Tata Harrier EV road test review

Having carved its place in India’s EV landscape, the Harrier EV is Tata’s boldest step yet. Based on the ICE Harrier’s proven formula, the electric model is built with an all-new architecture and brings all-wheel drive to the Harrier and Tata Motors. There’s imposing road presence, space, technology and a promise of strong performance, at a price that undercuts rivals. With so much going in its favour, we put it through our comprehensive road test to find out just how well it all comes together.

Tata Harrier EV exterior design and engineering – 7/10

Familiar looks and a completely re-engineered chassis to accommodate the EV powertrain.

In its electric avatar, the Harrier remains a handsome SUV with immense road presence, staying clear of the radical styling some EV rivals employ. Buyers looking for more distinction will not like this, but for those who don’t mind the familiarity, there are lots of nice bits to look at. Up front, there’s a new closed-off grille with strakes mimicking intake slots, a revised bumper and a reprofiled air intake area. 

Along the sides, aero-optimised 19-inch alloys and a discreet EV badge on the front door distinguish it. It even gets useful side steps – handy while climbing into its cabin and to mask the battery below. At the rear, the giveaways are the Harrier EV badge and the absence of a tailpipe.

While it shares its “top hat” with the ICE version, the Harrier EV has a thoroughly re-engineered floor, redesigned suspension components and a fresh E/E (Electrical/Electronic) architecture called t.idal (Tata Intelligent Digital Architectural Layer).

Dimensionally, the EV is 2mm longer and 22mm taller than its ICE counterpart. Ground clearance improves to 163mm (laden), 13mm higher than the diesel. The wheelbase is unchanged, but track widths are up by 20mm (front: 1,636mm; rear: 1,650mm).

Tata also claims a 62 percent improvement in torsional stiffness, thanks to 57.5 percent special steel (high-strength and ultra-high-strength). No surprise then that it secured a 5-star Bharat NCAP crash rating. The downside is weight – the EV tips the scales between 2.1 tonnes and 2.3 tonnes, with dual-motor variants being 98kg heavier than their single-motor counterparts.

Tata Harrier EV interior space and comfort – 7/10

Spacious and a hugely appealing interior, but it has some ergonomic flaws.

The cabin borrows heavily from the ICE Harrier. Dual-tone upholstery enhances the sense of space, while glossy piano black trims lend richness – though they are prone to scratches and smudges. The steering wheel is chunky, with a gloss-black boss and an illuminated Tata logo adding flair.

The 10.25-inch digital driver’s display is user-friendly, with the neat trick of showing your phone’s maps in full screen. However, fonts and icons are very small to read. The big talking point is the new 14.5-inch floating touchscreen, which we’ll get to later.

Crowd favourite, a panoramic sunroof opens wide and does look neat; it has a retractable sunscreen too.

The climate-control panel sits in a gloss-black slab, using backlit touch-sensitive areas, with temperature adjustment handled via toggles. The blower slider, however, is fiddly and requires you to take your eyes off the road to operate. Voice commands (multilingual) offer a workaround, even letting you open/close the panoramic sunroof – though patience is needed to “converse” with the car.

Other details include a premium-feeling rotary terrain-mode selector, though its placement makes the wireless charger awkward to access. USB ports are tucked away inconveniently, and taller drivers will find their left knee brushing the dash.

Front seats are large, supportive and electrically adjustable, with ventilation (and memory for the driver). The driving position feels commanding, just the way SUV buyers like it. Fit and finish is good, with many premium touchpoints across the cabin that add to its appeal.

Storage is generous – bottle holders in the doors, a large glove box, a cooled centre console box with USB-A/C ports, cup holders, and more. Rear passengers are equally well catered to, with ample knee room and legroom, winged headrests, window shades, USB-C ports and a boss mode for the front passenger seat. Three adults can sit comfortably thanks to the flat floor, though the lack of a middle headrest is disappointing.

Due to rear motor and space-saver tyre beneath, boot floor is raised. Parcel tray can be removed to carry more cargo.

Due to rear motor and space-saver tyre beneath, boot floor is raised. Parcel tray can be removed to carry more cargo. Boot capacity is 502 litres up to the roof but is slightly less than the ICE Harrier’s (445 litres to the parcel tray), thanks to having to make provision for the rear motor and a space saver. There’s a frunk: 67 litres on RWD versions (35kg limit) and 35 litres on AWD (17kg limit).

A front loading area can accommodate up to 67 litres of cargo weighing 35kg in the RWD variants and 35 litres with a maximum load of 17kg in the AWD version. 

Tata Harrier EV features and safety – 9/10

Packs several clever and fascinating features, which will appeal to tech-savvy buyers.

Tata’s acti.ev+ platform forms the backbone of the Harrier EV’s connected tech and advanced driver assistance systems (ADAS). At the centre of the cabin is a 14.5-inch Samsung Neo QLED touchscreen, which is crisp, responsive and easy to navigate. Its uncluttered interface, coupled with wireless Android Auto and Apple CarPlay, makes smartphone integration seamless. The system also comes with Mappls (MapMyIndia) in-built navigation and Alexa voice assistant. Audio quality is a step up from the ICE version, thanks to the 10-speaker JBL Black system with Dolby Atmos, which delivers an immersive sound experience.

360-degree camera with a nifty transparent bonnet view helps place smaller obstacles beneath the car. The resolution and camera quality are impressive.

For convenience and safety, the Harrier EV gets a 360-degree camera setup with a transparent bonnet view to help spot obstacles underneath – particularly handy off-road. The side cameras relay a live feed on either the central screen or the instrument cluster when you indicate, effectively covering blind spots. That said, the instrument panel’s display quality leaves room for improvement. Adding to the list of camera-based features is a digital interior rearview mirror, which can display front or rear feeds and even doubles up as a dashcam, recording and storing video footage.

The digital interior mirror can also record front and rear footage – useful in case of an untoward incident. Users have the option to turn off screen and use it like a regular mirror.

Among the unique features is ‘Summon Mode’, which lets you remotely move the SUV forward or backwards from outside the car using its circular key. The system straightens the wheels automatically and halts if it detects an obstruction, but it only works on flat ground. While clever in execution, the operation feels clunky – the key button requires firm pressure, and the car tends to pause unevenly rather than moving smoothly.

Besides locking and unlocking the vehicle, its circular key fob doubles up as a remote control for the Summon Mode and Anywhere Parking feature.

Another standout is ‘Anywhere Parking’, where the Harrier EV autonomously steers, brakes and shifts gears to slot itself into a space that you can define via the touchscreen. On the driver-assist front, the Harrier EV packs a suite of Level 2 ADAS features, including autonomous emergency braking (with a low-speed engagement setting, too), cross-traffic alert, lane-keeping assist, adaptive cruise control, high-beam assist and blind-spot monitoring. These systems perform reasonably well in Indian conditions, and shortcut buttons on the steering wheel make it easy to disable them if needed.

Radar sensor is neatly integrated into the front bumper. ADAS features work quite well and have been nicely calibrated for our traffic conditions.

Other highlights include 19-inch alloy wheels, ventilated front seats, powered front seats with driver memory, multiple drive and terrain modes, dual-zone climate control, a 10.25-inch digital instrument cluster, wireless charging, a powered tailgate, panoramic sunroof, ambient lighting and an electronic parking brake with auto hold.

Tata Harrier EV performance and refinement – 9/10

Performance is strong, but acceleration doesn’t ‘feel’ strong due to its heavy weight. 

The Harrier EV’s cabin is well-insulated, and passengers are nicely isolated from ambient sounds. Even on the move, the cabin remains hushed, with barely any wind or tyre noise creeping inside. That said, like other Tata offerings, the air-con blower is loud even in its lowest setting.

The Harrier EV is available with two battery options – 64.7kWh and 74.61kWh; both are lithium-ion batteries with Lithium Ferrous Phosphate (LFP) cell chemistry. Unlike its ICE counterpart, which is front-wheel driven, the Harrier EV is primarily rear-wheel driven, powered by a permanent magnet synchronous motor, which makes 238hp and 315Nm of torque. The bigger-battery version also gets a dual-motor option, which includes an induction motor producing 158hp and 164Nm driving the front wheels. Combined, the two motors powering the Harrier EV QWD (Quad Wheel Drive), produce 313hp and 504Nm of torque.

Despite excellent power and torque numbers, acceleration feels measured rather than sudden and spiky. The Harrier EV won’t particularly pin your passengers to the seat when you put your foot down. However, make no mistake; performance is rapid, and it picks up pace briskly. The ‘feel of power’ or the ‘sense of speed’ is masked due to its 2,335kg weight and gentle initial roll-on.

There are four drive modes – Boost, Sport, Normal and Eco, with the Boost unlocking the full potential of the motors and Eco reducing motor torque in the interest of efficiency. In our performance tests, the Harrier EV sprinted from 0-100kph in 6.74 seconds in Boost mode, and it hit a top speed of 180kph. Rolling acceleration times are also quicker than in other modes. Interestingly, full-throttle performance in Sport and Normal is similar, although the difference between these modes is perceptible at part-throttle. Eco mode is significantly slower, clocking 10.22 seconds for the 0-100kph run, and rolling acceleration times from 20-80kph and 40-100kph in this mode are 1.6 seconds and 2.7 seconds slower, respectively, than Boost mode.

Right steering-mounted paddle increases the intensity of regenerative braking. There are four levels – including regen off.

It gets all-wheel discs; however, pedal feel leaves a lot to be desired. Brake feel isn’t progressive, and it often leaves you second-guessing its bite point. That said, its braking performance is good, bringing this 2.3-tonne EV to a standstill from 80kph in 24.36 metres.

The car has four levels of regenerative braking, including the option to keep it off. The various levels can be toggled via the steering-mounted paddles. However, it doesn’t get a single-pedal mode – the car will not come to a complete halt using just regen braking; instead, it will slow down to a crawl and then keep rolling. On comparing its deceleration from 80-20kph throughout various levels, we noticed that the Harrier EV slows down over a shorter distance compared to rivals, implying stronger motor retardation. Whether this leads to more energy recuperation than the competition is something that’s difficult to gauge. 

Tata Harrier EV range – 7/10

Real-world range is respectable, as are its charging times.

Tata says the smaller battery delivers up to 538km on a single charge, while the larger pack is rated at 627km in single-motor form and 622km with dual motors. In our real-world tests, the bigger battery AWD version delivered an efficiency of 5.45km/kWh in the city and 5.24km/kWh on the highway, extrapolating to 409km and 393km, respectively. Our tests were conducted with regen set to Level 3 (maximum) in the city, with an average speed of 18.6kph, and Level 1 (minimum) on the highway, with an average speed of 55kph.

The Harrier EV runs in rear-wheel-drive mode under light throttle inputs to maximise efficiency but engages the front motor under hard acceleration or during wheel slippage. Once the battery dips below 10 percent, the system switches to ‘limp home’ mode, limiting acceleration, capping speed at 50kph and disabling air conditioning to conserve charge.

The Harrier EV’s 377.6V architecture supports 1.5C peak charging speed, which means that its battery is capable of charging from 20 percent to 80 percent in around 25 minutes, at a maximum charging speed of 107kW, using a 120kW (or higher) DC fast charger. In our tests, on a 60kW DC fast charger, the Harrier EV charged from 47 percent to 100 percent in 65 minutes, although it is worth noting that the charging speed drops to half in the last 10 percent. AC charging tops out at 7.2kW, so on a home wall charger of the same capacity, it can recharge from 10 percent to 100 percent in around 10 hours. Tata provides a portable (3.3kW) charging cable and gives buyers the option to purchase a 7.2kW AC wallbox charger at an additional cost of Rs 49,000. 

Tata Harrier EV ride comfort and handling – 8/10

Floaty rear, but strikes a balance between comfort and handling.

The Harrier EV’s independent front and independent multi-link rear suspension with frequency-selective dampers results in a comfortable experience in the city. It takes on bumps and potholes competently while also exuding a certain degree of toughness, which we’ve come to expect from the Harrier. At highway speeds, too, the Harrier EV feels rather confident, with minimal lateral movements, and even the front recovers well after hitting a rut. However, rear-seat occupants will feel a bit more vertical movement, and undulations create a floaty ride. 

Spacious bench with ample support. Winged headrest enhances comfort. Headrest for middle passenger missing.

As far as handling goes, the front end continues to feel sharp, and the steering feels well-connected to the front tyres. Tata boasts that the Harrier EV’s torsional stiffness is 62 percent better than rivals. It corners flatter and feels tighter than rivals. The heavy weight plays its role here, ensuring the car feels planted to the road. And while the Harrier’s mechanical grip was always good, the dual motors further lend it all-wheel-drive capability, infusing tremendous confidence while cornering.

Terrain Response (off-road modes) is present, such as Mud, Rock, Sand and Snow/Grass, which alter throttle response and traction control, among others, to enhance the Harrier’s ability in tricky situations, and while it isn’t a hardcore off-roader, its capability over trails is good. It’s only the low clearance (particularly the side steps) that poses a challenge over obstacles.

Tata Harrier EV price and verdict – 8/10

Not a radical EV, but the electric Harrier checks most boxes and comes across as a well-rounded car.

The Tata Harrier EV checks most boxes – style, technology and comfort – and performance and charging capabilities are impressive, too. As with the ICE versions, there’s an air of toughness in its build as well. On the other hand, its considerable weight blunts the sense of speed, some ergonomic issues exist, and the brake pedal lacks a progressive feel. Additionally, a few of its features, although clever and handy, need better calibration and more polish. Finally, its modest (laden) ground clearance limits off-road ability.

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