2021 Tata Safari Diesel Manual First Drive Review

What’s also commendable about this mill is that it is a smooth, and quick one. By the latter, I mean the strong midrange can make driving this SUV actually quite entertaining (despite the size), especially when the turbo goes on-boost at about 2,000rpm. Better still, there’s not much turbo lag until it does too. Just for the record, our VBox recorded the manual Safari’s 0-100kpmh run in a rather dignified 11.65 seconds (auto- 11.48 sec)

In fact, the ample torque and flexibility from this engine means you can drive around in third gear at city speeds without the motor nudging you for a downshift. To put things in perspective, the 20-80 and 40-100 runs in third and fourth gear, a measure of its drivability and overtaking, is dispatched in 8.74 and 11.43 seconds (auto- 6.37, 8.19 sec).

As for the fuel efficiency, this manual Safari returned 11.3/18.9kmpl (city/highway), which seems quite reasonable for an SUV this size. But after spending some time behind the wheel, I really felt that a shorter clutch travel would have made driving a whole lot easier since one can anticipate the clutch’s bite-point better. Not to forget that there’s some slack in this six-speeder’s shift action which makes going up-and-down the gears feel finicky.

Now, as is the case with the automatic, this iteration also gets the Eco, City and Sport modes. I stayed away from Eco-mode’s subdued responses not just because I wasn’t running low on fuel, but because by then I was already smitten by the City-mode which is good enough for most driving situations. Interestingly, activating Sport-mode when you are partially on the throttle, vaguely resembles the feel when NOS goes on-boost in a racing car. Nice!

Not surprisingly, you’re caught attacking corners and driving this SUV like it isn’t one. Thankfully the Land Rover credentials kick-in at the right time by lending an assuring chassis-balance and promising grip, along with just the right amount of controllable lean too. What’s more, the tremendous bite from the discs at all four corners makes even emergency braking situations feel like a cakewalk. It would’ve been perfect, though, had the response at the pedal felt better.

Having said that, my favourite has to be the Safari’s ability to gulp everything you throw at it, at higher speeds. Yes, the ride quality can get slightly stiff at slower speeds, but with so much power and dynamics on tap, the only time I actually drove slowly was in serious traffic. This SUV was built to devour speed breakers; be it at speed or not, it simply doesn’t matter. And if you miss spotting one, there’s hardly any rear-kickback too, which dials down a lot of driving-related stress.

You just have to admit that it’s a bold step to opt for the white trim around the cabin and seat upholstery. This undoubtedly, along with the huge panorama sunroof, makes the cabin look super cool and airy. And while at it, the JBL speakers continue to rock at displacing quality decibels to your lug-holes.

Functional add-ons include an extra USB port inside the arm rest (Harrier gets one), a new electronic hand-brake switch that’s beautifully integrated where the aircraft-style brake-lever existed, and a snazzy ‘Boss-mode’ lever on the front passenger seat that allows the second-row passenger to adjust the front seat for that extra legroom.

Additionally, to simplify the usage of the AUX and USB ports on the central console, the section has been redesigned and highlighted for better identification. However, access to the cubby space still remains tricky to use when the AUX/USB cords are attached.

Just like in the Harrier, the first two rows in the Safari also offer ample legroom, shoulder-room and headroom. The seats themselves are large and supportive, so long journeys are bound to be comfortable even for long stints. In fact, the second-row bench, with its adjustable backrest angle, can easily seat three in sufficient comfort, while also benefitting from the slightly stepped-up floor which boosts visibility all around.

In this middle row bench-seat layout, the single-seat tumbles so that one can climb onto the third row. While one wouldn’t term it as a squeeze, you’d certainly need to plan your footwork to avoid looking like a halfwit. Once in though, you’ll notice that the last row is also positioned slightly higher than the middle row. This, coupled with the decent visibility from the angled quarter-glass, despite being encroached upon by the air-con vents, makes for decent viewing angles that could easily prevent any form of claustrophobic moments.

Otherwise, this section is complete with its fair share of air-con blower controls, two USB ports, cup holders, a netted cubby space, and the holding sections also double up as arm-rests.

As for the last-row twin flat-folding seats, their squabs and backrests are favourably contoured with a reasonable amount of cushioning and are actually fine to be seated in. Sure, thigh support may be non-existent, but the back support kicks in to offer some solace. Surprisingly, there’s enough shoulder room, legroom, and foot room for two adults like me (5.6 feet, 83kg).

Now, although headroom can get cramped for tall occupants here, I was actually surprised at the reasonable creature comfort offered in this row. Also, with all rows up, the boot space is good for two slim laptop bags at the most; strictly nothing more. But, folding the last row liberated enough space for three suitcases and a few soft bags.

There’s also roll-over mitigation, corner stability control, ESP, ABS with EBD, rear parking sensors with camera, disc brakes on all four wheels, and the acclaimed Terrain Response Modes (Normal, Rough and Wet).