Tata Harrier EV first drive review, Mahindra XEV 9e and Creta Electric rival is here

The Tata Harrier EV is finally here to take on the Mahindra XEV 9e, and to a lesser extent the Mahindra BE 6 and Hyundai Creta Electric. And this is no ICE to EV conversion. Tata Motors have completely re-engineered the Harrier with the EV now being rear-wheel-drive and also getting the option of all-wheel-drive. The latter is a big thing. The last AWD or 4x4 model in the Tata Motors line-up was the Hexa that got discontinued when BS 6 emission norms took force in 2020. Five years later the Harrier EV is the first Tata vehicle where drive goes to all four wheels, and we have to thank electric propulsion for taking Tata Motors back to its true-blue SUV origins.

Tata Harrier EV engineering

The last 4x4 offerings in Tata Motors’ portfolio were the ladder-frame Safari and Hexa. The follow-on Harrier and Safari have featured Land Rover-derived monocoque structures and remained front-wheel-driven. However, the advent of EVs presented Tata Motors with a prime opportunity to introduce a dual-motor setup, thus enabling the all-wheel-drive (AWD) Harrier EV. Right from the design phase, Tata Motors' engineers prioritised a RWD configuration for more polished driving dynamics and this decision necessitated a complete re-engineering of the rear axle from torsion beam to a 4-link independent setup. The Acti.ev plus skateboard architecture with the battery located in-between the axles has enabled a flat floor, along with a near-perfect 50:50 front-to-rear weight distribution when laden. The kerb weight is a hefty 2335kg, possibly the heaviest Tata passenger car ever made.

The new rear suspension is mated to FDD (Frequency Dependent Damping) shock absorbers made by Tenneco which his similar to MTV-CL dampers used by Mahindra. The theory is the same, increased damping at high piston velocities to aid stability and body control and lower damping at low piston velocities for better bump absorption. The added benefit of the former is improved damper performance during cornering and lane change manoeuvres thus aiding driving dynamics. Among all its differentiations from the ICE, the Electronic Power Assisted Steering (EPAS) system has been taken from the facelifted Harrier diesel. The system works brilliantly and adds to the ease of driving.

Tata Harrier EV ride comfort

The benefits of the new rear suspension are immediately apparent when we hit the road. The theory of the independent rear suspension is exactly what it says in the description -independent movement of the left and right rear wheels – unlike the torsion beam where an impulse on one side also has an effect on the other. The aim of the chassis engineers when setting up such a suspension is to provide stiffness in the lateral direction limiting the wheels sideways movement and ensuring so that back end does not step out over bumps but deliver compliance in longitudinal direction so it can absorb bumps and ruts without impacting vehicle dynamics.

On the road there is a noticeable improvement over the diesel Harrier we know so well. Both low and high speed ride is improved, the former especially so, and this is despite the weight going up significantly (by 625kg). All that weight is noticeable and you do get a vertical heaving motion over undulating roads, particularly when you hit expansion joints on the highways. This heaving is typical of many EVs, but admirably the Harrier EV keeps pitch and dive to a minimum and that prevents passengers feeling sick while giving the driver confidence to push the car.

Tata Harrier EV gets drift mode

Which, I hate to tell you, does nothing on tarmac. Tata Motors’ engineers tell us that ESP cannot be fully turned off and you can only experience drift mode on low grip surfaces like gravel – except we drove two hours through Delhi to find a tarmac skid pad in the hope of testing India’s very first car to get drift mode. To be very honest this is a pointless feature.

Of course our tarmac skid pad did give us plenty of opportunity to test out the dynamics and immediately you notice less body roll and significantly better composure. And that’s despite the outright grip limitations of the EV-specific low-rolling resistance tyres. The tyres howl over-enthusiastically when you gun it round corners but it does resist understeer nicely, aided by the front wheels not having to both steer and put down the power.

Tata Motors’ engineers did clarify that the suspension has been setup more for comfort than handling – the former being the obvious priority for most customers – and the setup does work nicely in Indian conditions. We’ve always praised the diesel Harrier (and Safari by extension) for being excellent mile-munchers over Indian highways and the Harrier EV takes it up a notch.

Tata Harrier EV performance

The Tata Harrier EV is the fastest accelerating car produced by an Indian manufacturer. It has a claimed 0-100kmph time of just 6.3 seconds while our VBOX testing recorded a best time of 6.65 seconds. This is for the all-wheel-drive version which gets a 156bhp front induction motor in addition to the 235bhp rear PASM motor – both motors sourced from Sheffler. Total system output in Boost mode is 304bhp while torque is a formidable 504Nm – again making the Harrier EV the most powerful Indian made car. Top speed is limited to 180kmph and that’s a shade slower than the Mahindra BEVs that can do 200kmph.

Of course full-sends will rather quickly deplete your battery charge and that’s why the Harrier EV defaults to City mode every time you start it. Then there’s Sport mode and after that Boost. And on the other end if you’re running out of charge there is also Eco mode. In City mode the Harrier EV felt plenty quick, pulling off overtakes with ridiculous ease, getting to triple digit speeds without effort and just swallowing miles with ease and speed.

The dual-motor system intelligently distributes power to each wheel, constantly processing information on the selected mode, throttle input, surface conditions, and traction. Under normal driving conditions, the Harrier EV predominantly operates as a rear-wheel-drive vehicle. What's particularly impressive is the thoughtful calibration of the throttle pedal. The first half delivers linear power, ensuring smooth city driving free from abrupt surges so that your passengers’ heads will get knocked into the headrests every time you touch the throttle. The second half progressively unleashes significant acceleration so that you experience the responsiveness that makes an EV so much more enthusiastic than an ICE.

This calibration is easy to master and contributes to the car's mature yet sporty character. It's important to note that Boost mode is only available on all-wheel-drive variants and requires the battery's state of charge (SOC) to be above 50 per cent. The Drift Mode is also tucked away within the infotainment screen but as mentioned earlier, the ESP intervened too early to allow the rear wheels to start sliding.

Off-roading the Tata Harrier EV

We have already driven the Harrier EV off-road during the Quad Day at the BIC last month, the full impressions can be found here. Tata Motors had laid out a mini-track for us to get re-acquainted with the all-wheel-drive abilities and the key take-away is the throttle modulation. Unlike an ICE, which is what we are all used to when off-roading, here the throttle response is such that it requires you to concentrate doubly hard to just creep along at walking pace over the ramps. Over some tests, particularly the 34 degree incline, every time you got off the throttle the Harrier EV would creep back making you instinctively get back on the throttle at which point you’d give too much throttle and again you’d instinctively back off and repeat the cycle all over. It's a matter of getting used to, but it also highlights the difference of ICE vs EV when it comes to off-roading.

And then there’s the weight. Over one obstacle, going probably 2kmph too fast, and the nose dropped with quite the thud. The unique power delivery necessitates a re-learning of throttle input and optimal utilisation of the car's advanced tech. For instance there’s off-road assist which works as low-speed cruise control allowing the driver to focus solely on steering while the car maintains a set speed through obstacles, adjustable to as low as 5kmph.

In Tata Motors’ defence, this obstacle course is the most extreme off-roading any Harrier EV driver will put their EV though. Tata Motors themselves claim the QWD (Quad Wheel Drive as they call their all-wheel-drive variant) is designed for light off-roading to make sure you get out of some sticky situations, and not actively go trail hunting. And she will get you home when it gets flooded in the rains, what with 600mm water wading.

Tata Harrier EV battery

Underpinning the impressive performance are the new 65 kWh and 75 kWh battery pack options. While the RWD variants are available with both battery choices, the AWD model is exclusively offered with the larger 75 kWh battery. These are LFP (Lithium Iron Phosphate) batteries utilising (192) cylindrical cells similar to the rest of the Tata EV range but the big change is the engineers have unlocked significantly faster charging speeds of 1.5C, an improvement over the 1.2C seen in other Tata EVs. This translates 250km top-up in 15 minutes while 20-80 per cent charge takes 25 minutes on a DC charger. On the 7.2kW AC charger it takes 9.3 hours for the 65kWh batter and 10.7 hours for 75kWh to go from 10 to 100 percent.

Tata Motors quotes a 622km MIDC-tested range for the AWD version with a claimed real world range of 460-490km. The RWD version has a higher 480-505km claimed real world range while the 65kWh battery has a MIDC-cycle range of 538km and claimed real world range of 420-445km. Notably, there isn't a substantial drop in range for the AWD variants, a testament to the intelligent power distribution managed by the dual motors. The battery is now offered with a lifetime and unlimited kilometre warranty, something that has been rolled out across the Tata EV range and has resulted in a sales surge, so much so that they are confident of getting the Nexon EV back to its best-selling EV status. These batteries are developed in-house by Tata AutoComp Systems, with raw materials procured from Chinese manufacturers.

Tata Harrier design, interior and features

Visually the Harrier EV largely retains everything that we’ve already seen in the diesel Harrier with key differentiators being the EV badging, distinct 18- and 19-inch alloy wheels, and blanked-out grille. The interior too remains predominantly identical except for the new and impressive 14.53-inch Harman-sourced infotainment screen, powered by Samsung Neo QLED technology – a world-first in automotive displays. Complementing this is the world's first JBL Black Audio system, featuring 10 speakers with Dolby Atmos. There’s a test mode to experience the sound quality and it really does delivers a theatre-like experience within the cabin. You can watch videos, shows, cricket matches and movies in-car via the Arcade.ev apps when stationary; however, the availability of Dolby Atmos-tuned content is currently limited, and music apps like Spotify do not yet support Dolby surround technology. Nevertheless, the screen offers superb resolution, touch sensitivity is excellent, and the speakers deliver banging sound. The experience is also enhanced by the cabin’s remarkable refinement. The NVH levels are impressively low, thanks to thorough sound insulation and the inherently silent nature of the electric powertrain. The Piano Black trim on the dash adds to the premium factor, but it is susceptible to scratches and fingerprint smudges.

For enhanced visibility and manoeuvrability, the vehicle features the so-called 540-degree view camera system where the additional 180-degrees shows you terrain under the car. Similar to Mercedes’ transparent-bonnet, here the front camera records the path ahead and makes the full car transparent, which is great on tricky surfaces. Furthermore, a camera mounted on the rear antenna cleverly doubles as a digital rear view mirror (IRVM) and has an in-built DVR that works as a dash cam and even take pictures.

Cabin space is similar to the ICE but the flat floor does make the third passenger more comfortable. Notably the floor height hasn’t gone up significantly and you do not sit in a knees-up position which further improves occupant comfort. Notably, and inexplicably, the driver seat doesn’t slide back far enough and a tall-ish driver (I am 5-foot 8-inches) will feel cramped behind the wheel. Even more problematic is the driver’s knee fouls with the steering column everytime you get in and out – this is not a problem the diesel Harrier has; wonder why they changed this on the EV!

Where you do notice the raised floor is when you open the boot. Boot space is 502 litres, expandable up to 999 litres with the rear seats folded. Additionally, a practical frunk provides 35 litres of extra storage in the AWD version and 67 litres in the RWD models. Both front seats offer ventilation, while the rear seats feature convenient pull-up sun blinds, adjustable head rest wings, and two 65W USB-C ports capable of charging even a laptop.

Safety is paramount, with the Harrier EV equipped with Level 2 ADAS comprising over 20 features. Importantly, Tata Motors has 'Indianised’ the ADAS to ensure it is less intrusive and, consequently, less jarring. My on-road experience confirmed this with collision-warning never getting activated. Park Assist also features autonomous parking and a Reversing Assistant that remembers the last 50 metres of its path, allowing for exact retracing – useful in tight parking situations. Moreover, the Summon mode, accessible via the (new, circular) key fob, remotely starts the vehicle and allows forward or backward movement from a tight parking space so you can park right next to the pillar and not worry about squeezing out of the door. And of course it is a great party trick. Rounding off the safety features are 7 airbags including a knee airbag, disc brakes on all wheels, and brake disc wiping leading to a 5-star rating in the B-NCAP crash tests.

Tata Harrier EV verdict

From the days when EVs were significantly more expensive than their ICE brethren, we’ve now arrived at the point where the Harrier EV is (on-road) cheaper than the diesel Harrier . Priced between ₹22 lakh to ₹28.7 lakh for the rear-wheel drive versions and ₹29 lakh to ₹30.23 lakh for the all-wheel drive versions, the Tata Harrier EV is firmly targeted at the newly emerging premium end of the Indian electric car market. Want a 7.2kWh AC wall box charger? That will cost you ₹49,000. Want your Harrier EV in black? That will be an extra ₹75,000 for the 'Stealth Edition' of what is the best passenger vehicle Tata Motors currently makes. And that’s saying something because the diesel Harrier has always been one of our favourite SUVs to go road tripping with.

There’s the obvious benefits of an EV – superior refinement, sprightly acceleration, effortless performance – but the Harrier EV also brings improved comfort, handling and stability courtesy the heavily re-engineered underpinnings.

So how does the Harrier EV compare with the new electric Mahindras? For one the conventionally handsome styling of the Harrier will appeal to those baulking at the futuristic Mahindras. Then there’s the on-paper drag race superiority. And finally all-wheel-drive bragging rights. Mahindra vs Tata Motors in the race for EV superiority will be the comparison test of the year.