The Tata Safari and Mahindra XUV700 are effectively two of the most discussed new SUVs in India right now. Being the lead models of India’s own special car marks, there’s a cross country interest in realizing what they’re similar to, yet there’s something else to the madness.
Large in size, extreme in form, and adaptable with three lines of seating, the Safari and XUV700 fit the picture Indian purchasers have of ‘appropriate’ SUVs, a picture, maybe, subliminally solidified by as a matter of fact the first local legends, the Tata Safari and Mahindra Scorpio from twenty years prior. Of course, the new Safari and XUV700 are far taken out in their monocoque development and front-wheel-drive designs, however the crucial SUV-ness is especially there.
Of course, a lot of the chatter around these two is centred around which one’s better. And that’s where we come in. We’ll be blocking out the noise to give you an objective analysis of these cut-throat rivals. As ever, we’ll judge the contenders on a wide variety of parameters to pick one definitive winner.
Standing tall
Measuring over 4.6m long, the XUV700 and Safari are a full size larger than the crop of midsize SUVs better known as the ‘Creta class’. A spec check will reveal that there’s mere millimetres between the XUV and Safari in length, width and height, but you sure won’t confuse one for the other.
To my eyes, the XUV700 is attractive in its fundamental plan, yet styling is exaggerated at places. The headlights with their comma-like LED DRL augmentations, for example, are particular however excessively lively. Less difficult looking tail-lights also would have done the work comparably well.
However, to a regular purchaser, the XUV wows with its upmarket looks and subtleties like the flush-fitting entryway handles that, on completely stacked adaptations, consequently jump out on opening.
Stopped close by a XUV700, the Safari seems to be more outdoorsy in look. And keeping in mind that no bigger than the Mahindra, it’s the Tata which seems to be more rough. The thick wheel curves and high hood sure assistance with this impression. And keeping in mind that that split headlamp set-up is imparted to the 5 seat Harrier, the Safari’s ventured rooftop, rooftop rails and upstanding tail (roused by the first Safari) truly assist it with sticking out.
Cabin pressure
Getting into a Tata Safari requires a bit of a step up, but once inside, you’ll like what you see. The dashboard with that thick metal-look band running its width is stylish, and the soft touch material on the dash top, among other elements, also conveys quality. Drivers will also like their commanding view out and the feeling of being in something big and tough. But as nice as the Safari’s interior is, the XUV’s is in a different plane.
It starts with the welcome gesture (on AX7 Luxury variants) that has the driver’s seat slide back for easier ingress and egress, which is something you’d typically get in a car of twice the price. The XUV’s front seats themselves are more accommodating than the ones in the Safari (there’s too much side bolstering), and then there’s the general look and feel of things.
Material quality, for one, is a step up, with the Mahindra being more generous in its use of padded materials on the dash and doors, while smaller details like gloss plastics for the door window switches only enhance the premium experience inside. That said, the piano black surfaces aren’t well finished and look a bit tacky.
Of course, the major talking point inside the XUV700 are the dual 10.25-inch displays for the dials and infotainment unit system. The high-res and vibrant screens give the XUV’s cabin a very tech-heavy vibe. In comparison, the Tata’s part-digital dials and fuzzy 8.8-inch touchscreen arrangement looks outdated.
Also that is the thing. Mahindra’s taken such measures to stack the XUV700 that it makes the generally exceptional Safari appear to be moderately fundamental. Notwithstanding the entirety of that has been referenced as of now, highlights selective to the XUV700 (imagined here in the reach beating AX7 Luxury Pack pretense) incorporate a 360-degree camera (it’s fresh, however a piece laggy), blind view screen (it shows up on the dials on initiating a pointer) and double zone environment control.
The XUV700 likewise has the edge with a marginally bigger all encompassing sunroof. Inquisitively, however, an auto diminishing back view reflect isn’t accessible on any rendition of the XUV. Of different things, remote telephone charging and remote Android Auto/Apple CarPlay are highlights you’d find on both, however it merits featuring that these are ongoing augmentations on the Tata.
Safaris in restricted run Gold Edition structure likewise get ventilation for the front seats (and back seats on 6-seat forms) and it’s normal that these highlights will be carried out onto the standard reach in the days to come. The two SUVs get great sound frameworks.
The XUV’s 12-speaker Sony 3D set-up does offer more fine-tuning and variation while the Safari’s nine-speaker JBL system is richer in bass.
In terms of safety equipment, both models get ABS and electronic stability control, though the XUV has the upper hand with seven airbags (including one for the driver’s knee) to the Safari’s count of six airbags. That the XUV’s curtain airbags extend all the way to the third row is reassuring to know too.
While both models comply with latest Indian safety norms, only the XUV700 has a Global NCAP rating too – 5 stars on adult occupant protection and 4 stars on child safety. Where the XUV700 blows the Safari away is in the Active Safety department.
The XUV has the huge distinction of being the only one with camera and radar-based ADAS or advanced driver assistance systems. Over the few days of testing, we found features like adaptive cruise control, traffic assist (that automatically accelerates and brakes in stop-go traffic) and auto high beam assist (it switches to low beam on detecting oncoming vehicles) calibrated well for average Indian conditions.
Thankfully, the forward collision warning and autonomous emergency braking didn’t come into play at any point. However, the lane keep assist that steers the vehicle to the centre of a lane was often thrown off by our poorly marked roads and was the one ADAS feature we kept off.
Comfort plus
Before we talk second- and third-row comfort, it’s essential to bring in the different seat arrangements these SUVs can be had with.
Lower trims of the XUV700 are offered in a 5-seat format, with a bench in the middle row. Higher-spec 7-seat versions add in a pair of seats as the third row. The Tata Safari, on the other hand, gets a third row as standard, but you can opt for a pair of captain’s chairs or a 3-seat bench for the middle row.
The XUV700’s middle-row bench scores well on comfort. Space is aplenty, the seat is well cushioned, there’s a good amount of support and the 60:40 split seats offer plenty of recline too. The flat floor makes life better for a middle-seat passenger too, and it only helps that the XUV also has the slight advantage in shoulder room.
Also, boss mode lends the option to move the front passenger seat forward at the pull of a lever, to free up additional legroom for the middle row.Â
You do get more flexibility in a Safari. Boss mode aside, there’s the option to move the middle row seats fore and aft to balance legroom for the last row of passengers, and bench seat-equipped versions also feature ample recline. Were we speccing our Safari, we’d opt for the 7-seat configuration with the bench middle row.
The 6-seater might be designed for the chauffeur-driven, but its captain’s chairs aren’t as large or comfy as they should have been. Irrespective of the version you opt for though, you’ll appreciate the stadium seating and the great view out the Safari gets you.
We also found the Safari’s air-con vents, which sit on the B-pillar, more effective at channelling cool air than the XUV’s second-row vents that are positioned lower down at the rear centre console. Just wish Tata could also find a better position for the rear USB slots that are positioned low and out of sight.
Back to back
Reaching the third row is tricky business in both SUVs, with access via the rear door. The 7-seat versions of both models get slick single touch tumble and fold mechanisms for the kerb side middle row seats. Sadly, the resulting openings on both models aren’t all that large and adults, especially, will have to contort their way in. Access to the back is (slightly) more convenient on 6-seat Safaris, thanks to the option of walking in via the narrow passage between the middle-row captain’s chairs.
At the extremely back, you or your travelers will be more joyful in the Safari. It’s somewhat flawed, yet the Tata has the comfier seating position, offers that significant piece more headroom and kneeroom, and the choice to slide the center column situates additionally implies you can let loose space for a huge grown-up, if only for a short stretch. The high-set air-con vents additionally count for a ton and Tata has nicely included two USB charging attachments at the exceptionally back as well.
The XUV’s third-column experience isn’t exactly as pleasant. The knees-up seating position, restricted headroom and foot space consign the seats for infrequent use as it were. The XUV gets third-column air-con vents and blower controls like the Safari yet there’s just a 12V attachment to juice up your telephone with.
With all seats up, the XUV offers just about enough space to store a few soft bags behind the rearmost seats. In the Safari, there’s even lesser room. Both models do give the option to fold the split third-row seats flat, and this frees up a lot of space. Again, it’s the XUV that offers more room for luggage, thanks to its wider bed.
When it is time to load luggage, you’ll note it’s the Safari’s heavy metal tail gate that requires quite a bit of effort to open. The XUV’s plastic composite tail gate is lighter and more convenient to open/close. But how easy will it be to repair in the event of a rear collision?
Powering up
The Tata Safari’s engine and gearbox line-up is pretty straightforward. There’s a sole 2.0-litre diesel engine that can be had with either a 6-speed manual or a 6-speed auto transmission. The XUV’s powertrain matrix is a lot more complex.
There’s the choice of a 2.0 petrol engine, with manual and auto gearbox options; there’s also a 2.2 diesel in two states of tune, with the higher powered version further offered with manual and automatic gearboxes; and you can even have the diesel- auto with all-wheel drive. Phew! For this comparo, we’ve taken the popular diesel-auto versions of both, with the test XUV in Safari-like front-wheel-drive avatar.
You’ll like how the Safari conveys its power. The Fiat-obtained 170hp and 350Nm, 2.0 diesel motor really feels more grounded than the numbers recommend, and there’s enough pulling power in any event, when going with a full house. Sport mode adds a spring in the Safari’s progression and what’s great is that the Hyundai-obtained 6-speed gearbox is well in line with the attributes of the motor.
Gearshifts are smooth and ideal, however there is somewhat of a deferral at the gearbox when you out of nowhere crush down on the gas pedal. Manual contributions at the stuff switch are all around obliged, notwithstanding. What isn’t all that pleasant is the motor’s refinement. It’s perceptible out of gear and sounds grumbly when building speed.
Where the Safari’s powertrain is great, the XUV700’s is incredible and in all honesty in an alternate association. The Mahindra’s 2.2 diesel motor has the relocation advantage, however its 185hp and 450Nm make it significantly more remarkable as well. Also you can feel the additional power. The XUV feels light on its feet and energetic, in a way you just wouldn’t anticipate that a SUV in this category should be.
The impression is upheld by the exhibition numbers. The XUV is altogether speedier in kickdown speed increase (see table) and, if by some stroke of good luck for hypothetical interest, is quicker from a halt to 100kph as well (with a period of 10.1sec to the Safari’s 12sec best figure).
Standard Zip mode is more than adequate for most scenarios, though you’ll find yourself switching to Zap and Zoom driving modes that give access to all of the engine’s power. The 6-speed auto also goes about its business with great smoothness and you’ll like how on the ball it is, ready with a quick gearshift in Zoom mode.
Even manual gearshifts via the gear lever are slick. The XUV’s diesel unit does sound gravelly when you’re starting out, but engine refinement on the whole is much better than the Safari’s. Also if it’s ultimate refinement you desire, you’d, perhaps, be better served by the XUV700 petrol.
Twist and turn
It’s in the area of ride and handling that the XUV truly distances itself from the Safari. For starters, the XUV’s electric power steering is really well judged. It’s light and easy to twirl at low speeds (helping the XUV feel smaller than it is) and weighs up adequately and remains linear when you go faster.
The drive modes add more weight, but the difference in feel is limited at best. It’s not intended to be a corner carver, but you’ll be more than satisfied by the poise with which the XUV changes direction.
An all-independent suspension with sophisticated frequency selective dampers have been employed on the Mahindra and have resulted in a very un-Mahindra dynamic experience, especially if the old XUV500 is your point of reference. The XUV700 also does a great job of smoothening out surface imperfections, particularly at low speeds.
In the same city settings, you’ll find the Safari’s low-speed ride a bit jittery, the steering feels heavy at parking speeds and there’s a general awareness that you’re piloting something large. The Safari experience gets better as you pick up the pace.
There’s a confident heft with which the Tata cruises, and you’ll particularly appreciate how unfazed it feels over broken patches of road taken at high speeds. However, the Tata’s hydraulic steering is the weak link in the experience. There’s kickback on bad roads, torque steer under hard acceleration and an inconsistency that takes away some confidence at high speeds.
It’s when the going gets tough that the Safari feels its best. On mild trails, you’ll find yourself taking more liberties in the Tata that feels built to take a beating. The Tata is built on a Land Rover-derived platform and that inherent toughness comes through.
Dedicated terrain modes are also part of the package on the Tata. The XUV isn’t a softie, either. It’s tough in its own right and will do all that the Safari can, but you’ll find yourself going easier in the Mahindra. The XUV does have the critical advantage with optional all-wheel drive, though.
Both models feature front and rear disc brakes but both have their quirks in panic braking scenarios. Where the Safari’s pedal feels mushy, the XUV exhibits considerable dive in hard stops.
Question of the hour
So now that you know what they’re like, time to bring in prices. The Mahindra XUV700 diesel-auto in AX7 Luxury trim has a price tag of Rs 20.89 lakh, while the Tata Safari XZA+ is on sale for Rs 20.79 lakh (both prices, ex-showroom, Delhi).
Factor in what they cost and see what both get you for comparable cash and it’s a persuading win for the XUV700. Certainly, the Safari radiates sturdiness and has that roomier third line, however in any remaining regions it assumes a supporting role to the game-changing new XUV.
The Mahindra is plusher inside, is stacked with tech and elements, has the more grounded motor, is simpler just as more engaging to drive and for the most part feels like a more refined bundle.
Mahindra truly has nailed it with the XUV700, and the 75,000+ solid request bank is likewise telling that purchasers like what they see.
Which of these leader SUVs could you purchase? Tell us in the comments below.
