In 2005, the carmaker brought a second generation, which mainly looked like the first generation, but with better engines. Still, the carmaker continued producing it for its home market, where it checked the top of the sales charts in its segment. It was an instant success and, thanks to the 2.2-liter turbo-diesel version, it made it on the European continent, where its sales were slow. The Safari came on the Indian market in 1988, and it was the first original Indian SUV. All rights reserved.Tata Motors was far from reaching international credits in 2005 when introducing the facelifted version for the Safari SUV model. Semi Independent Twist Blade with Panhard Rod & CoĬopyright (c) Autocar India. Independent, Lower Wishbone, McPherson Strut with Don’t forget, there is some Land Rover DNA in the Safari’s underpinnings. The Safari really does make light work of potholes and bad roads, and it’s in settings as this that the Tata’s tough build shines through. Notably, Tata has tweaked the suspension for added load and the slightly softer setup has enhanced low speed bump absorption. It feels confident even if it’s not quite as well tied down as, say, a Jeep Compass. What you will like is the ease with which the Safari can cover large distances. At higher speeds, there’s an inconsistency too – the slack at the straight ahead position is followed by an overtly sharp response. It’s a touch on the heavier side at low speeds and is also prone to kickback. Tata could have also worked on the Safari’s steering. That said, the bite point is too low on the long travel brake pedal and this can be disconcerting in panic braking scenarios. The Harrier’s rear drum brakes have made way for discs and resultantly the Safari does shed speed more effectively. On the subject, Tata has beefed up the Safari’s braking system to deal with the higher gross weight. What the Safari feels like with a full load of passengers is something we’ll put to the test soon. Talking performance, our quick timing runs did reveal the Safari, that’s heavier by 75kg, to be just as brisk as the Harrier. Initial timing runs suggest the Safari's performce is on par with that of the smaller Harrier. The Safari also goes one-up on the Harrier with the option to slide the 60:40 seats back, and if you want even more room a ‘Boss mode’ lever lets you adjust the co-driver’s seat from the back. Seat comfort is superb and the slightly higher H point (relative to the Harrier) has translated to a spot-on seating position. As standard, the Safari gets seven seats with a bench-type middle row. This elevated seating gets you excellent visibility not only out of the side windows but the front windscreen as well. Like the original, the new Safari sports theatre-like seating in which the second row seats are positioned higher than the ones up front. It’s when you move to the middle row that you’ll sense a link between Safaris old and new. 6 airbags and hill-descent control are exclusive to the top-spec XZ+ versions but it’s commendable that ESC is standard fit. Tata has also included connected tech that lets you remotely keep an eye on your car, but there’s no wireless charging onboard. On the plus side, the features list is long and is headlined (quite literally so) by a panoramic sunroof, a sweet-sounding JBL sound system and a powered driver’s seat. The 8.8-inch touchscreen infotainment system looks a bit small and dated by today's standards. A welcome inclusion on the top-spec Safari is the easy-to-use electronic parking brake that comes in place of the cumbersome thrust lever-like manual handbrake. Sure, the cabin looks really upmarket as a result but buyers with a fetish for spotlessness will really struggle to keep the light leatherette seats clean. The smart-looking dashboard is common to the two models but what brings in the necessary distinction on the top-spec Safari is its Oyster White interior theme. If you've been behind the wheel of a Tata Harrier, you'll immediately feel at home in the Tata Safari. Curiously, while the rims are a size up on the Harrier’s, they’re of the same design. All in all, the new Safari has a great stance that’s only helped by the 18-inch diamond cut alloy wheels. In dimensions, the new Safari is 80mm taller and 63mm longer than a Harrier, though width and wheelbase are unchanged. At the rear, the Safari a full-size rear quarter glass, a stepped roof design and a more upright tailgate.Īdding some flavor to the Tata are its chunky roof rails that are styled to suggest a stepped roof, somewhat of a trademark element on the original Safari.
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