2025 Tata Harrier EV | Does a lot and surprisingly, it does most of it well!

You can make a car that’s big, spacious, full of gadgets and runs on electricity. That’s easy now. Everyone’s doing it. But making one that feels sorted, that behaves like it understands what it is, and that actually works in the real world across India? That’s much harder. And that’s what the Tata Harrier EV is trying to be.

This is not just a bigger Nexon or Punch with more motors on the powertrain. It’s Tata’s first fully electric SUV built on their new acti.ev+ platform. Dual motors. Fast charging. Level 2 ADAS. Terrain modes. In-car UPI payments. Yes, really. There’s a lot happening here, and it would be fair to be suspicious. Because most cars that try to do everything usually forget how to be good.

So the question is not whether the Harrier EV has enough screens or tech. It obviously does. The question is whether this is actually a well-sorted SUV. The kind you’d drive, live with, and even occasionally push. That’s the test.

If It Has a Chip, Tata’s Put It In Here

This is where the Harrier EV is almost overwhelming. ADAS Level 2 includes 22 active features. Adaptive cruise, lane centring, autonomous braking for cars, pedestrians and cyclists. It works well most of the time. Occasionally ,it beeps at shadows or misreads situations, but that’s not uncommon.

Auto Park Assist can handle parallel and perpendicular parking. You can also summon the car out of a tight space using the app. That does work, but only if you have a strong signal and a bit of patience.

There’s a 540-degree camera system. It includes a Transparent Mode that shows what’s under the car. The HD rearview mirror has a built-in recorder. You can switch from mirror view to camera feed with a tap. It’s useful. More than a gimmick.

Wireless Android Auto and Apple CarPlay are built in. Navigation is powered by Mappls. There’s an air purifier with an AQI display. And the JBL Black audio system with Dolby Atmos is genuinely excellent. Audiophiles will notice the difference.

Built Like It Means Business

The Harrier EV is BNCAP 5-star rated. It gets seven airbags, including one for the driver’s knee. There’s electronic stability control, hill hold and descent, all-wheel disc brakes with vacuum-assist, and ISOFIX mounts at the rear. Structurally, it feels planted. The braking is sharp. The pedal has a firm, linear response.

There’s also an e-call and b-call system in case of emergencies. Rain-sensing wipers and auto headlamps are standard across most variants. The whole experience gives you the feeling of something built to a global standard, not just domestic.

Gulp. But You Do Get the Lot.

Pricing starts at Rs 21.49 lakh for the Adventure 65. The top-spec Empowered QWD 75 Stealth Edition comes in at Rs 30.23 lakh. That’s a lot. But then you get a lot. Features you won’t find in cars that cost more. Range that’s competitive with global names. And a sense of finish and polish that’s new for Tata. Most people will be happy with the Empowered 75 rear-wheel drive. It’s quick, loaded and more efficient than the dual motor. If you want everything, though, the QWD makes a solid case for itself.

Finally, an Electric SUV That Feels Finished

The Harrier EV is not a flawless machine. The tech stack can be overwhelming. Some features need refinement. And it’s not a sports SUV in disguise. But it’s clear that Tata is aiming higher than ever before. This isn’t just another SUV with an EV badge. It’s a proper electric flagship. It feels mature, well-engineered and genuinely useful. You can charge it fast. Drive it hard. Take it mildly off-road. And live with it every day without worrying about range or gimmicks.

If this is what the future of Tata’s EV line-up looks like, then it’s a future worth paying attention to.

Zero to Whoa in 6.3 Seconds

This is where things start to get interesting. Because the top-spec Harrier EV gets a dual-motor, all-wheel-drive setup. The front axle gets an induction motor. The rear gets a permanent magnet motor. Together, they produce 504 Nm of torque and 313 horsepower. Zero to 100 comes up in 6.3 seconds. That’s properly quick for a car of this size and weight. But it’s the way it does it that matters more. You get instant torque from a standstill, but not in a violent way. The throttle mapping is progressive. Boost mode sharpens things up but never feels twitchy. It’s usable power.

Around town, the Harrier EV feels fast without being aggressive. Out on the highway, it gets to triple-digit speeds quietly and holds them without stress. Wind and tyre noise are on the higher side when the JBL Black speakers are not in use. The regen levels are adjustable via paddles and offer credible single-pedal driving. The paddles themselves feel flimsy and plastic. At level three, you can stop the car almost entirely by just lifting off. Ride quality is very good. The suspension is an independent multi-link setup at the rear with frequency-dependent damping. What that means is it manages weight very well. Sharp potholes still thump through, especially on the low-profile tyres, but body control is tight and there’s none of the float you sometimes get in tall EVs.

It Weighs a Lot

This is not a driver’s car. Let’s get that out of the way. It weighs over 2.2 tonnes and has comfort-oriented suspension. But it’s far from clumsy. The steering is light but accurate. It turns in cleanly and stays neutral through most corners. There’s some understeer when you push, but not much drama. What it does better than most is inspire confidence. It doesn’t fidget. It doesn’t roll excessively. And the all-wheel-drive system gives you plenty of traction in tricky conditions. You can feel the torque being shifted between axles. Not with the granularity of a Porsche Taycan, but enough to keep you feeling in control.

Off-road performance is another surprise. There are six terrain modes. Normal, Rock Crawl, Mud Ruts, Snow, Grass, Sand and a Custom setting. On loose gravel and wet climbs, it puts down power smartly. The 600 mm wading depth and 47 per cent gradeability figures aren’t just marketing. It can do things most owners will never ask of it. That said, this isn’t a hardcore off-roader. There are no locking diffs or low-range gearing. But it’s far more capable than its urban SUV rivals. You won’t take it rock-crawling, but you’ll definitely drive it to a location shoot and not worry about getting stuck.

More Range Than You’ll Ever Need

There are two battery options. A 65 kWh pack and a larger 75 kWh unit. Our test car had the 75. Tata claims a range of 622 km on the MIDC cycle. In the real world, you’ll see around 480 km with mixed usage. Maybe more if you’re light-footed. Maybe less if you use Boost mode all the time.

DC fast charging at 120 kW can give you 250 km of range in about 15 minutes. That’s good. AC charging at 7.2 kW takes a little over 10 hours for a full charge. Also good. Nothing revolutionary, but perfectly competent.

What does stand out is the bidirectional charging. Vehicle-to-Load lets you power a laptop or a camera setup at a shoot. Vehicle-to-Vehicle lets you give charge to another EV. These are small thing,s but they show that someone at Tata is thinking ahead.

Forget old Tata cabins! This one's lit, loaded and aiming for the premium league.

Step inside and you’re hit with the sense that Tata wanted to make a point. This is no longer the brand of hard plastics and inconsistent panel gaps. The cabin is full of texture, colour, light and tech. The dashboard is clean. The screens are huge. The materials are much improved.

The headline act is the 14.5-inch Neo QLED infotainment screen. It’s made by Samsung, and it's the first time this technology has been used in a car. It’s crisp, fast and full of features. Next to it sits a 10.25-inch digital cluster with fonts that could have been larger. Below that is the “phygital” panel for the dual zone climate control, which uses touch for most, except for the temperature control. The panel is finished in gloss black, and so is the centre of the steering wheel, which is going to be filled with dust and scratches as soon as you breathe around it. 

There are nice touches everywhere. Ventilated front seats. Dual-zone climate control. Wireless charging. A cooled centre armrest. Rear sunshades. Voice commands for nearly everything. Boss mode in the back lets you shove the front passenger seat forward to make room. The flat floor opens up a lounge-like space at the rear.

But it’s not all perfect. There are too many systems trying to talk to you at once. Arcade.ev has apps and games. DrivePay lets you make UPI transactions. You can summon the car, unlock it with your phone and share digital keys. It’s clever. But it takes time to learn. The learning curve is real, especially if you’re not already immersed in a connected device ecosystem.

Looks Like It Could Punch a Fortuner in the Face

You’ve seen the Harrier shape before. Long nose, upright proportions, chunky wheel arches. But the EV has been treated to a round of visual recalibration. The front grille is now sealed off. There’s a connected LED strip front and back. The DRLs are thinner. The 19-inch aero wheels look excellent, and the overall stance is broader and flatter.

The Stealth Edition is matte black and completely devoid of chrome, and looks straight out of the DC Universe. The Harrier EV also gets logo projectors on the mirrors, blacked-out trim, and a Carbon Noir interior. It looks expensive, not just in the context of Tata, but in the wider SUV world. That’s impressive. There are some visual tricks at work. The dimensions haven’t changed much, but the surfacing and wheel design give it more presence. And despite being electric, it hasn’t gone the quirky, look-at-me route. It’s handsome and confident, which is exactly what a large SUV should be.

TATA HARRIER.EV — SPECIFICATIONS

Variant Tested: Empowered QWD 75 
Powertrain: Dual motor AWD (Front: Induction, Rear: PMSM)
Max Power: 313 BHP (116 kW front + 175 kW rear)
Max Torque: 504 Nm
0–100 km/h: 6.3 seconds (claimed)
Battery Capacity: 75 kWh Lithium-ion
Certified Range: 622 km (MIDC)
Real-World Range: ~450–480 km
Charging:
• DC Fast Charging: 0–80% in ~25 mins (120 kW)
• AC Home Charging: ~10.7 hrs (7.2 kW)
Drive Modes: Eco, City, Sport, Boost, Drift
Terrain Modes: Normal, Snow/Grass, Mud-Ruts, Sand, Rock Crawl, Custom
Suspension:
• Front: Independent McPherson Strut with Stabiliser
• Rear: Independent Multi-link with Frequency Dependent Damping
Wheels: 19-inch Aero-optimised Alloys
Brakes: All-wheel disc with i-VBAC
Water Wading Capacity: 600 mm
Ground Clearance (laden): ~205 mm (not officially listed)
Length x Width x Height: 4607 mm x 1922 mm x 1740 mm
Wheelbase: 2741 mm
Boot Space: 502 L (plus 67 L frunk)
Kerb Weight: ~2.2 tonnes (estimated)
Safety: BNCAP 5-Star, 7 Airbags, Level 2 ADAS (22 features), 540° Camera

TATA HARRIER.EV — PRICING (Ex-Showroom)

All variants come with a standard 7.2 kW AC charger. An optional fast charger is available for ₹49,000 (including installation).