tata safari 3rd row

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Tata Safari Adventure Persona Third Row Review by Owner

With three-row derivates of compact and mid-size SUVs being the latest trend in the market right now, an important question to ask here is that whether these SUVs are genuine 6- or 7-seater vehicles. Or are these SUVs best treated as 5+2 seaters, which means the third row is only best suited for children. Case in point - the all-new Tata Safari . Although the Safari has the same wheelbase as the Harrier, Tata Motors have done a good job in carving out space for the third row of seats. Let's here it from an owner's mouth about how usable and practical the Safari's third row of seats really are.

Here's an owner's review of the Tata Safari Adventure Persona variant in a 6-seater configuration with captain seats for the middle row. Now with captain seats in the middle row, the Safari can seat four people in utmost comfort without a doubt. Even with a bench seat for the middle row, the Safari can seat 5 people very comfortably. However, in order to make way for a comfortable middle row, Tata Motors haven't compromised space and practicality for the third row of seats. In fact, as seen in this video, the third row is actually pretty spacious, even for a fully grown adult.

Also Read :  Tata Safari Adventure Persona Review By Aged Parents of Owner

There's decent leg room and given that Tata Motors have increased its height from the Harrier, headroom isn't an issue either. The carmaker has also thrown in a few niceties in the third row with dedicated AC vents with blower control, two USB chargers, storage spaces and arm rests. Further, the rear quarter glass is decently sized and one does not feel claustrophobic seated there. This means that one can spend long hours in the third row, say during road trips, and be perfectly comfortable. If you have your Safari with a bench seat for the middle row, you will even be able to seat 7 adults in the SUV, and still have all passengers comfortable.

But that's before you start factoring in luggage space. With all the seats up, the Safari has a boot space of only 73 liters, good enough for just two soft bags. For your reference, the Harrier  has a boot capacity of 425 liters. That means a road trip with 6 0r 7 people in the Safari with all their luggage is nearly impossible. In this case, the only option is to add a roof carrier, which you will find from Tata's range of genuine accessories. However, if you fold down even one of the third row seats, you will have sufficient space for luggage and still carry five people for a road trip in good comfort. Fold down the third row completely, and you can easily move houses in the Safari.

Under the hood, the Safari is powered by the Harrier's Fiat-sourced 2.0-litre, 4-cylinder diesel engine that produces 168 bhp and 350 Nm of peak torque. The Adventure Persona is available with both the 6-speed manual and the 6-speed torque converter automatic gearbox options. It also comes equipped with three ESP-based off-road modes - normal, rough, and wet - as well as three drive modes - eco, city and sport. Overall, the Safari can be classified as a genuine 6- or 7- seater SUV as long as you are not bothered by luggage. All passengers will even be seated in good comfort. However, in case you are carrying luggage, you will definitely have to make certain adjustments.

Stay tuned to  IndianAutosBlog.com  for  Tata updates  more and other  four-wheeler news .

2021 Tata Safari - Image Gallery

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Tata Safari facelift review: Flagship SUV goes more upmarket

The Safari gets a new look, more features and equipment, and a crucial mechanical change.

Published on Oct 15, 2023 04:00:00 PM

35,106 Views

The inserts on the grille remind you of the Range Rover.

Powered function is a boon for the large tailgate

• Feature packed
• Strong road presence
• spacious third row

We Don't Like

• 19-inch wheels compromise low-speed ride
• Engine refinement
• Ergonomic niggles

Tata Motors is on a wild update streak with its models. First, the Nexon got an update, then the Harrier and now, the flagship Safari gets a revamp. This isn't a minor nip and tuck job, because Tata has gone to town with the changes, and crucially, has focused on giving the Safari its own identity, rather than it being deemed as just a Harrier with a third row. It gets a completely new look, refreshed interior with modern tech and mechanical changes. Let’s see how well it has worked out.

Tata Safari facelift exterior styling

The Safari carries over Tata’s new design language without any change to the sheet metal. The ‘soft’ parts like the bumpers, grille and lights are all new and this has completely changed the look of the car. The LED Daytime Running Lamp runs across the width of the nose, with the Safari also getting sequential turn indicators. The ‘parametric’ grille is a single-piece unit compared to the Harrier’s split setup and is a point of differentiation between the two models, and, for the Safari, they are body-coloured. Further down, the LED headlamps and LED fog lamps are housed in a black casing, which also gets Safari lettering in chrome. Since there is no split grille, the air intake is blacked out with a faux metal scuff plate for that butch look.

Over to the side, the Safari gets 19-inch wheels on the top-spec variant and 17- and 18-inch options on the lower trims. The wheels do a very good job of adding road presence, and also get aero inserts that help reduce drag. You might also remember the wheel design that was previewed on the Tata Sierra concept shown at the Auto Expo. The alloys are wrapped with 245/55 R19 tyres, and being relatively lower profile, they have an impact on ride quality. More on that in a bit. Other Safari traits continue like a rising shoulder line and the roof with the famous kink.

At the rear, things are simpler, with revisions to the tail-lamps, which make it sharper, and an LED strip joining the two. The bumper too is all new with sharp lines, and there is a faux metal bash plate for that rugged look. That said, one of the most important updates is seen when you wag your leg under the bumper: the boot now gets gesture control for opening, and is finally electric.

Tata Safari facelift interior and features

Like the Harrier, the Safari comes specced with the ‘persona’ that you choose. The top-spec ‘Accomplished’ gets a dual-tone interior with white and brown upholstery. It has an air of premiumness, but the light-coloured seats and panels on the steering and doors will be difficult to maintain. The passenger side also gets an artificial wood panel with pinstriping which looks upmarket but may not be to everyone’s tastes.

The Safari gets the same four-spoke steering as the Harrier along with a gloss black panel and the backlit Tata logo that you just can't keep free of smudges and marks. There is also a fully digital instrument cluster that has customisable layouts, and the option of a map view once you’ve connected your phone via Apple CarPlay or Android Auto. That said, for a full map view, Android users will have to use Google Maps and Apple users will have to use Apple Maps. The cluster also displays drive mode changes, terrain mode changes and ADAS settings as well. The brightness, sharpness and overall viewing angles are good.

Next is the 12.3-inch touchscreen that gets wireless connectivity for Apple and Android and is slick to respond. It also packs in a lot of the settings for HVAC, ADAS, air purifier, audio modes and mood lighting. The audio system is also updated from a 9-speaker system to 10 speakers, along with a sub-woofer and 13 presets in the screen to choose from. The presets are very well calibrated and do enhance the music experience. You can also have individual modes for individual seats making the whole experience even more personal. The other highlight on the Safari is the 360-degree camera, which is high resolution and is a big plus while manoeuvring this SUV.

Under the screen are the HVAC controls on a gloss black panel, with the only physical buttons being the temperature toggles for the dual-zone climate control. Everything else, including the fan speed, is on a touch-based panel. Adjusting the fan speed or even functions like the electric tailgate opening is rather difficult as the feedback and response from the panel aren’t good. On the move, this would be an even more frustrating experience, and it’s better to use voice commands, which, despite not being the quickest, at least doesn't let you fumble.

Further down is a wireless charging pad that is difficult to access. You need to angle your phone in an awkward manner trying to dodge the knurled terrain response selector and cram your phone in, which, inevitably, will hit the panels around. Taking it out is the same story as you more often than not end up hitting the HVAC buttons or scraping your phone. For charging, there is a USB-A and a 45W type-C port as well.

Next is the terrain response selector that is unnecessarily large, and beside it are the non-backlit drive mode buttons. When you do change the drive modes, however, the ambient lighting too changes colour momentarily. Green for Eco, blue for City and red for Sport. What’s also new on the Safari is the drive selector for the automatic version, which is a shift-by-wire mechanism, and an electric parking brake, which replaces the aircraft-style brake lever on the top-spec version. The centre storage also gets vents to be used as a cool box, and a USB-A and a type-C port as well.

Tata Safari facelift seating 

The seats on the new Safari are powered for both driver and passenger with memory functions for the driver and ventilation for both. They are fairly broad and supportive, but cushioning is on the firmer side. However, on the whole, the new Safari is leaps ahead of the previous gen, both in terms of features and design.

There has been no change to the Safari’s wheelbase, so space in the middle row remains unchanged, The captain seat version also gets ventilation and there are USB-A and type-C ports here as well. There are AC vents in the B-pillar too, but surprisingly, no blower control for the middle row. The theatre-like seating position allows you to get a good view out, and the addition of sunblinds is a plus to have on hot days. What further elevates the sense of space is the panoramic sunroof, which gets ambient lighting and adds flair to the cabin at night.

Entering the third row past the captain seats isn’t easy since they don’t tumble down. They only recline and don’t slide forward enough for easy access. It’s easier to use the space between the two seats as a passage to access the third row. However, once you’re seated at the back, the amount of room is impressive even for tall adults. Sure, headroom is tight for occupants over six feet, but the adjustable backrest angle and sliding middle row make the third row properly usable, and the most spacious in its class. There are three-point seat belts for two, individual headrests, AC blower controls and USB-A and a type-C ports. The downside is the boot space, which, with all three rows up, is only good for a couple of soft bags.

In terms of safety, the Safari gets the usual goody bag of sensors and assists, along with ADAS. The Safari gets six airbags as standard, and the top-spec version gets an additional knee airbag, taking the count to seven.

Tata Safari engine, gearbox and performance

The updated Safari gets the same 2.0-litre diesel engine making 170hp and 350Nm as before, but in BS6.2 guise. Tata claims to have upped the damping and refinement but, to be honest, it is still one of the sore points of the Safari: there is that typical diesel clatter at idle that seeps into the cabin. As you get going and the engine speed rises, the gruff noise increases. That said, the engine feels strong to perform and has a wide torque band. Mid-range is where you will get that punch, and response overall is solid. The Safari is also very happy and comfortable at highway speeds. Changing the drive modes also changes the response, just as before. In Eco and City, the engine is laidback, but switch to Sport, and there is a noticeable gain in response. This is largely to do with the pedal mapping, which, as you change modes, alters the response to the accelerator, giving you a noticeable change in driving manners.

Mated to the engine is the same six-speed torque converter automatic gearbox. Quick shifts and lightning-fast responses are not something it prefers, and the shifts are carried over in a leisurely manner. Sure, sport mode does help, but inherently, it's a relaxed gearbox.

To gain more control, there is also the option of paddle shifters, a new addition in the updated Safari. However, they don’t particularly enhance the driving experience as manually shifting via the paddles isn’t very quick or responsive. Operate the paddle shifters and the powertrain automatically defaults to Sport mode, but the experience isn’t exactly sporty. The shifts are slow and downshifts are frustratingly delayed if the engine is at high revs. This doesn’t allow for enthusiastic manual shifting and it's best to let the gearbox work on its own. What is another irritant is operating the new shift-by-wire shifter, which requires the right technique. During three-point turns, shifting from D to R and back is a fiddly affair, since there isn't a clear response from the lever. It often gets stuck in N or simply doesn’t change the gear. This will take owners some time to get used to, and a lot of patience.

Tata Safari handling and ride comfort

Speaking of three-point turns, arguably the biggest and the most important update on this Safari is the steering system. Gone is the older hydraulic power steering unit, and in its place is a modern electric power steering (EPS) that has transformed the way the Safari handles. To start off, at low and city speeds, you no longer have to muscle the car around, and get your arm workout done. The steering is light and easy in Eco and City mode, making parking very convenient. In Sports, it does weigh up to add some feel while driving. Three-point turns are done with minimal effort and getting it out of tight spots is very easy too. Tata has also increased the track on the new Safari owing to the bigger wheels, but it isn't something that was noticeable through corners.

On the subject of ride, Tata has retuned the suspension with updated dampers, spring rates and new bushings, giving the Safari a softer setup than before. However, shod with big, 19-inch wheels and lower profile tyres, bump absorption is compromised. Over a broken patch of road, you will notice sharp movements and potholes are met with quite a thud. The toughness of that Land Rover platform does shine through with the taut and tight body control the faster you go. On the highway, the ride is composed and flat, and the sense of control and stability you get is the hallmark of the Safari, which makes it a great high speed cruiser.

Tata Safari ADAS performance

The other big talking point on the Safari is the ADAS: it gets adaptive cruise control, lane departure warning, collision warning, automatic braking, rear cross-traffic alert and blind spot monitoring. Lane keep assist is also part of the package, but will be introduced later as a software update.

In our conditions, the ADAS works well, especially the adaptive cruise control which does the job even at slow bumper-to-bumper speeds. The lane departure warning system is good at detecting lanes correctly too. What could have been better, is the automatic emergency braking. We found that despite driving closer than usual to the car in front (done for testing the ADAS) it did not activate the brakes, despite adjusting the setting of the brake activation to the maximum distance. Tata claims this is done specifically with India’s erratic traffic conditions, but we would have liked the emergency braking to kick in from a safe distance. Rear cross-traffic alerts and blind spot monitoring, on the other hand, work flawlessly.

Another plus point is that the Safari, along with the new Harrier, recently received a 5-star rating in adult and child occupant protection by Global NCAP.

Tata Safari verdict

Prices for the Safari start at Rs 16.19 lakh (introductory, ex-showroom, India) for the base Smart manual variant.  With this update, many of the Safari’s weaknesses have been addressed, with the electric power steering, electric tail gate, more features and a modern design. However, the engine refinement and some ergonomic issues are still present.

But what the Safari will be banking on is its fantastic road presence, hugely practical and spacious cabin, and lastly, the wide array of variants on offer. It sure is a lot more car for the money now, and that’s something SUV buyers today are willing to pay for.

Tata Safari facelift video review 

Tata Safari

₹ 18.43 lakh * on road price (New Delhi)

Tata Safari facelift image gallery

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Personal details, rishabh sekhani - 323 days ago.

What is the logic of such a steep price hike within 4 years? Not just this model, it seems like the luxury makers have collectively driven up pricing of all models in the last 5 years in a super aggressive manner - which is neither linked to change in taxes/ duties or exchange rates. Could this be a collusion of some sorts?

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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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Mahindra XUV700 vs Tata Safari comparison

The Mahindra XUV700 and Tata Safari have been among the newsmakers of 2021. We bring the two flagship SUVs together for one big fight.

Published on Dec 10, 2021 08:00:00 AM

1,38,515 Views

With all seats up, both SUVs offer very limited luggage space.

The Tata Safari and Mahindra XUV700 are easily two of the most talked about new SUVs in India at the moment. Being the flagship models of India’s very own automotive brands, there’s a nationwide interest in knowing what they’re like, but there’s more to the mania. Big in size, tough in build, and versatile with three rows of seating, the Safari and XUV700 fit the image Indian buyers have of ‘proper’ SUVs, an image, perhaps, subconsciously cemented by none other than the original home-grown heroes, the Tata Safari and Mahindra Scorpio from two decades ago. Sure, the new Safari and XUV700 are far removed in their monocoque construction and front-wheel-drive layouts, but the fundamental SUV-ness is very much there.

Of course, a lot of the chatter around these two is centred around which one’s better. And that’s where we come in. We’ll be blocking out the noise to give you an objective analysis of these cut-throat rivals. As ever, we’ll judge the contenders on a wide variety of parameters to pick one definitive winner.

Standing tall

Measuring over 4.6m long, the XUV700 and Safari are a full size larger than the crop of midsize SUVs better known as the ‘Creta class’. A spec check will reveal that there’s mere millimetres between the XUV and Safari in length, width and height, but you sure won’t confuse one for the other.

To my eyes, the XUV700 is handsome in its basic design, but styling is overdone at places. The headlights with their comma-like LED DRL extensions, for instance, are distinctive but too jazzy. Simpler looking tail-lamps too would have done the job just as well. But to a typical buyer, the XUV does wow with its upmarket looks and details like the flush-fitting door handles that, on fully loaded versions, automatically pop out on unlocking.

Parked alongside an XUV700, the Safari comes across as more outdoorsy in look. And while no larger than the Mahindra, it’s the Tata which comes across as more rugged. The chunky wheel arches and high bonnet sure help with this impression. And while that split headlamp set-up is shared with the 5-seat Harrier, the Safari’s stepped roof, roof rails and upright tail (inspired by the original Safari) really help it stand out.

Cabin pressure

Getting into a Tata Safari requires a bit of a step up, but once inside, you’ll like what you see. The dashboard with that thick metal-look band running its width is stylish, and the soft touch material on the dash top, among other elements, also conveys quality. Drivers will also like their commanding view out and the feeling of being in something big and tough. But as nice as the Safari’s interior is, the XUV’s is in a different plane.

It starts with the welcome gesture (on AX7 Luxury variants) that has the driver’s seat slide back for easier ingress and egress, which is something you’d typically get in a car of twice the price. The XUV’s front seats themselves are more accommodating than the ones in the Safari (there’s too much side bolstering), and then there’s the general look and feel of things. Material quality, for one, is a step up, with the Mahindra being more generous in its use of padded materials on the dash and doors, while smaller details like gloss plastics for the door window switches only enhance the premium experience inside. That said, the piano black surfaces aren’t well finished and look a bit tacky. Of course, the major talking point inside the XUV700 are the dual 10.25-inch displays for the dials and infotainment unit system. The high-res and vibrant screens give the XUV’s cabin a very tech-heavy vibe. In comparison, the Tata’s part-digital dials and fuzzy 8.8-inch touchscreen arrangement looks outdated.

And that’s the thing. Mahindra’s gone to such lengths to load the XUV700 that it makes the otherwise well-equipped Safari come across as relatively basic. In addition to all that’s been mentioned already, features exclusive to the XUV700 (pictured here in the range-topping AX7 Luxury Pack guise) include a 360-degree camera (it’s crisp, but a bit laggy), blind view monitor (it appears on the dials on activating an indicator) and dual-zone climate control. The XUV700 also has the edge with a slightly larger panoramic sunroof. Curiously, though, an auto dimming rear view mirror is not available on any version of the XUV. Of the other things, wireless phone charging and wireless Android Auto/ Apple CarPlay are features you’d find on both, though it’s worth highlighting that these are recent additions on the Tata. Safaris in limited-run Gold Edition form also get ventilation for the front seats (and rear seats on 6-seat versions) and it’s expected that these features will be rolled out onto the standard range in the days to come. Both SUVs get good sound systems.

The XUV’s 12-speaker Sony 3D set-up does offer more fine-tuning and variation while the Safari’s nine-speaker JBL system is richer in bass.

In terms of safety equipment, both models get ABS and electronic stability control, though the XUV has the upper hand with seven airbags (including one for the driver’s knee) to the Safari’s count of six airbags. That the XUV’s curtain airbags extend all the way to the third row is reassuring to know too. While both models comply with latest Indian safety norms, only the XUV700 has a Global NCAP rating too – 5 stars on adult occupant protection and 4 stars on child safety. Where the XUV700 blows the Safari away is in the Active Safety department.

The XUV has the huge distinction of being the only one with camera and radar-based ADAS or advanced driver assistance systems. Over the few days of testing, we found features like adaptive cruise control, traffic assist (that automatically accelerates and brakes in stop-go traffic) and auto high beam assist (it switches to low beam on detecting oncoming vehicles) calibrated well for average Indian conditions. Thankfully, the forward collision warning and autonomous emergency braking didn’t come into play at any point. However, the lane keep assist that steers the vehicle to the centre of a lane was often thrown off by our poorly marked roads and was the one ADAS feature we kept off.

Comfort plus

Before we talk second- and third-row comfort, it’s essential to bring in the different seat arrangements these SUVs can be had with.

Lower trims of the XUV700 are offered in a 5-seat format, with a bench in the middle row. Higher-spec 7-seat versions add in a pair of seats as the third row. The Tata Safari, on the other hand, gets a third row as standard, but you can opt for a pair of captain’s chairs or a 3-seat bench for the middle row.

The XUV700’s middle-row bench scores well on comfort. Space is aplenty, the seat is well cushioned, there’s a good amount of support and the 60:40 split seats offer plenty of recline too. The flat floor makes life better for a middle-seat passenger too, and it only helps that the XUV also has the slight advantage in shoulder room. Also, boss mode lends the option to move the front passenger seat forward at the pull of a lever, to free up additional legroom for the middle row. 

You do get more flexibility in a Safari. Boss mode aside, there’s the option to move the middle row seats fore and aft to balance legroom for the last row of passengers, and bench seat-equipped versions also feature ample recline. Were we speccing our Safari, we’d opt for the 7-seat configuration with the bench middle row. The 6-seater might be designed for the chauffeur-driven, but its captain’s chairs aren’t as large or comfy as they should have been. Irrespective of the version you opt for though, you’ll appreciate the stadium seating and the great view out the Safari gets you. We also found the Safari’s air-con vents, which sit on the B-pillar, more effective at channelling cool air than the XUV’s second-row vents that are positioned lower down at the rear centre console. Just wish Tata could also find a better position for the rear USB slots that are positioned low and out of sight.

Back to back

Reaching the third row is tricky business in both SUVs, with access via the rear door. The 7-seat versions of both models get slick single touch tumble and fold mechanisms for the kerb side middle row seats. Sadly, the resulting openings on both models aren’t all that large and adults, especially, will have to contort their way in. Access to the back is (slightly) more convenient on 6-seat Safaris, thanks to the option of walking in via the narrow passage between the middle-row captain’s chairs.

At the very back, you or your passengers will be happier in the Safari. It’s not perfect, but the Tata has the comfier seating position, offers that crucial bit more headroom and kneeroom, and the option to slide the middle-row seats also means you can free up space for a large adult, if just for a short stint. The high-set air-con vents also count for a lot and Tata has thoughtfully added in two USB charging sockets at the very back too.

The XUV’s third-row experience isn’t quite as nice. The knees-up seating position, limited headroom and foot space relegate the seats for occasional usage only. The XUV gets third-row air-con vents and blower controls like the Safari but there’s only a 12V socket to juice up your phone with.

With all seats up, the XUV offers just about enough space to store a few soft bags behind the rearmost seats. In the Safari, there’s even lesser room. Both models do give the option to fold the split third-row seats flat, and this frees up a lot of space. Again, it’s the XUV that offers more room for luggage, thanks to its wider bed.

When it is time to load luggage, you’ll note it’s the Safari’s heavy metal tail gate that requires quite a bit of effort to open. The XUV’s plastic composite tail gate is lighter and more convenient to open/close. But how easy will it be to repair in the event of a rear collision?

Powering up

The Tata Safari’s engine and gearbox line-up is pretty straightforward. There’s a sole 2.0-litre diesel engine that can be had with either a 6-speed manual or a 6-speed auto transmission. The XUV’s powertrain matrix is a lot more complex. There’s the choice of a 2.0 petrol engine, with manual and auto gearbox options; there’s also a 2.2 diesel in two states of tune, with the higher powered version further offered with manual and automatic gearboxes; and you can even have the diesel- auto with all-wheel drive. Phew! For this comparo, we’ve taken the popular diesel-auto versions of both, with the test XUV in Safari-like front-wheel-drive avatar.

You’ll like how the Safari delivers its power. The Fiat-sourced 170hp and 350Nm, 2.0 diesel engine actually feels stronger than the numbers suggest, and there’s enough pulling power even when travelling with a full house. Sport mode adds a spring in the Safari’s step and what’s nice is that the Hyundai-sourced 6-speed gearbox is well in tune with the characteristics of the engine. Gearshifts are smooth and timely, though there is a bit of a delay at the gearbox when you suddenly mash down on the accelerator. Manual inputs at the gear lever are well catered to, however. What isn’t all that nice is the engine’s refinement. It’s audible at idle and sounds grumbly when building speed.

Where the Safari’s powertrain is good, the XUV700’s is great and quite frankly in a different league. The Mahindra’s 2.2 diesel engine not only has the displacement advantage, but its 185hp and 450Nm make it a whole lot more powerful too. And you can feel the added power. The XUV feels light on its feet and peppy, in a way you just wouldn’t expect an SUV in this category to be. The impression is backed by the performance numbers. The XUV is significantly quicker in kickdown acceleration (see table) and, if only for theoretical interest, is faster from a standstill to 100kph too (with a time of 10.1sec to the Safari’s 12sec best figure).

Standard Zip mode is more than adequate for most scenarios, though you’ll find yourself switching to Zap and Zoom driving modes that give access to all of the engine’s power. The 6-speed auto also goes about its business with great smoothness and you’ll like how on the ball it is, ready with a quick gearshift in Zoom mode.

Even manual gearshifts via the gear lever are slick. The XUV’s diesel unit does sound gravelly when you’re starting out, but engine refinement on the whole is much better than the Safari’s. Also if it’s ultimate refinement you desire, you’d, perhaps, be better served by the XUV700 petrol.

Twist and turn

It’s in the area of ride and handling that the XUV truly distances itself from the Safari. For starters, the XUV’s electric power steering is really well judged. It’s light and easy to twirl at low speeds (helping the XUV feel smaller than it is) and weighs up adequately and remains linear when you go faster. The drive modes add more weight, but the difference in feel is limited at best. It’s not intended to be a corner carver, but you’ll be more than satisfied by the poise with which the XUV changes direction.

An all-independent suspension with sophisticated frequency selective dampers have been employed on the Mahindra and have resulted in a very un-Mahindra dynamic experience, especially if the old XUV500 is your point of reference. The XUV700 also does a great job of smoothening out surface imperfections, particularly at low speeds.

In the same city settings, you’ll find the Safari’s low-speed ride a bit jittery, the steering feels heavy at parking speeds and there’s a general awareness that you’re piloting something large. The Safari experience gets better as you pick up the pace. There’s a confident heft with which the Tata cruises, and you’ll particularly appreciate how unfazed it feels over broken patches of road taken at high speeds. However, the Tata’s hydraulic steering is the weak link in the experience. There’s kickback on bad roads, torque steer under hard acceleration and an inconsistency that takes away some confidence at high speeds.

It’s when the going gets tough that the Safari feels its best. On mild trails, you’ll find yourself taking more liberties in the Tata that feels built to take a beating. The Tata is built on a Land Rover-derived platform and that inherent toughness comes through. Dedicated terrain modes are also part of the package on the Tata. The XUV isn’t a softie, either. It’s tough in its own right and will do all that the Safari can, but you’ll find yourself going easier in the Mahindra. The XUV does have the critical advantage with optional all-wheel drive, though.

Both models feature front and rear disc brakes but both have their quirks in panic braking scenarios. Where the Safari’s pedal feels mushy, the XUV exhibits considerable dive in hard stops.

Question of the hour

So now that you know what they’re like, time to bring in prices. The Mahindra XUV700 diesel-auto in AX7 Luxury trim has a price tag of Rs 20.89 lakh, while the Tata Safari XZA+ is on sale for Rs 20.79 lakh (both prices, ex-showroom, Delhi).

Factor in what they cost and see what both get you for similar money and it’s a convincing win for the XUV700. Sure, the Safari exudes toughness and has that roomier third row, but in all other areas it plays second fiddle to the game-changing new XUV. The Mahindra is plusher inside, is loaded with tech and features, has the stronger engine, is easier as well as more entertaining to drive and generally feels like a more sophisticated package.

Mahindra really has hit it out of the park with the XUV700, and the 75,000+ strong order bank is also telling that buyers like what they see.

Which of these flagship SUVs would you buy? Let us know in the comments below.

Mahindra XUV700 vs Tata Safari comparison video

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Personal details, chanakya gupta - 1011 days ago.

XUV700 for me any day of the week

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• 2024 Hyundai Alcazar Vs Tata Safari: The Base Variant Showdown!

KEY HIGHLIGHTS

• The base Alcazar 'Executive' is priced at Rs 15.99 lakh. 
• The base Safari Smart persona undercuts the Alcazar diesel marginally 
• Both cars receive no smartphone connectivity in their base guise!
• The Safari is larger in terms of dimensions
• The Alcazar offers a better aftersales experience

The 2024 Hyundai Alcazar has finally arrived, and it also brings forward a lot of questions. If you're in the three-row SUV segment, should you buy the new Alcazar, and why? After all, it is smaller and less powerful than, say something like a Tata Safari . But, is size really all that matters when it comes to three-row SUVs?

To find the answer, we are putting together the base variants of the new Alcazar and the Safari, to see how they stack up against each other and which one offers better value. Why the base variants, you ask? Because they are available at rather attractive price points, and buyers of mid-size SUVs might just deviate and also consider these options.

However, before diving in, make sure to join the 91wheels WhatsApp Community to stay up-to-date with the latest automotive buzz, and to get in touch with like-minded enthusiasts!

2024 Hyundai Alcazar Vs Tata Safari : Under The Hood

It is important to note that the Safari is available only with a diesel powertrain, while the Alcazar offers you petrol and diesel both, with manual and automatic options. Hence, for the sake of this comparison, we shall stick with the diesel powertrains.

The new Alcazar continues with the familiar 1.5-litre diesel unit producing 113bhp and 250Nm of torque, paired to either a 6-speed manual or an automatic gearbox. Meanwhile, the Safari gets a larger 2.0-litre mill with 167bhp and 350Nm of torque, also paired to either a 6-speed manual or an automatic gearbox. Needless to say, the base variants of both cars offer a manual transmission only.

Also read: 2024 Hyundai Alcazar Vs Rivals: Detailed Comparison

2024 Hyundai Alcazar Vs Tata Safari: Covering Bases

The 2024 Hyundai Alcazar diesel lineup starts from the Executive 7-seater trim, which is priced at Rs 15.99 lakh (ex-showroom). Meanwhile, the Tata Safari is marginally cheaper at Rs 15.49 lakh (ex-showroom), for the base Smart persona.

2024 Hyundai Alcazar Vs Tata Safari: Interiors and Features

The interiors of both cars feature similar interior layouts compared to their smaller mid-size siblings. However, given that these are the base variants, there will be a few things missing. The Alcazar Executive 7-seater trim comes with a smart key, push-button start, dual-zone climate control, rear sun-blinds, cruise control, powered ORVMs, rear A/C vents, powered tailgate, connected lights at both ends, a cooled glovebox, start/stop system, automatic headlamps with follow-me function, UBS C-type charging ports, and a rear centre armrest.

Shockingly, the Alcazar Executive does not receive any sort of smartphone connectivity, and there's not even a basic screen to speak of. The driver does get a digital MID, but that's about it. However, in terms of safety, the Alcazar Executive does come equipped with ABS, seat belt reminders, ISOFIX child seat mounts, hill-start assist, corner stability control, emergency braking signal, rear parking sensors, a tyre pressure monitoring system and six airbags.

In its base smart trim, the Tata Safari too does not receive any infotainment screen or phone connectivity. In fact, there's no keyless system to speak of here as well! However, it does receive dual-zone climate control, rear A/C vents, traction control, rear parking sensors, hill-hold, ABS with EBD, 6 airbags, corner stability control, roll-over mitigation, height-adjustable seat belts, emergency braking signal, ISOFIX child seat mounts, A-type and C-type USB ports at the front, and the new illuminated logo steering wheel.

Also read: 2024 Hyundai Alcazar Variants Explained In Detail: Which One Suits You Best?

2024 Hyundai Alcazar Vs Tata Safari Dimensions

Surprisingly, the Safari has a smaller wheelbase compared to the Alcazar. The Safari's wheelbase measures 2741mm, while the Alcazar's is slightly longer at 2760mm. However, everywhere else, the Safari trumps the Alcazar in terms of dimensions, being longer, taller and wider, and thus not only giving it a more imposing stance, but also offering a roomier interior than the Alcazar. For reference, the Alcazar's LxWxH dimensions are 4560 x 1800 x 1710mm, while the Safari's are 4668 x 1922 x 1795mm.

That said, the 2024 Alcazar has grown in terms of size when you compare it to the outgoing model, and it remains to be seen how much of an improvement there is over the older car. Do stay tuned for our review on the new Alcazar; we'll be driving it soon!

Also read: Top 10 Selling Cars In India In August 2024: Nexon, Baleno, & More

2024 Hyundai Alcazar Vs Tata Safari: Who Wins?

Choosing between the base variants of the Alcazar and the Safari shouldn't be that difficult if you know what you're looking for. Neither car offers much in terms of novelty features in this trim. If you're someone who needs to carry seven people regularly, you'd want them to be as comfortable as possible, and that's where the Safari comes in.

The Safari's third-row is actually quite manageable, and in this base variant, you get a bench seat in the middle row, with a 60:40 split. This makes access to the third row easier, as the split part of the bench tumbles down easily.

The new Alcazar remains untested in this regard for now, but from experience, I can tell it wasn't easy entering the third row in the older model. Once there, it did not feel as roomy either.

The Safari also possesses incredible on-road manners as well; Tata has nailed it in terms of the chassis and suspension setup, and that 2.0-litre diesel engine has a great amount of punch all over. Thus, the Safari proves to be an effective highway tool, even with a full load.

The new Alcazar remains untested in this regard too, but from experience, it shouldn't be all that different from the older model. While the older car performed decently with 3 people and it offers a comfortable ride experience, it did feel sluggish and a little underpowered with a full-load of people and luggage.

That said, Hyundai 's aftersales and service network remains unbeaten when you compare it against Tata , which seems to have its fair share of niggles crop up at times, and that will make your purchase decision either easier or tougher.

Verdict While the base Tata Safari offers better performance, proven crash test ratings, larger dimensions, excellent on-road manners, the base Alcazar offers just a bit more in terms of creature comfort. The Alcazar also claws back with Hyundai's reliability and service network. If you are not going to use all three rows of seating on a daily basis, and you want to opt for a stress-free experience, the Alcazar diesel is the one to go for. 

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Tata Safari Third Row Charging Point

Image provided below highlights the Third Row Charging Point of Safari. Tata Safari has 222 images of its interior and exterior. Also, Tata Safari is available in 7 different colours.

Tata Safari Images (222 Images)

• Infotainment
• Instrument cluster
• Steering wheel
• Head light and tail lights
• Interior lights
• Doors and controls
• Charging ports
• Exterior closeups

Outerview (63 Images)

Seats (25 Images)

Infotainment (13 Images)

Dashboard (11 Images)

Sunroof (4 Images)

Instrument cluster (5 Images)

Steering wheel (7 Images)

Bootspace (10 Images)

Gear (6 Images)

Head light and tail lights (9 Images)

Interior lights (1 Image)

Doors and controls (12 Images)

AC (11 Images)

Airbags (4 Images)

Charging ports (5 Images)

Storage (8 Images)

Exterior closeups (28 Images)

Third Row Charging Point

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