scorpio vs xuv700 vs safari

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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

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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.

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XUV700 for me any day of the week

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SUV Comparison: 2023 Tata Safari Facelift Vs Mahindra Scorpio N Vs XUV700

All are big three-row suvs with big wheels while the safari comes in with a huge 19-inch option. the scorpio n follows a more butch design like the safari while the xuv700 has a sleeker look..

The battle lines are drawn once again with the new Safari coming in all guns blazing with stronger armour and ready to take on the Scorpio N and the XUV700. Here is a quick spec comparison to see how these three SUVs stack up currently in terms of powertrains, features and comfort. The Scorpio N has been a big success along with the XUV700 while with the Safari in its new avatar, it will be all set to 'reclaim its market share'.

Which is bigger?

The Safari facelift comes in with a length of 4668mm while the XUV700 from Mahindra has a length of 4695mm. The Scorpio N on the other hand has a length of 4662mm. Width-wise, the Safari is the widest with a width of 1922mm while the Scorpio N comes in at 1917mm followed by the XUV700 at 1890mm. All are big three-row SUVs with big wheels while the Safari comes in with a huge 19-inch option. The Scorpio N follows a more butch design like the Safari while the XUV700 has a sleeker look.

Which SUV has more features?

The Safari facelift has moved up now with a long equipment list along with a vast new technology change. The new Safari has a 12.3-inch touchscreen while the XUV700 gets twin 10.25-inch screens. The Scorpio N has a smaller 8-inch unit. The Safari in its new avatar gets a 360-degree camera system, ADAS, 10-speaker audio system, dual powered seats with ventilation, second-row ventilated seats with boss mode, connected car tech, dual-zone climate control, 7 airbags and more. The XUV700 has a Sony 12 speaker audio system, plus a driver-side auto adjust while getting ADAS, connected car tech, seven airbags, dual-zone climate control and more. The Scorpio N gets a simpler camera unit but also has a 12-speaker Sony audio system, dual-zone climate control, connected car tech etc. All three have sunroofs but the XUV700 and Safari get a panoramic sunroof.

Which SUV has more power?

The Safari facelift continues with a diesel-only with 170bhp and 350Nm with either a 6-speed automatic or manual with paddle shifters on the auto. The XUV700 gets a 2.2l diesel with 185bhp and 450Nm in the top-spec version. There is also a turbo petrol with 200bhp and 380Nm. Both the engines get a 6-speed automatic and manual but without paddle shifters. The Scorpio N gets a 2.2l diesel with 175bhp and 370Nm while the petrol develops 200bhp and 380Nm. Like the XUV700, it also gets the same gearbox options. The Scorpio N gets a proper 4x4 with the diesel while the XUV700 gets AWD while Safari does not get either.

What about the prices?

The XUV700 costs between Rs 14-26.5 lakh while the Scorpio N comes in at Rs 13.2 lakh to Rs 24.5 lakh. The Safari facelift has been launched at Rs 16 lakh to Rs 25.4 lakh for the top-end manual. Tata has not revealed the diesel automatic top-end prices. Do note that the Safari comes in diesel only and in three-row form while the other two come in petrol too. The Safari now comes with the class's best features while the XUV700 has petrol along with more power in the diesel too with AWD. The Scorpio N remains the hardcore SUV for off-road use and toughness. The Safari seems to be the best bet in terms of rear seat comfort with more features while the XUV700 and Scorpio N have more power while having a petrol option too.

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Mahindra XUV700 vs Tata Safari comparison review

The three-row SUV. The timeless formula for the ultimate family mover. After all the first ever SUVs in the world were fashioned out of station wagons, with added abilities courtesy four-wheel drive powertrains. Fast forward to the present and in India at least, the formula's been simplified a bit to exclude 4x4. Why? The market doesn't buy it, apparently. At least not when it comes to going from a keyboard warrior versus actually walking into a showroom. So, with the Tata Safari , a resurrection of one of India's earliest SUV name tags, we have a three-row adaptation of the Harrier, but minus any form of all-wheel drive… because what the market buys, the market gets. On the other hand, with the Mahindra XUV700 , an all-new car that can be viewed as the next-gen XUV500 but named differently to position it over an upcoming new model, there's a return to the all-wheel drive capability that was once offered on the XUV. And a tonne of tech. Mahindra's taken their time with the XUV700, and it shows. On the face of it, there's very little to dislike about the 700. Apart from the way it looks, so that's as good a place as any to start…

Mahindra XUV700 vs Tata Safari styling

It's pretty obvious that the 700 was meant to be a next-gen 500, an SUV which never really appealed to me stylistically but I may be in the minority here. I would imagine positioning strategy left a spot for an alternatively branded 5-seater, sort of the reverse of what Hyundai and Tata did with the Creta/Alcazar and Harrier/Safari. Some of the ungainly surfaces on the older 500 have been smoothed out (kink in the body line over the rear wheels, I'm looking at you) but there still are a few parts that seem overdone. Like the tail lamps, for example. Though the pop-out door handles are a premium touch, I can't help but feel contrast finish regular door handles would've helped break up the vast door surfaces.

Next to the Safari, the XUV700 doesn't quite have the same road presence. This, even though the 700 is actually the longer SUV (4,695x1,890x1,755mm), with a marginally longer wheelbase (2,750mm) versus the Safari (4,661x1,894x1,786mm) on a 2,741mm long wheelbase. It could be the fact that the Safari is taller that helps it, or that the leading edge of the hood on the Safari is marginally higher, aided by the layers made up of the grille, air dam and faux skid plate. That said, the 700 does appear to have a larger glass area, versus the Safari's more aggressive front-rear taper in the glasshouse. The integrated roof rails in the Safari are a nice touch, though. It would appear the wheels play a part here too, with the Safari's alloy wheels looking more substantial and chunky with the 235/60 18-inch tyres filling out the wheel wells better. The polished/painted spokes on the similarly-sized alloys on the 700 just maybe a little too thin and elegant looking for an SUV of this size. And when viewed from the rear, the LED tail light signature on the 700 are distinctive at night, but the Safari definitely shows its Land Rover genes with its split LED light signature placed high up.

Speaking of lighting, the 700 has a huge advantage in its LED headlights and auto booster tech; these lights are amongst the very best we've ever driven with, in turning night to day! The Safari's halogen projectors are adept by themselves but aren't in the same league when it comes to throw and reach.

Mahindra XUV700 vs Tata Safari interior space, ambience and features

A quick summary between these two SUV's cabins would be that the 700 feels airier and more modern, by virtue of all the tech and the lighter colours, while the Safari feels more spacious in all of the rows of seating, apart from feeling more SUV-like. Especially considering you really do sink into the large seats, and have a substantial dash laid out in front of you. Another important point to note would be that the Safari is the only one with a choice of captain seats for the second row, which are vastly more comfortable than the 700's second row bench.

Specifically, the 700 impresses with its Mercedes-inspired touchscreen infotainment and full-digital instrumentation screens stretched across half the dash, which offers a surprising extent of customisation and fluidity to the graphics and execution. That's not to say that it doesn't have its share of glitches, with our test car's wired Android Auto/Apple CarPlay not having been activated yet, with no official word on when that software patch will come through. There also appeared to be instances where one of the door handles wouldn't retract after locking but those were few and far in between. As an experience, the 700 delivers one that feels like it could be a segment above, with near-everything thought of - even the sunshades can be extended for better coverage! That assessment stands largely true, if not for some of the plastics somewhat letting it down, especially in the door handle area, and on the lower dash. It also felt like the seats had a bit too much lumbar support for me.

Climbing into the Safari after feels like you've got into an older SUV, which is fair. But to the Safari's credit it doesn't feel bad, just… different. It's more old-school, what with the tiny touchscreen infotainment system (wired CarPlay glitched on us as well), smaller ana-digi instrumentation and the like. Not to mention the comically large steering boss up front and centre when you're in the driver's seat. Updated top variant models have wireless smartphone charging and wireless integration, with a big plus being seat ventilation on the top trim for four captain seats across the first two rows! Plastics between the two feel similar, with the Safari feeling more premium in some areas (like the polished door pull handles, leather trim on dash), while the 700 pulls back in others, with the long, long list of features being a key differentiator. The audio system performance in either is pretty good too, with the JBL setup in the Safari delivering good body and clarity, but the Sony setup in the 700 goes a little further in separation thanks to the fancy DSPs and 3D surround presets.

As for second row comfort, the Safari pulls ahead with more comfortable captain seats, which are set higher relative to the first row, with easier access to the third row, which again has more knee room, headroom and a more comfortable angle of recline, even for adults over reasonably long range distances. In the 700, the third row is much better suited to children.

Boot space in either is limited with all rows up but the 700 offers just a bit more, which could be useful for stuffing soft bags in.

Mahindra XUV700 vs Tata Safari safety features

The 700 pulls out an advantage here, with seven airbags (curtain airbags extend to the third row) to the Safari's six, apart from all the ADAS tech, which includes forward collision warning/avoidance, automatic emergency braking, and lane keep assist. Only the 700 carries a GNCAP rating, of an impressive 5 stars.

Mahindra XUV700 vs Tata Safari engine, performance and efficiency

Apart from the on-paper advantage the 700 has over the Safari, with a higher displacement 2.2-litre diesel engine, with more power (185PS vs 170PS) and torque (450Nm vs 350Nm), the engine also is marginally quieter and smoother, though that says more about the Safari's engine that it does this. Again, that slightly more gruff engine note on the Safari goes towards its more dyed-in-the-wool SUV feel that one could get used to very easily, but there's no denying the 700 feels more refined and less vibey.

In regular driving you'd be hard pressed to find faults with either, or the 6-speed torque converter automatics in either, though it does feel like the Safari's gearbox (a Hyundai unit) might just get the edge in intuitiveness in selecting gears at lower speeds, with marginally quicker downshifts when an overtake calls for it. Both these SUVs shift up around the 2,000rpm mark to keep up with city traffic, and roll-on performance was near identical surprisingly. Where the 700 stretches ahead is in outright performance, being over two seconds quicker in the 0-100kmph dash with a time of 9.3s versus the Safari's 11.6s! There's a little more in reserve at the top end of the rev range in the 700, and it's noticeable when you really wring these SUVs out. Even if you weren't, the 700 does feel like it gets up to highway speeds just that little bit more effortlessly than the Safari, especially if you wanted to get back up to speed quickly.

Both are equally relaxed on the highway - at a steady speed of 120kmph, they're both spinning just under 2,000rpm. Despite that, the 700 posts better fuel efficiency figures. On the highway the difference isn't as vast, with the 700 at 15.8kmpl versus the Safari's 15kmpl. In the city that gap widens, at 12.5kmpl versus 10.3kmpl in the 700's favour.

Mahindra XUV700 vs Tata Safari ride and handling

Surprise, surprise - the Safari has the heavier steering, and feels more SUV-like to drive around, which means it can feel a little oversized to pilot around narrower lanes, while the 700 feels almost car-like. That slightly ponderous nature of the Safari, especially at lower speeds, could be seen as a plus point to some people; I certainly didn't find it getting in my way even through crowded streets. But driven back-to-back with the 700, it does feel like it could do with a little more assistance at low speeds, often needing both hands to feed the wheel through U-turns, while the 700 could easily be swung around single handed, if you were so inclined.

The heavier steering on the Safari does feel a little vague when you get to corners, but it does feel like it weighs up more predictably than the 700, which struggles to transmit feedback through all its assistance. We'll talk about ride before we get to outright handling, since that bears so heavy on it. The 700 has the better judged ride, thanks to its frequency selective damping and sophisticated independent rear suspension setup, smoothing out even the worst roads. The Safari will do the same, make no mistake, but with a near constant underlying sense of micro-vibrations that you really only feel when you don't feel them over the same stretch of road in the 700.

As a result, the 700 tips into corners with marginally more lean and body roll than the Safari, holds its line well enough, but doesn't feel as confident as the Safari does when you really throw it in. Not that most owners are going to be doing that, but the Safari has the slight edge here. Cornering at normal speeds, the 700 and the Safari are close enough that you (and your passengers) will be happy.

Mahindra XUV700 vs Tata Safari verdict

Objectively, the XUV700 scores higher in almost all areas of our consideration, and is the wiser pick, the more modern pick, the smoother drive; the list goes on. If you don't really need the third row space, or if you can reconcile with its styling. But, the Safari isn't far behind, and to my eyes, looks better. In a lot of ways the Safari's faults are more like quirks. But more importantly - it's available! The 700's waiting times could put a lot of people off and unless Mahindra can find a way to get ahead of the incredible demand, a lot of people just may settle for the Safari. If anything, this is the perfect time for Tata to update a few key areas to make for a more compelling package.

Photography by Anis Shaikh

Also read, 

2021 Mahindra XUV700 first drive review

2021 Tata Safari road test review

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• 2022 Mahindra Scorpio N vs Tata Safari vs XUV700 - Spec Comparison

• 85 % users like this story

The Mahindra Scorpio N is the next big launch from the Indian carmaker and even though it will be priced lower than the base model of its sibling, XUV700, this upcoming SUV packs in more than before. Ahead of its official launch, its brochure has been leaked that reveals several details. In this article, we pitch, the 2022 Mahindra Scorpio N vs Tata Safari vs XUV700 and share with you the engine options, dimensions and more.

2022 Mahindra Scorpio N vs Tata Safari vs XUV700 - Dimensions

As can be seen, Mahindra Scorpio N is wider and taller than the Tata Safari as well as the XUV700. The wheelbase too of the Scorpio N is bigger than the hulk Safari but it is identical to the XUV700. Even when compared with the older Scorpio Classic, the Scorpio N is longer, wider and gets more wheelbase than before. The only downside is on the height as the old Scorpio Classic measures 1,995 mm compared to 1,870 mm of the new version.

Also Read: Mahindra To Launch Bolero Neo Plus Soon In India - Engine and Variant Details Out

Engine Options

Mahindra Scorpio N is now powered by two engine options - a 2.0L Stallion petrol motor and a 2.2L mHawk diesel motor that gets two tunes. Both these engines are available in Mahindra Thar and XUV700, however, the power and torque figures are different for all three SUVs.

The 2.0L, four-cylinder, turbocharged, mStallion petrol motor puts out 168 bhp of power on tap. When compared with the XUV700, it is 29 bhp less in the Scorpio N. The peak torque figure is yet known. Tata only offers the Safari with a diesel engine as of now.

Also Read: Upcoming Maruti Creta rival to get Suzuki All Grip AWD; Launch This Year

The 2.2L diesel motor pumps out 128 bhp of power for the lower-spec variants and 158 bhp of power for the mid and high-spec variants. When compared with the Tata Safari then the 2.0L FCA sourced motor belts out 168 bhp of power with a peak torque of 350 Nm. Both the petrol and diesel motors are paired to a six-speed manual transmission as standard and a six-speed torque converter automatic is offered as standard here.

The 2022 Mahindra Scorpio N will be launched on June 27 and feature-wise, it will get dual-zone climate control, an electric sunroof, touchscreen infotainment system with Apple CarPlay and Android Auto, two-tone dark tank and black interior, TPMS, multiple airbags, traction control and more.

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Scorpio-N vs XUV700: Which Mahindra SUV suits you?

• Mahindra Scorpio-N and XUV700 are expected to lead the carmaker's SUV charge in India. However, the choice could be a little difficult given the long waiting period for the XUV700.

After the Thar and XUV700, Mahindra has introduced the new Scorpio-N amid an aggressive SUV strategy aiming to take the lead in the segment. While Thar has a niche segment of buyers, the XUV700 and Scorpio-N promises to be more popular offerings which also offer performance of a 4X4 vehicle. XUV700 is currently Mahindra’s second best-selling model after the Bolero SUV. Scorpio-N, which was launched recently at a starting price of 11.99 lakh, could also play a significant role to boost Mahindra’s sales as it aims to be the number four carmaker in India after Maruti Suzuki, Hyundai Motor and Tata Motors.

While the XUV700 is the flagship model from Mahindra loaded with features and technology, the new Scorpio-N, which will be sold along with the old generation model Scorpio Classic, offers descent number of features to attract SUV lovers. The XUV700 has a starting price of ₹ 13.18 lakh (ex-showroom) and is just about ₹ one lakh more expensive than the Scorpio-N base variant. The small difference in price could make for a difficult choice for buyers to decide whether to go for the new Scorpio-N or the XUV700. Here is a quick comparison between the two models to make it easier.

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Mahindra Scorpio-N vs Mahindra XUV700: Price comparison

Mahindra offers Scorpio-N and XUV700 in both petrol and diesel powertrain with similar capacity engines and similar transmission units. While the petrol manual variant of the Scorpio-N ranges between ₹ 11.99 lakh and ₹ 18.99 lakh (ex-showroom), the XUV700 is slightly more expensive with a price band between ₹ 13.18 lakh and ₹ 19.21 lakh (ex-showroom). However, when it comes to the diesel manual variants, the Scorpio-N in certain cases is more expensive than the XUV700. Mahindra Scorpio-N diesel manual variant prices range between ₹ 12.49 lakh and 19.49 lakh. Mahindra XUV700 diesel manual variants cost between ₹ 13.70 lakh and ₹ 17.20 lakh (ex-showroom).

Mahindra has not yet revealed the prices of the Scorpio-N automatic variants to be offered in petrol and diesel.

Mahindra Scorpio-N vs Mahindra XUV700: Specification comparison

Scorpio-N and XUV700 SUVs are based on two different platforms. While the monocoque chassis of the XUV700 offers a cushy ride, the ladder-frame chassis of the Scorpio-N is meant for performance on rugged roads. Not only that, Mahindra Scorpio-N has also grown in size compared to its previous generation model, and is larger in some aspects compared to the XUV700. The Scorpio-N SUV stands 4,662 mm long, 1,917 mm wide and 1,857 mm tall. In comparison, the XUV700 is smaller by 27 mm in width and 102 mm shorter than the Scorpio-N. However, in terms of looks, the XUV700 may attract more buyers because of premium features like flush door handles. Also the XUV700 offers vertical boot door unlike the one on Scorpio-N which opens sideways.

Mahindra Scorpio-N vs Mahindra XUV700: Features comparison

Features is one department where XUV700 scores over the Scorpio-N. The XUV700 is more premium with features loaded. It gets a larger 10.25-inch touchscreen infotainment system with Adrenox, Alexa built-in features. The XUV700 also comes with a digital driver display which is missing inside the Scorpio-N. However, the biggest difference is the ADAS features on offer for the higher trims of the XUV700.

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• Home   >
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• Safari vs Scorpio vs XUV700

Compare Tata Safari vs Mahindra Scorpio vs Mahindra XUV700

₹ 16.19 Lakh

Avg. Ex-Showroom price

₹ 13.59 Lakh

MX Petrol MT 5 STR

₹ 13.99 Lakh

Tata Safari

Mahindra Scorpio

Mahindra XUV700

Safari vs Scorpio vs XUV700 Price

Safari vs scorpio vs xuv700 mileage, safari vs scorpio vs xuv700 colours.

Safari vs Scorpio vs XUV700 Exterior Images

Safari vs scorpio vs xuv700 interior images, safari vs scorpio vs xuv700 features, safari vs scorpio vs xuv700 specifications, news & reviews, safari vs scorpio vs xuv700 expert opinion, safari vs scorpio vs xuv700 news.

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Safari vs Scorpio vs XUV700 Reviews

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₹ 17.69 Lakh

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Mahindra XUV700, Scorpio N SUVs Gifted As Performance Bonus By This Company

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• Tata Safari vs Mahindra Scorpio

CarWale brings you comparison of Tata Safari and Mahindra Scorpio. The Tata Safari price is Rs. 16.19 Lakh and Mahindra Scorpio price is Rs. 13.59 Lakh. The Tata Safari is available in 1956 cc engine with 1 fuel type options: Diesel and Mahindra Scorpio is available in 2184 cc engine with 1 fuel type options: Diesel. Safari provides the mileage of 16.3 kmpl.

Safari vs Scorpio Comparison Overview

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Specifications and finance, user reviews, more expert reviews on safari and scorpio.

By Ninad Ambre 15 Oct 2023

By Jay Shah 15 Sep 2022

By Siddharth 17 Feb 2023

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