinking of hazard lamps.

• Traffic Sign Recognition

You might miss the traffic signs sometimes, but now your car won't. The ADAS system monitors traffic sign boards like "Speed Limits* "No Overtaking* and provides you with inputs so that you can take necessary corrections if required.

• High Beam Assist

Now drive freely on the roads without having to worry about distractions caused by oncoming vehicles. High Beam Assist automatically adjusts headlights from high to low beam when oncoming vehicles are detected.

• Lane Departure warning

 Your car now helps you to stay alert on road by informing you about the things you are unaware of.

The ADAS system monitors lane markings and warns you of any un-intended deviation from the lane.

• Blind Spot Detection

Blind spots can take you by surprise even on your best days.

Blind Spot Detection system monitors vehicle's surrounding to identify any blind spots and alerts you of any possible hazard through audio-visual warnings so that you can take precautionary actions.

• Lane Change Alert

 Your car now helps you to stay alert on road by informing you about the things you are unaware of. The ADAS System monitors the surrounding and warns you of any dangerous lane change

• Rear Cross Traffic Alert

The system prevents you from getting startled by objects approaching or present in the rear blind spot of the vehicle and alerts you through audio and visual alerts which help in easy and safe reversing.

• Door Open Alert

Helps in ensuring safer door opening by alerting Driver and/or passengers of any imminent danger through Alerts.

Performance

The Power Play

When supreme power is under the feet, the thrill of driving becomes greater

KRYOTEC 170 PS BS6 Ph2 Diesel Engine

Power and performance go hand in hand with the 2.0 L KRYOTEC diesel engine that gives out 170 PS power and 350 Nm torque.

• Smart E-shifter

Drive easy with a dash of style. This Smart E - Shifter in the New Safari not only adds to the convenience of gear shifting but is also sophisticated in its design.

Paddle Shifters

Maneuver the daily chaos with utmost ease. Shift to a futuristic way of maintaining complete control on your Safari without having to take your hands off the wheel.

Bejewelled Terrain Response Modes with Display

No matter what the road, you have just the mode to conquer it. Each mode meticulously fine-tunes the Safari’s performance to suit the driving condition.

• Multi Drive Modes

Made for a different you under different driving conditions. The New Safari is designed to cater to every unique need, allowing you to truly enjoy various driving dynamics effortlessly.

• Kryotec 170 PS BS6 Ph2 Diesel Engine
• Paddle Shifter
• Bejeweled Terrain Response Modes with Display

The Tech Appeal

The new safari comes loaded with tech that takes charge of elevating all those on-road experiences.

31.24 cm Harman™ Touch Screen Infotainment

Now every drive in the New Safari is going to be captivating. Equipped with high resolution screen so big, that it will transform your Safari into a cinematic cockpit.

• 26.03 cm Digital Instrument Cluster

Every inch of detail is adapted dynamically to suit your current driving situation. The big multifunctional screen gives you all the information on the go so that you can focus on driving.

JBL™ Music System with 10 Speakers

Stay connected with your Safari in real time. A range of connected features are here to assist you with all the latest updates about your car and also allow you to remotely operate.

Harman™ Audioworx Advanced with 13 JBL™ Audio Modes

An immersive acoustic experience awaits your senses in the New Safari. You will feel the base, hear every beat and lose yourself in the melody of your choice.

Wireless Android auto ™ & Apple Carplay ™ over WiFi

Pair your gadgets and access the content on your smartphone seamlessly. So that you stay connected on the go without taking your eyes off the road.

Multiple Voice Assistants including Alexa™

The New Safari is at your command, in the language of your choice. Choose from a range of Voice command including Alexa™  with Car2Home connectivity.

• 31.24 cm Harman Touch Screen Infotainment
• JBL Music System with 10 Speakers
• Harman Advanced AudioworX with 13 JBL Modes
• Android auto ™ & Apple Carplay ™ over WiFi
• Multiple voice assistants including Alexa

Connected Vehicle Technology with iRA

Customer Delight

The Comfort Zone

The new safari is the epitome of revered elegance and desired calmness.

Voice Assisted Panoramic Sunroof with Mood Lighting

The sun and the stars are both aligned for you to enjoy the view at your command. As you gaze at the stars above, let our integrated sunroof mood lights paint your view with a spectrum of colors.

Gesture Controlled Powered Tail Gate

Open the tailgate even when you have your hands occupied. A simple swipe of the leg under the boot and it opens effortlessly, adding comfort to your everyday routine.

6-way Powered Driver Seat with Memory & Welcome function

Effortless comfort, maximum luxury. The new Safari's 3-step memory storage function elevates your seating experience with ease.

4-Way Powered Co-Driver Seat with Electric Boss Mode

Embrace the power of position. The Boss Mode buttons positions the co-driver seat to unlock maximum legroom, letting you relax and savor the journey ahead.

2nd Row Comfort Head rests & Rear Sun Shades

Now enjoy every journey with more comfort. The New Safari comes with comfort headrest & Sunshades in 2nd row so that you are well rested even in long drives.

Luxurious 3rd Row Seats

Step into the new Safari and relish best-in-class comfort, even in the third row. The back seaters will appreciate ample under-thigh support, convenient mobile charging ports, and smart space holders.

3rd Row AC Vents

In the new Safari, every passenger counts. With a 3-step blower adjustment and smartly positioned vents, we guarantee uninterrupted airflow, even in the harshest weather conditions, no matter your chosen seat.

Intelligent Spaces

For all things big and small, there’s a special place in the New Safari. These thoughtfully created spaces make storage easy and the journey convenient.

Air Purifier

Step into your sanctuary on wheels. Breathe in fresh air, breathe out all your worries. And always stay rejuvenated.

Wireless charger & 45 W C-Type Fast Charger

Just as your vitality never fades, your mobile's battery too will never fail with our blazing 45W C-type charger & built in wireless charging pad.

Front Arm Rest with Cooled Storage

Chilling is easy with thoughtfully designed spaces, right in the front.

Auto Headlamps & Rain Sensing Wipers

Nothing can hamper your visibility. Not the darkness. Not even the rain. Thanks to these intelligent inclusions, every journey is a breeze.

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