Tata’s Harrier EV is not a radical reinvention of the nameplate on the outside, yet underneath it is a thoroughly re-engineered SUV built to be electric first. It rides on a strengthened structure, a fresh electrical/electronic architecture (t.idal), and critically introduces all-wheel drive to the Harrier line. The promise is familiar design, big-SUV presence, modern tech, genuine performance, and pricing that undercuts many rivals. We put it through a comprehensive road test to see how convincingly it delivers.

Design & Engineering – 7/10

Familiar face, EV-friendly bones, tougher shell

If you wanted a wild EV makeover, the Harrier EV is deliberately conservative. Up front you get a clean, closed grille with straked detailing, a reshaped bumper, and revised air inlets. Along the sides, aero-optimised 19-inch alloys, subtle EV badging, and practical side steps (which also visually mask the battery) make quiet statements. At the rear, the lack of a tailpipe and EV badging are the tells.

The top hat remains close to the ICE Harrier, but the floor and suspension components are new for the battery and motor package. Tata cites a 62 percent gain in torsional rigidity, made possible by 57.5 percent high/ultra-high-strength steel, and the SUV wears a 5-star Bharat NCAP rating with confidence. Dimensions shift only slightly (EV is 2 mm longer, 22 mm taller), but track widths are wider and laden ground clearance rises to 163 mm helpful, though not class-leading. Curb mass is the downside: 2.1-2.3 tonnes, with dual-motor variants ~98 kg heavier than single-motor.

Quick Summary (At a Glance)

Cabin, Space & Comfort – 7/10

A premium, airy interior with a few ergonomic misses

The cabin draws heavily from the latest ICE Harrier: dual-tone upholstery, liberal gloss-black accents (rich, but prone to smudges), and a modern steering wheel with an illuminated Tata logo. A 10.25-inch driver display can mirror your phone’s maps a neat trick but fonts/icons are on the small side. Center stage is a crisp 14.5-inch floating touchscreen (more on features below).

Climate control sits in a glossy panel with backlit touch zones; temperature toggles work well, but the blower slider is fiddly and pulls eyes off the road. Voice commands (with multilingual support) are a workaround even for the panoramic sunroof though they require patience. The rotary terrain selector feels premium, but its location compromises access to the wireless charger; USB ports are tucked away; taller drivers may brush their left knee against the dash.

On the plus side, front seats are large, supportive, ventilated, and powered (driver gets memory). Storage is generous: big door bins, a sizable glovebox, a cooled center console with USB-A/C, and cupholders. The rear bench is a highlight with ample knee and legroom, winged headrests, window shades, USB-C ports, and a boss mode to move the front passenger seat forward. Three abreast is feasible thanks to a largely flat floor, though the lack of a dedicated middle headrest is a miss.

Practicality is strong but nuanced. A rear motor and space-saver tyre raise the boot floor; capacity stands at 502 litres up to the roof (a touch down on the ICE’s parcel-tray figure). There is a frunk: 67 litres on RWD (35 kg limit) and 35 litres on AWD (17 kg limit).

Features & Safety – 9/10

Flagship-grade tech, camera smarts, and Level 2 ADAS

The Harrier EV’s feature list reads like a class-above brochure. Highlights include:

• Displays & Infotainment: 14.5-inch Samsung Neo QLED touchscreen; 10.25-inch digital cluster; wireless Android Auto/Apple CarPlay; Mappls (MapMyIndia) navigation; Alexa voice assistant; 10-speaker JBL Black audio with Dolby Atmos clearly superior to the ICE setup.
• Comfort & Convenience: Ventilated and powered front seats (driver memory), dual-zone climate, panoramic sunroof, wireless charger, ambient lighting, powered tailgate.
• Cameras & Parking: 360-degree camera with transparent-bonnet view; side-camera blind-spot feeds to cluster or main screen; digital IRVM doubling as a dashcam (records/stores video).
• Party Tricks: Summon Mode (move the car forward/back from outside via the circular key) and Anywhere Parking (auto steer/brake/shift to park in a user-defined space). Both work, though Summon feels a bit clunky and is limited to flat surfaces.
• ADAS: Level 2 suite with AEB (including low-speed setting), cross-traffic alert, lane-keep assist, adaptive cruise, high-beam assist, and blind-spot monitoring. Shortcut buttons make it simple to dial assists back when city traffic gets chaotic.

Seven airbags and the structural upgrades round out an impressive safety story.

Performance & Refinement – 9/10

Strong numbers, hushed cabin; weight tempers the “seat-of-pants” hit

• RWD: 238 hp, 315 Nm (PMSM rear motor)
• AWD (QWD): Adds a front induction motor (158 hp, 164 Nm) for a combined 313 hp and 504 Nm
• Transmission: Single-speed automatic
• Tested (AWD, Boost): 0–100 km/h in 6.74 s; top speed 180 km/h
• Rolling Accel: Brisk in Boost; Sport/Normal feel similar at full throttle; Eco is notably slower

Despite the headline figures, the Harrier EV doesn’t slam you into the seat. Its 2,335 kg mass and gentle initial roll soften the sensation of speed. But make no mistake progress is rapid and deceptively calm. Cabin isolation is a strength: wind and tyre noise are well muted; the loudest element is the AC blower even at lower fan speeds. All-wheel discs deliver good absolute stopping power (80–0 km/h in 24.36 m), though pedal feel lacks linearity and clear bite progression.

Four drive modes (Boost, Sport, Normal, Eco) let you tailor response. Four regen levels are toggleable via steering paddles; there is no true one-pedal “creep-to-stop” regen slows to a crawl, then the car rolls. Deceleration in higher regen levels is robust.

Range & Charging – 7/10

Respectable real-world range; competitive DC speed; home charging is straightforward

• Battery Choices: 64.7 kWh or 74.61 kWh (both LFP)
• Claimed Range: Up to 538 km (smaller pack); 627 km (75 kWh RWD) / 622 km (75 kWh AWD)
• Tested Efficiency (AWD): 5.45 km/kWh city (avg speed 18.6 km/h, regen L3); 5.24 km/kWh highway (avg 55 km/h, regen L1)
• Tested Combined Range (AWD): ~401 km
• DC Fast Charging: Battery supports ~1.5C peak; 20–80% ~25 min at ~107 kW on a ≥120 kW charger; on a 60 kW DC unit we logged 47–100% in ~65 min (last 10% slower, as usual)
• AC Charging: Up to 7.2 kW; ~10%–100% in ~10 hours on a matching wallbox. Portable 3.3 kW cable included; 7.2 kW wallbox optional (~Rs 49,000)

The drivetrain stays RWD under light loads for efficiency, bringing the front motor online during hard acceleration or slip. Below 10 percent SOC, a “limp home” strategy caps speed to ~50 km/h and curtails AC to conserve charge.

Ride & Handling – 8/10

Tough, composed, reassuring rear can feel floaty on undulations

Under the skin: independent front suspension (lower wishbone, MacPherson struts) and an independent multi-link rear with frequency-selective dampers. In the city it rides with a tough, absorbent character potholes and sharp edges are handled with confidence. At speed, it is planted with minimal lateral bobbing; the front settles quickly after a hit. In the second row, some vertical movement over long undulations can feel floaty.

Steering is accurate and communicative enough for an EV SUV. The stiffened body and low-mounted mass help the Harrier EV corner flatter than expected; AWD traction adds reassurance when you push on. Terrain Response modes (Mud, Rock, Sand, Snow/Grass) tweak throttle/traction logic to enhance loose-surface ability, though low ground clearance especially with side steps limits serious off-roading.

Price & Verdict – 8/10

Not radical but convincingly rounded and keenly priced

Tata deserves real credit for the sticker. At Rs 21.49-28.99 lakh (ex-showroom), the Harrier EV lands below many natural rivals, even in dual-motor guise. It blends space, tech, comfort, and honest long-haul stability with AWD capability on upper trims. The caveats are clear: mass masks the gut-punch of acceleration, the brake pedal needs better progression, a few ergonomics frustrate, and laden ground clearance curbs adventuring over obstacles.

If you want a futuristic EV aesthetic and razor-edged dynamics, look elsewhere. If you want a familiar-looking, robust, family-friendly electric SUV that does the daily grind and highway runs with poise at a sharp price the Harrier EV makes a compelling, well-rounded case.

Pros and Cons

Pros

• Spacious, premium cabin with excellent rear comfort
• Rich feature set (14.5-inch Neo QLED, Dolby Atmos audio, camera smarts)
• Level 2 ADAS tuned for Indian conditions
• AWD availability; confident high-speed stability
• Competitive DC charging; value-led pricing

Cons

• Brake pedal feel lacks progression
• Some ergonomic quirks (blower slider, charger access, ports)
• Laden ground clearance and side steps limit rough-road ambitions
• Weight dulls the initial “hit” of acceleration

Frequently Asked Questions (FAQs)

1) What real-world range can I expect on highways?

Our AWD test returned ~401 km combined. Depending on load, speed, climate use, and terrain, highway figures typically land in the mid- to high-300s, with careful driving pushing beyond.

2) Does it support true one-pedal driving?

No. There are four regen levels, but the car will not come to a complete stop on regen alone; it slows to a crawl and then continues to roll.

3) How quick is DC fast charging in practice?

On a suitable ≥120 kW charger, the battery is capable of ~107 kW peaks, doing 20–80% in about 25 minutes. On a 60 kW charger, expect roughly an hour to add a substantial top-up, with the final 10% slowing down to protect the pack.

4) Is AWD worth it?

If you drive in wet, hilly, or unpaved conditions—or value confident traction when accelerating hard—the AWD’s extra motor is worthwhile. It also adds composure in fast corners. For purely urban use, RWD suffices.

5) How spacious is the boot?

It is 502 litres to the roof, slightly down on the ICE Harrier’s parcel-tray number due to packaging for the rear motor and space-saver tyre. You do get a frunk (bigger on RWD).

6) Are there any notable misses inside?

A middle rear headrest would improve three-abrest safety/comfort. Some controls (blower slider, buried USBs) could be more ergonomic.

7) What is the top speed and 0–100 km/h time?

We recorded 0–100 km/h in 6.74 seconds (Boost, AWD). Top speed is 180 km/h.

8) Does Summon Mode work everywhere?

It is best on flat, obstacle-free surfaces and requires deliberate key-presses. It is clever for tight parking but not a substitute for careful manual maneuvers.

Official Website: https://cars.tatamotors.com/suv/harrier-ev

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