Tata Safari EV (Upcoming)

Safari EV shown alongside Harrier EV as Tata's acti.ev flagship pair. Tata presented electric versions of both its flagship SUVs on the acti.ev architecture, then chose to bring the Harrier EV to market first. Because both vehicles share the platform, battery packs, and motors, the Safari EV benefits from engineering and validation work already completed, which typically shortens the path to production considerably.

Seven-seat electric SUVs remain almost absent from the Indian market. India's electric SUV segment has filled rapidly at the five-seat end while the three-row space stays nearly empty, particularly at prices mainstream family buyers can reach. This leaves the Safari EV with an unusually clear run if Tata prices it sensibly, since large families currently have very little to choose from when shopping for an electric vehicle.

Expect roughly 500 km certified on the 65 kWh pack and up to 600 km on the 75 kWh, based on Harrier EV figures adjusted downward for the Safari's greater length, height, and an estimated 2,350 kg kerb weight. Real-world numbers matter more on this vehicle than most, because a three-row SUV rarely travels empty. With seven passengers and luggage on a highway run, realistic range is likely 350 km to 420 km rather than the certified figure, and buyers planning long family trips should budget accordingly. Performance is where the electric layout genuinely improves on the diesel Safari. The expected QWD dual-motor configuration would produce around 390 bhp combined, which is roughly double the diesel Safari's output, delivering a 0 to 100 km/h time near 6.5 seconds on a seven-seat SUV. More useful than the headline figure is the low-end response. Overtaking on a two-lane highway with a full load, which requires patience and gear selection in the diesel, becomes immediate. The battery's position low in the floor also drops the centre of gravity substantially, which improves body control noticeably on a tall vehicle carrying seven people.

The diesel Safari holds a 5 star Bharat NCAP rating, and since the electric version shares its body structure, a similar result is a reasonable expectation, though the EV has not been separately tested and carries no rating of its own. Seven airbags are expected as standard, matching Tata's current SUV specification, with a Level 2 ADAS suite including adaptive cruise control with stop and go, autonomous emergency braking front and rear, lane keep assist, blind spot warning, and rear cross traffic alert. One safety benefit is specific to the electric version and often overlooked. A tall three-row SUV carrying seven passengers has a high centre of gravity, which is precisely the condition that makes roll over a genuine risk. Mounting a heavy battery pack in the floor lowers that centre of gravity considerably, which improves stability in emergency lane changes far more effectively than any electronic intervention can. Electronic stability control with roll over mitigation is expected alongside it. The battery pack is IP67 rated with automatic high voltage disconnect in a collision.

DC fast charging around 120 kW is expected, delivering a 20 to 80 percent charge in roughly 25 minutes on the 75 kWh pack, with 11 kW AC charging giving a full overnight charge in approximately 7 hours at a home wallbox. A CCS-II port is standard across Tata's EV range. V2L and V2V support are expected, which on a family SUV has real practical value for powering equipment at a campsite or helping a stranded EV. The charging story is arguably better for the Safari EV than for most Indian electric vehicles, because Tata operates the widest EV charging network in the country and has concentrated its fast charging deployment along major intercity highway corridors. For a vehicle that will spend its life carrying families on long routes, that network coverage matters considerably more than a few kilowatts of peak charging rate. Practical advice for owners would be to charge to 80 percent for daily use and only fill to 100 percent before a long journey, since charge rate tapers sharply above 80 percent and repeated full charges accelerate battery degradation.

Tata applies a consistent warranty structure across its electric range, which the Safari EV is expected to follow. That means approximately 3 years or 1,25,000 kilometres on the vehicle and 8 years or 1,60,000 kilometres on the battery and motor, with roadside assistance included. The battery warranty covers manufacturing defects and capacity degradation below a defined threshold, which is the term worth reading carefully, since the guaranteed state of health percentage determines what is actually covered. Extended warranty plans are available through Tata Motors authorised service centres. Final terms will be confirmed at launch.

The Safari EV is the most obviously necessary vehicle Tata has not yet launched. India's electric SUV market has become crowded at the five-seat end while the three-row space sits almost empty, and large families who want an electric vehicle currently have very little to choose from. The Safari EV walks into that gap with a nameplate people already trust and a platform already proven in the Harrier EV, which removes most of the technical risk. The flat floor deserves particular attention, because it fixes the diesel Safari's genuine weakness. Third-row passengers in the diesel sit with their knees raised over a transmission tunnel, and no amount of seat trim disguises it. A skateboard battery removes that constraint entirely. Two things will decide whether this works. Price, because Rs 26 lakh is a serious step up from five-seat electric SUVs and Tata needs to justify it. And honesty about loaded range, because a family that plans a trip using the certified figure and travels with seven people and luggage will be unpleasantly surprised. Get both right and this becomes a very difficult vehicle to argue against.

Against the Harrier EV, the comparison is simple, since they share a platform, battery, and motors. The Safari EV adds a third row and roughly 350 mm of length, which costs range and money. If five seats are sufficient, the Harrier EV is the more sensible purchase, being lighter, cheaper, and slightly more efficient. Against the diesel Safari, the electric version wins on running cost by a wide margin, on refinement, on performance, and on third-row space thanks to the flat floor. The diesel wins on outright range, on refuelling time, and on suitability for remote areas where charging is unreliable. Against other three-row electric SUVs in India, the Safari EV faces remarkably little competition, since the segment barely exists at a mainstream price. Its most realistic rivals are premium three-row diesel SUVs and MPVs, where the argument becomes running cost and refinement against range flexibility and lower purchase price.

Wait for confirmed specifications before committing, since Tata has published no official price or range figures. If you need seven seats and an electric drivetrain today, options are extremely limited, which is itself worth factoring into how long you are willing to wait. When the Safari EV does launch, four things deserve scrutiny. First, real-world range with a full load rather than the certified figure, because a three-row SUV rarely travels empty. Second, boot space with the third row upright, which is likely to be tight. Third, whether QWD is genuinely necessary for your use, since RWD will be cheaper and go further on the same battery. Fourth, the exact state of health percentage guaranteed under the battery warranty. If five seats would actually suffice, buy the Harrier EV instead and save both money and weight. Do not pay a booking amount to any dealer claiming to accept Safari EV orders before Tata formally opens the order book.

At an estimated Rs 30 lakh on-road and roughly 7.5 km/kWh real-world efficiency, running cost works out to approximately Rs 1.13 per kilometre at Rs 8.5 per kWh. Over 15,000 km a year that is around Rs 17,000 in electricity. The diesel Safari at 16.3 km/l and Rs 94 per litre costs approximately Rs 5.77 per kilometre, or Rs 86,550 over the same distance, giving an annual saving of roughly Rs 69,500. That gap widens for high-mileage users, and three-row SUVs are typically driven harder than average, so a family covering 25,000 km annually would save well over Rs 1.1 lakh a year. Annual maintenance on an electric SUV in this class typically runs Rs 12,000 to Rs 18,000 against Rs 28,000 to Rs 38,000 for the diesel Safari, since there is no engine oil, fuel filter, DPF service, or clutch. Insurance will be somewhat higher than the diesel because of the battery's replacement value. All figures are estimates pending official pricing.

The Safari EV would qualify for the standard Indian electric vehicle incentives. Section 80EEB of the Income Tax Act allows individual buyers a deduction of up to Rs 1.5 lakh on interest paid on an electric vehicle loan, worth roughly Rs 46,800 in tax saved over the loan tenure for someone in the 30 percent bracket. GST on electric vehicles is 5 percent against 28 percent plus cess on comparable diesel SUVs, which is already reflected in ex-showroom pricing and represents a substantial saving at this price point. State-level benefits vary considerably, with Delhi offering a purchase subsidy and registration fee waiver, Maharashtra and Gujarat offering purchase subsidies, and several states including Uttar Pradesh and Rajasthan waiving road tax on electric vehicles. On a vehicle priced around Rs 30 lakh, a full registration waiver alone can save Rs 2 lakh to Rs 3 lakh. Corporate and fleet buyers can additionally claim accelerated depreciation, which is particularly relevant for a seven-seat vehicle likely to see commercial use. State policies change frequently, so confirm current incentives at the dealership.

Service intervals are expected at 15,000 km or annually, matching Tata's other electric vehicles. The electric drivetrain removes engine oil and filter changes, fuel filters, DPF regeneration and servicing, AdBlue top-ups, timing belt replacement, and clutch wear, which together account for most of what diesel Safari owners currently pay at each service. What remains is tyre rotation, brake fluid checks at extended intervals since regenerative braking dramatically reduces pad wear, cabin air filter, coolant for the battery thermal system, and annual battery health diagnostics. Two items will run higher than on a lighter EV. Tyres wear faster on an estimated 2,350 kg vehicle, particularly if it regularly carries seven passengers, so budget for replacement closer to every 35,000 to 40,000 km. Suspension components also work harder under sustained load. Estimated annual servicing cost is Rs 12,000 to Rs 18,000 against Rs 28,000 to Rs 38,000 for the diesel Safari. Tata's EV-trained technician network is the most extensive in India, which reduces the risk of being stranded far from a capable workshop.