tata motors safari test drive

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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 So the sloping roofline of the Harrier has been replaced by a flat stepped roof in a nod to the original Safari, although the panoramic sunroof-equipped version uses a rising roof panel to incorporate the glass.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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Tata Safari Storme review, test drive and video

Tata’s long-awaited Safari update, the Safari Storme, hits the roads. We take it out for a spin.

Published on Oct 17, 2012 08:31:00 PM

60,994 Views

When you first look at the new Safari Storme, you are immediately struck by how, even 14 years after its launch, Tata seems to have made barely any changes to the exterior. Alterations to the nose and rear suggest that it’s not much more than a facelift. However, that misconception gets blown to dust the moment you drive it. Once you’re behind the wheel, you realise just how much of an improvement the new Storme is over the previous Safari. It feels better built, it’s far more refined, it rides really well and the interior too feels a generation ahead.

The most obvious changes are to the front, where the slim, wide grille (capped with a thick chrome strip) undercuts the sharp-looking headlights in a nice, stylistic touch. Move to the side however and the Storme looks exactly like the old Safari. New cladding for the doors and wheel arches can’t hide the fact that the glass house is identical, the doors are similar and the A, B and C pillars are the same as well.

At the back, the tailgate-mounted spare wheel has now been moved under the floor. The result is a cleaner rear profile with a new set of tail-lights.

On the inside, the overall improvement in quality all around is immediately evident and almost nothing of the old car is carried over. The chrome door handles and leather seats add a touch of luxury, as do small details like the chrome on the gearlever and the flock lining in the glovebox.

Just like the previous generation Safari, the Storme has excellent seat comfort and, once you haul yourself in, you are rewarded with a commanding seating position and a delightfully spacious and airy cabin. The front seats are large and very well bolstered, whilst the rear bench is supportive too.

In stark contrast, the third row is far from comfortable or practical. The tiny, foldable jump seats are only useable on short journeys, at best.

On the mechanical front, the Safari Storme uses an updated version of the 138bhp Dicor motor, which Tata now calls VariCor, because of the use of a variable geometry turbo. This 2.2-litre common-rail, direct-injection motor uses double overhead cams, hydraulic valve adjusters and sixteen valves to breathe better.

The overall level of refinement is much better now with an engine that is quieter throughout its rev range, and a cabin that feels particularly well insulated from the outside.

Tata engineers have managed to shave around 75 kg off the old car thanks to a lighter chassis, but this hulking two-tonne SUV is a bit lethargic off the line; a result of its weight and lack of low-end torque. You need to keep the engine above 1800rpm, after which the Storme picks up the pace with a fair amount of enthusiasm. The mid-range is quite punchy and cruising is quite effortless, which suits the Safari’s role as a long-distance cruiser.

The clutch is reasonably light and the gearbox has been improved with shorter throws, but the shift still feels a bit soggy and vague.

The Storme sits on a shortened version of the Aria’s hydroformed X2 chassis and maintains the previous Safari’s 2650mm wheelbase. As a result, the Storme’s chassis is approximately 50 percent stiffer and 35kg lighter than the old Safari’s outdated ladder frame.

The ride comfort is simply fantastic. The Storme coasts over bumps and broken roads like a freight train, flattening out even the largest of potholes. The suspension, also carried over from the Aria, is on the softer side, and hence there’s a fair amount of pitching and heaving over uneven surfaces.

The Storme retains the old Safari’s comprehensive four-wheel-drive system that includes a low range and a limited-slip differential. The system is easily engaged by using a central console-mounted dial and this allows the big Tata to tackle medium to difficult sections.

The new Safari Storme comes equipped with features like ABS, remote locking and an audio system with Bluetooth connectivity standard across the range. In fact, the Rs 9.95 lakh (ex-showroom, Delhi) that Tata is asking for the base Storme LX may be considerably more than the old LX, but the equipment is on par, if not better than, the old mid-level EX.

Unusually, the top-end VX versions (Rs 12.5 lakh for the 4x2) no longer get the reversing camera (there’s just parking sensors) or DVD player as they did before.

The Safari Storme, then, comes across as a quantum leap ahead of the previous Safari. It’s well-equipped, refined, better built and comprehensively updated. And with prices starting from Rs 9.9 lakh for the base 4x2 model and going to Rs 13.7 lakh for the fully loaded 4x4 option, it’s great value for money. Also, as a long-distance cruiser, nothing can quite beat it for the money. The only grouse is that, even after 14 years, Tata hasn’t got around to changing the ageing body completely.

Watch video review here

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Tata Safari Road Test Review: What you think you want vs what you really want

If you’re looking to buy a 3-row suv that seats up to seven, the new tata safari will do the job brilliantly, but what if you’re looking for pizzazz or personality does the safari really sail that boat in an urban environment.

It doesn’t take much for people on the internet to flail their arms up in the air when something doesn’t go their way. In fact in the world of social media, now is probably a time when it’s the easiest to do so. When Tata Motors announced that a front-wheel-drive, elongated version of the Harrier would carry the iconic Safari badge, people dismissed it before the new Safari even set off. Our Youtube comments were inundated with people praising the Safari Storme and ridiculing the successor. While last time we could only spend a few hours with the SUV, we wanted to spend some more time with it for more comprehensive impressions and if the Safari does what it needs to, and where does it really fall behind.

Is the new Tata Safari a good 3-Row SUV?

For starters, if someone is looking for a 3-row SUV and is seeking occupant space, for its price, there is very little that comes close. Space in the second and third row is ample and you’d be comfortable even for long journeys. It’s the only 3-row vehicle that comes  close  to the Toyota Innova Crysta, but that’s far as it goes. Having said that, passengers in the 6 or 7 seat model will be quite comfortable on long journeys and wouldn’t be complaining about it.

The 6 seat model is especially to my liking. The seats are quite supportive and comfortable in the second row but the model we sampled this time was the 7-seat variant. The middle-row bench doesn’t give you that higher seating position as the captain seats do but are comparatively comfortable.

Getting into the third row isn’t the easiest. But, what makes the third-row seats quite usable is that the elongation of the vehicle, from the Harrier, has opened up a lot of room in the back. Additionally, the seat itself is higher than most other cars in its segment, and good under-thigh support means that you don’t sit with your knees high up. It also results in good knee room in the third row. So unlike other converted SUVs which offer third rows that are usable for short journeys, the Safari will offer more than an acceptable amount of space and comfort.

Is the new Tata Safari well equipped?

While the interior is identical to the Harrier, albeit, with some trim colour changes, the Safari comes adequately equipped. However, it does leave room for improvement in many areas. The touchscreen is quite frankly, slow and Apple CarPlay and Android Auto are not allowed to use the full width of the ultra-wide thick bezelled screen. That makes it difficult to use while driving. The instrument cluster offers an analogue speedometer, the rest of the information is delivered through a digital colour screen. However, it is quite difficult to read. I feel the whole graphics on the screen require a fresh look with a redesign to simplify.

In a battle of brochures, yes the Safari would lose out against its rivals. But when it comes to usable features, the Safari has that covered. Although some of those useful features do require further refinement.

How does the new Tata Safari drive?

This is where things get controversial for social media argument enthusiasts. The Safari borrows the 2.0-litre turbo diesel from Jeep and the 6-speed automatic transmission from Hyundai . Like the Compass, it has all the power you need, and the “Eco, City, Sport” driving modes do make a difference to the power delivery and mapping. A pair of paddle shifters would have made controlling the gearbox easier as downshifts can be slow on occasion but on its own, it gets the job done. In terms of Fuel Economy , the Safari would return around 12km/l  in city conditions when paired with the automatic gearbox, which is commendable for the size of the vehicle.

The Terrain modes are said to be designed for changing road conditions but power is only sent to the front wheels, and there is no clever torque vectoring diff either. So I’m not entirely sure what they really do. Maybe we need to take the Safari on an off-road test to see if they actually work in real-world applications on loose surface.

Old Safari fanboys, I would have you know that moving away from the old ladder frame design has allowed the new Safari to be dynamically superior in every way on the road. While there is a noticeable roll through corners, the new Safari rides the bumps very well, and even in the third row, the bumps are well cushioned by the suspension and the 235/70 R16 section tyres. Again, where it matters, the Safari seems to get the job done.

Final Verdict – Is the new Tata Safari and good?

If someone is looking for a 3-row SUV, then the Safari is a no brainer. It matches the brief as required and serves the necessary purpose it is built for. Isn’t that what an SUV is all about? Quality and attention to detail are still lacking in some areas and more could surface as time goes on, as we witnessed with the Harrier.

I must concede that the new Safari doesn’t offer that charm that the Safari Dicor or Storme had, which made the Safari the icon it was. But we only have ourselves to blame for it as not many really bought the 4×4 Safari. Everyone to date just loves the idea that it was available with one. 9.9/10 Safaris sold till date were 2-wheel drive only. On the flip side of things, an SUV is something that may have its flaws in most areas, but first and foremost must serve the purpose of its nature. As modern SUVs are required to be better at urban environments, the new Safari serves that purpose very well. So by the modern standards set by the consumers themselves, the new Safari meets the brief to the tee. That said, I would still buy a Toyota Innova Crysta instead.

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Tata Safari First Drive Review

Ninad Ambre

Friday 10 November 2023,21:47 PM IST

Why would I buy it?

• Visual impact
• Enhanced interior
• Advanced features

Why would I avoid it?

• ADAS available only on select variants
• All-wheel drive not available

Engine and Performance

The 2023 avatar of the Tata Safari retains the same 2.0-litre Kryotec diesel engine mated to a six-speed manual or a six-speed torque converter automatic unit. This motor meets BS6 Phase 2 emissions standards and produces 168bhp and 350Nm of peak torque. The automatic transmission still works very well, with the shifts that remain quick, smooth, and in sync with the engine’s characteristics and power delivery. There is enough torque for pulling from low speeds, and the transmission's responsiveness to both upshifts and downshifts makes the driving experience enjoyable. It also gets paddle shifters, and they respond well, making the driving experience more engaging.

The Eco, City, and Sport driving modes remain unchanged, offering responsive throttle inputs. The Safari has sufficient load-carrying and people-hauling capabilities in both urban and highway settings, and it can overtake effortlessly despite its size and weight. This Tata SUV remains planted and stable at triple-digit speeds, and its performance is not compromised despite being larger and heavier than the Harrier. The terrain mode selector, which efficiently alters the response through software maps, has been retained too. However, some off-road enthusiasts may argue that all-wheel drive (AWD) would have made the SUV more capable in hilly regions and slippery conditions. Nonetheless, our experience suggests that the Safari can tackle trails and rough terrain with poise for the most part.

Ride and Handling

The Safari 's high ground clearance, tall stance, and well-tuned suspension allow it to effortlessly absorb bumps, potholes, and ruts on broken roads. Occupants are not unsettled, and there is minimal noise inside the cabin — whether driving at low or high speeds. Its robust build quality and Land Rover underpinnings are evident in its ride and handling.

Previous Safari owners complained about the heavy hydraulic steering, but the new electronic power steering has addressed this issue. It feels lighter at low speeds but adds weight as the speed increases, as is also noticeable in the Sport mode. The ADAS, meanwhile, is not intrusive and gently guides the car back into the marked lane if it starts to veer off. Then, all the disc brakes provide good stopping power and work well with the emergency automatic braking system. Overall, both systems functioned flawlessly, with the adaptive cruise control responding to commands instantly.

Exterior Design

Despite being a facelift, the new model has been significantly redesigned, giving it a concept-like appearance and a more upmarket feel than its predecessor. The new single grille is unique, with accents that match the exterior body colour on this version. The connected LED bar is a welcome addition, and the new squared-off headlamp housings on the re-sculpted bumper further distinguish it from the previous model.

Moreover, the new 19-inch wheels have an attractive design similar to the Sierra concept's wheels showcased at this year's Auto Expo. The rear section has been updated with tweaked taillights and a new LED bar that gets the welcome and goodbye animation in line with the front. There's also a faux skid plate on the redesigned bumper with vertically stacked reflectors and reverse light housing.

Interior and Features

The interior has also been updated, but the overall design remains largely unchanged. The most noticeable change is the new steering wheel with an illuminated Tata logo, which was first seen on the new Nexon. Tata has also addressed our previous criticism of this new steering’s horn placement, which was awkward and difficult to use. The horn has now been repositioned and is more responsive to inputs.

The new Safari also features touch controls for the AC. Other major updates to the dashboard include a 12.3-inch infotainment screen and a fully digital instrument cluster. The latter gets readable fonts, fast response time, and high customisability, and is packed with information, including ADAS. The touchscreen is also highly responsive and has a clean UI, but it lacks haptic feedback and knobs for quick control.

The seating layout remains unchanged, with ample space in all rows. However, a major improvement that elevates its interior's premium feel is the high-quality materials used for the upholstery, dashboard, and most surfaces. Nothing feels cheap or out of place, and the cabin remains robust. The Safari has been known for its 'boss mode', and it continues to offer a laid-back seating position with power adjustments. The seats also get adjustable headrests for enhanced comfort. To further delight passengers, ventilated seats are now available in both rows, which will be a blessing in our hot and humid climate.

The carmaker has also taken the safety aspect up a notch. For example, all variants/personas now come standard with six airbags, while the top-spec version gets an additional driver's knee airbag. In addition, the Safari gets a 360-degree camera and a host of ADAS features, including new ones like adaptive cruise control with stop-and-go, high beam assist, lane change alert, and lane departure warning. Other ADAS features include door open alert, traffic sign recognition, blind-spot detection, and rear cross-traffic alert. Additionally, other important safety features include rear collision warning, forward collision warning, and autonomous emergency braking, which worked effectively. The SUV also gets disc brakes on all four wheels.

The new Safari is also equipped with a new e-call feature for emergency assistance. With a touch of a button, the breakdown call can notify the roadside assistance service. Other impressive tech features that worked flawlessly include the new TFT cluster, terrain mode selector with TFT screen, audio controls compatible with Alexa, powered tailgate opening, and the connected car experience. Finally, whether you choose the six- or seven-seater version, every variant, from the entry-level Smart to the top-spec Accomplished+, offers a good variety of exterior colour options and material choices.

Tata Motors wants to broaden the appeal of the new Safari with a wider range of exterior colours, including a segment-first dual-tone option, and a plethora of new features. The Safari retains its macho appearance, making it a symbol of authority while offering a premium and spacious cabin. Prospective buyers also get new technology and added connectivity, all while cocooned in safety. Tata Motors also has kept the premium reasonable, making the new Safari an easy choice for buyers, given its many appealing features.

Pictures by Kaustubh Gandhi

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Tata Safari: First drive review

Tata motors is launching the three seat-row version of the harrier as the safari. we drove the car before its launch to find out whether it matches up to the safari moniker and also how it drives and how it differs from the harrier and whether it is good enough to take on the other 6/7-seaters in the market like the mg hector plus and the volkswagen tiguan allspace..

Listen to Story

• The new Tata Safari goes on sale this month.
• The Tata Safari is powered by a 1954cc Inline 4 turbocharged Kryotec 2.0L diesel engine.
• The new Tata Safari does not get a 4wd system.

ALSO READ | Tata Altroz i-Turbo: First drive review

ALSO READ | 2021 Tata Safari: Variant-wise features explained Published By: Rahul Ghosh Published On: Feb 1, 2021 --- ENDS ---

• 2023 Tata Safari First Drive Review

Ninad Ambre

Why would I buy it?

• Road presence
• Improved cabin design
• New-age features

Why would I avoid it?

• ADAS available only in higher variants
• No AWD on offer

What is it?

This is the 2023 avatar of the Tata Safari . Though it’s a facelifted model, it gets changes that make it look like a concept and more upmarket than its predecessor. It’s got a new face with a single grille, which is quite unique with accents that match the exterior body colour on this version. The connected LED bar gets a welcome feature, while the new squared-off headlamp housings on the re-sculpted bumper further help in differentiating it from the earlier model.

The new 19-inch wheels look nice and sturdy with their design similar to the Sierra concept’s wheels showcased at this year's Auto Expo. Then, the rear section has been updated with tweaked taillamps and a new LED bar that boasts the welcome and goodbye animation in line with the front. Besides, there's a faux skid plate on the redesigned bumper with vertically stacked reflectors and reverse light housing. The question is, is the 2023 Safari better than the previous model?

Is the cabin of the 2023 Safari any good?

Although the interior has also been revamped, the design remains more or less the same. The most prominent update is the new steering wheel with an illuminated Tata logo that we saw on the new Nexon. It’s worth mentioning that the carmaker incorporated our critical feedback from last time, regarding the odd placement of the horn and the extra effort to use it. This time, it has been repositioned towards the centre, and is sensitive to inputs, unlike our previous experience.

Another change inside the new Safari is in the form of touch controls for the AC. Other crucial updates on the dashboard include a 12.3-inch infotainment screen and a fully digital instrument cluster. The latter is replete with a chunk of information including ADAS. Plus, it gets readable fonts, is fast to respond, and is highly customisable. The same is the case with the touchscreen with its clean UI and quick responses, though there’s no haptic feedback or any knobs for quick control.

The seating layout remains unchanged, with good space inside in all rows. However, a major improvement which makes the interior feel more upmarket is the better quality of materials used for the upholstery, dashboard, door pads, and most areas. Nothing feels cheap or out of place, and it still is robust in nature. Also, the Safari was known for its boss mode, and it continues to be, with a laid-back seating style but now with added power adjustments. Besides, the seats get adjustable headrests, thus elevating comfort. To further add to the delight, there are ventilated seats in both rows. This is going to be a boon in our hot and humid climate.

Even in terms of safety, Tata has tried to go a step further. For example, six airbags are standard across all variants/personas, but now, its top-spec version gets an additional driver’s knee airbag as well. Moreover, the Safari gets a 360-degree camera and ADAS, which includes new features like adaptive cruise control and stop-n-go, high beam assist, lane change alert, and lane departure warning. Then, there’s door open alert, traffic sign recognition, blind-spot detection, and rear cross-traffic alert, among other features. The other crucial ones include rear collision warning, forward collision warning, and even autonomous emergency braking which worked efficiently. It also gets disc brakes all around.

Lest we forget, the Safari gets a new e-call feature for assistance in case of emergencies. The breakdown call intimates the roadside assistance service at the touch of a button. Other noteworthy tech appeals that worked effortlessly include the new TFT cluster, terrain mode selector with TFT screen, audio controls paired with Alexa, powered tailgate opening, and the connected car experience. Lastly, whether you chose the six- or seven-seater version, every persona — from the entry-level Smart to the top-spec Accomplished+ — offers a good variation in exterior colour options and material choices too.

Is the 2023 Safari nice to drive?

The facelifted Safari continues to be powered by the same 2.0-litre Kryotec diesel engine mated to a six-speed manual or a six-speed torque converter automatic unit. This motor is BS6 Phase 2-compliant and is tuned to produce 168bhp and 350Nm of peak torque. This, paired with the automatic, still works perfectly well. And if the new segment-first E-shifter (shift by wire) tech is to go by, the experience has only improved. The shifts still feel quick, smooth, and more importantly, in sync with the engine’s characteristics and how it puts the power down. There’s enough torque to pull from slower speeds and the gearbox’s instant response, whether to shift up or down, makes things feel good. One can use the new paddle shifters too, which respond well and make the driving experience quite engaging.

As was the case before, the Eco, City, and Sport modes liven up the driving experience with responsive throttle inputs. It has sufficient load-carrying and people-hauling capabilities, be it in the city or on the highway. It even manages to overtake without any effort despite being a big burly vehicle. This Tata SUV stays planted and stable at triple-digit speeds. Although it is bigger and heavier than the Harrier, its performance isn’t dull. Moreover, the terrain mode selector helps alter the response through the software maps and works efficiently like before. Still, some off-road enthusiasts will point out that AWD would have made the SUV more capable in hilly regions and slippery conditions. But from our experience, for the most part, it will tackle trails and rough terrain with poise.

On the ride and handling front, the Safari continues to tower over broken roads, potholes, ruts, etc. with its high ground clearance, tall stance, and well-balanced suspension. So, be it low-speed bump absorption or high-speed thuds, occupants won’t feel unsettled and there’s not much noise heard inside. Its robust nature and build outshines, of course, with the Land Rover DNA in its underpinnings.

The heavier hydraulic steering was a cause of concern for some old Safari owners, and it has been taken care of by the new electronic power steering. It does feel lighter at lower speeds but manages to add that weight as the speed builds up, as seen in the Sport mode too. The ADAS doesn’t feel intrusive and manages to guide if the car is veering off the marked lanes. On the braking front too, the all-discs continue to provide good stopping power and are well tuned to the emergency automatic braking system. It worked as seamlessly as the adaptive cruise control, which functioned at the touch of a command.

Should you buy the 2023 Safari?

With plenty of body colours to choose from, including the dual-tone option, which is a first in this segment, and with many new features, Tata Motors wants to ensure that the new Safari appeals to a wider audience. With its macho appearance, it still can be a symbol of authority while offering a premium and spacious cabin. Moreover, prospective buyers get new technology and added connectivity, while cocooned in safety. The pricing isn’t available yet, but if Tata Motors doesn’t ask for an unreasonable premium, it will be easy for a buyer to decide, as the 2023 Safari is indeed quite appealing with the new changes.

Pictures by Kaustubh Gandhi

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SPECIFICATIONS

Safari Specifications

Architecture, transmission, kerbweight (kg), tank capacity, seating capacity.

OMEGARC (Optimal Modular Efficient Global Advance Architecture) derived from Land Rover’s D8 Platform

Max Power kW@rpm

125 kW (170 PS) @ 3750 rpm

Max Torque NM@rpm

350 Nm at 1750-2500 rpm

Kryotec 2.0 L Turbocharged Engine

Fuel, Emission Norms

Capacity, cylinders.

1956 cc, In-Line 4-Cylinder

6 Speed Automatic / 6-Speed Manual

Length x Width x Height (mm)

4661 x 1894 x 1786 (width without mirrors)

Wheelbase (mm)

Turning circle radius (m), front, rear.

Independent, Lower Wishbone, McPherson Strut with Coil Spring & Anti Roll Bar

Semi Independent Twist Blade with Panhard Rod & Coil Spring

XE/XM/XMA - 235/70 R16 Stylised Steel Wheels| XT/XT+/XZ/XZA/XZ+/XZA+/XTA+ - 235/60 R18 Alloys

Boot Space (with 3rd row folded) (l)

447 (as per ISO V211), 750 (as per ISO V215)

Boot Space (with 2nd and 3rd row folded) (l)

910 (as per ISO V212), 1658 (as per ISO V214)

Kerb Weight (kg)

Def tank (l).

All variants

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New Tata Safari test mule spotted, could be all-electric version

 Tata Motors is working on several new models for the Indian market. The brand recently launched the Punch.ev but there are more electric vehicles that will soon be launched in the Indian market. One such model will be the Safari.ev. Recently, a test mule of the Safari was spotted on Indian roads which is interesting because the SUV is already on sale. Moreover, in the image, the exhaust pipe is not visible so there is a possibility that Tata Motors has started testing the electric version of the Safari. This does not come as a surprise because last year, Harrier.ev was also spotted in Pune. 

Read more news like this on HindustanTimes.com

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Tata Motors partners Shell to set up EV charging infrastructure in India

• Tata-Shell partnership to set up EV charging stations will help around 1.4 lakh Tata Motors electric vehicle owners across the country.

Tata Motors has signed a Memorandum of Understanding (MoU) with British oil and gas company Shell to increase the electric vehicle charging infrastrtucture in India. The duo signed a deal to collaborate in setting up public EV charging stations across the country. Tata Motors, India's largest electric car manufacturer, said that the partnership is aimed to provide superior EV charging experience to electric vehicle owners. Tata Motors EV owners mostly use the company's Tata Power EV chargers besides third-party EV charging networks currently.

The carmaker has not revealed the exact number of Tata -Shell EV chargers planned for India. The new EV charging stations, which will come up using Shell's fuel stations in India, will add to the country's growing EV charging network. Tata Power currently has more than 8,000 electric vehicle charging stations across India. According to the Ministry of Power, India currently has 12,146 public EV charging stations.

Also check these Cars

The partnership aims to introduce convenient payment system for this EV charging network. It also plans to introduce loyalty programs for Tata EV owners, which is nearing 1.5 lakh across India. Shell offers EV recharge network with ultra-fast charging options. Balaje Rajan, Chief Strategy Officer at Tata Passenger Electric Mobility (TPEM) and Tata Motors Passenger Vehicles said, “By combining TPEM's deep understanding of EV usage with Shell's unparalleled customer experience, this strategic alliance will certainly bring a marked change in India’s charging behaviour, in turn driving up the EV adoption in the country." Sanjay Varkey, Director of Shell India Markets Private Limited, said, “Our strategic partnership with Tata Passenger Electric Mobility aims to promote the widespread adoption of electric vehicles in the country by leveraging digital integration and customer-centric initiatives."

Also Read : Mercedes-Benz to drive out three new EVs in India this year

Tata Motors leads the electric passenger vehicle segment in the country with a massive market share of 71 per cent. It offers four electric cars which include models like Tiago EV , Tigor EV , Punch EV and Nexon EV, India's best-selling electric vehicle. Tata also plans to launch at least three more EVs by the end of this year. Tata Motors has also recently opened its first EV-exclusive showrooms in Gurugram.

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Driving in Moscow – Russian road rules

Car-sharing in moscow.

Yandex.Drive parking at Sheremetyevo Airport

Moscow has the largest car-sharing park in the world with more than 15 000 cars waiting for you to be rented for any amount of time, starting from 1 minute. Cars can usually be left almost anywhere within MKAD and in Moscow airports. City parking is also free for those cars. To be able to rent a car, you should register yourself in an app of the company providing the service. There are more than 15 car-sharing operators in Moscow, here are the market leaders:

• Delimobil: https://delimobil.ru
• Yandex.Drive: https://yandex.ru/drive/
• BelkaCar: https://belkacar.ru
• Citydrive: https://citydrive.ru

Long term car rental in Moscow

Sixt pick up & return office

Hertz, Europcar, Sixt and Avis have offices in three of four Moscow airports ( Sheremetyevo ,  Domodedovo and Vnukovo ). Budget has no offices in Russia. It is always cheaper to rent a car using company local site, not the international one. For a night pick up you should contact local rent office a few days upon arrival.

• Hertz Russian site: https://www.hertz.ru/
• Europcar Russian site: https://europcar.ru
• Sixt Russian site: https://www.sixt.ru
• Avis Russian site: https://www.avisrussia.ru

Roads & regulations in Russia

Vnukovo exit road

• Driving is right-sided.
• In the built up areas the speed limit is 60 kmph.
• In none built up areas – 90 kmph.
• On the off-city highways – 110 kmph.
• Some highways around Moscow have 130 kmph limit (marked with green signs).
• The minimum age to drive a car is 18 (16 for motorcycles, 20 for buses).
• Wearing of seat belts is mandatory in both front and back seats.
• Speaking on a mobile phone or even holding it in a hand while driving is a serious offence.
• Turning right at a red light is not allowed when there is no special green arrow traffic light.
• It is illegal for children under the age of 12 to travel in the front seat.
• Dipped headlights must be used during the day.
• It is illegal to drive a car with mud on the license plates.

Required documents

Russian registration certificate, driver license and vehicle insurance

While driving in Russia every driver is required to have the following set of documents:

• Passport ( Russian Visa and migration card is a must for foreigners).
• Driving license (if you plan to stay in Moscow for more than 6 months, your national license will not be enough, you have to obtain Russian license).
• Registration certificate (pink laminated card).
• Vehicle insurance (green or purple paper or its digital copy).
• A power of Attorney (only for rented cars).

Fines in Russia

Traffic police officers

Traffic police officers can stop every car just to check the documents. Every road inspector must introduce himself pointing his title and last name.

The cameras can record not only speeding but other minor violations as well. Driving along the bus lanes, driving in the oncoming lane, incorrect parking or even driving without a full stop where there’s a stop sign – all those violations are in their competence. Numerous traffic cameras are installed in all city regions along every major road. The detailed list of cameras and places of their location is presented on this site . After the camera registered a violation, the appropriate fine is sent to the owner of the car by post and must be paid for a one-month term (there’s a 50% discount if you pay within 2 weeks). For serious violations (Russia has a zero tolerance policy on drinking and driving), the driving license can be confiscated by a court.

All the fines should be paid only at the bank or via internet, so never give any money (or bank cards) to the road inspectors.

Moscow parking rules

Moscow parking ATM

Moscow has paid parking in the city center, within the Garden Ring. There are several parking zones and also special fares for specific streets. Parking within the Boulevard Ring may cost up to 380 roubles (€4) per hour, 50 roubles (€1) for the first hour and 150 roubles (€2) for every next hour within the Garden Ring and 60 rubles (€1) per hour within the TTK ring.

How to pay:

• SMS to 7757 (Russian SIM-cards only).
• Moscow Parking Portal
• Mobile App available for iOS  and  Android .
• Parking ATM (mostly with credit cards only).
• Monthly or annual parking ticket. The parking ticket holder can use city parking spaces daily without payment during the chosen period (month or year).

Maps and traffic in Moscow

Yandex.Maps service

Moscow has a very hard traffic situation. To avoid long traffic jams use Yandex.Maps service. It offers reliable live traffic map (apps are available for iOS , Android  and  Windows Phone ) with online navigation. Offline Moscow map is available. It is the most popular and up to date service. Yandex can show and search latin-written street names.

Getting Russian driver license

Moscow driving school

A foreigner, temporarily staying in Russia can drive with an International Driving Permit (IDP) or national driving license, translated into Russian and notarized. Foreigners that are going to stay in Russia for more than six months must obtain a Russian driving license. To apply for a Russian driving license, you must provide the following documents:

• Passport and valid Russian visa and legally certified copy.
• The document confirming a place of continuous or temporary registration.
• Medical certificate (available from any major health clinic).
• National driving license, legally certified copy and translation.
• Photo of 4х6 cm.
• The receipt confirming payment of the state duty.
• Application for passing the examination.
• The receipt on examination payment.

If your national driving license is still valid, you will only have to pass a general driving test. If your license has expired, you must also pass a practical driving exam to get the Russian license. However, to do so, you must speak fluent Russian: the theoretical and practical instruction is conducted only in Russian. If you want to get your first driving license in Russia, you should also go to a local driving school, pass a medical test, have about two months of theoretical and practical driving instruction, and pass state driving exams.

Moscow gas stations

Gazpromneft station

We suggest you to fill up at good gas stations nets, such as Lukoil, BP, Rosneft, Shell, Gazpromneft or TNK. Gas stations are particularly can be met outside the Garden Ring. The price of petrol in Russia is still significantly lower than in Europe.

Winter driving in Moscow

Snowfall near GUM

Driving in Moscow in winter could be a difficult thing, especially if you are not used to such weather conditions. During the winter period, remember to keep in your car a good snow brush and an anti-frost windshield washer fluid. Before winter arrives, have your car protected with winter tires. Studded tires are allowed and highly recommended outside of Moscow. It is better to change tires in advance – in autumn, and not to wait until the first snow. Otherwise, you run the risk of spending a lot of time in queues to service stations. Do not hurry to change winter tires in spring; it is better to wait until April.

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