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2021 Tata Safari review, test drive

It’s far removed from the original but the all-new Tata Safari still has a lot of ingredients of interest.

Published on Feb 01, 2021 09:00:00 AM

2,27,368 Views

• Comfortable third row
• Feels tough

We Don't Like

• No AWD option
• Steering feels heavy at low speeds

What is it?

We’ve known it as the Tata H7X. We’ve known it as the Tata Buzzard. We’ve known it as the Tata Gravitas. But the much-awaited three row version of the Harrier is finally set to go on sale as the all-new Tata Safari. Tata Motors executives say this SUV was always envisioned to bring back the Safari moniker. The little name game was to keep the secret from getting out too soon.

Social media commenters have had strong opinions on the applicability of the legendary Safari name to a front-wheel drive, monocoque SUV but we’ll shut out the noise and see the SUV for what it is.

What’s it like on the outside?

And what it is immediately identifiable as, at least from up front, is a derivative of the Tata Harrier. The split headlamp arrangement is shared and the only real difference is the new, chrome-finished tri-arrow pattern for the Safari’s grille.

From other angles, though, you won’t mistake one for the other. Designed to accommodate a third row of seats, the Safari sports a higher roofline, a longer rear overhang, features a full-size rear quarter glass, and the tail-end is more upright too. Even the tail lights, though similar in treatment, are different.

Adding some flavor to the Tata are its chunky roof rails that are styled to suggest a stepped roof, somewhat of a trademark element on the original Safari. In dimensions, the new Safari is 80mm taller and 63mm longer than a Harrier, though width and wheelbase are unchanged. All in all, the new Safari has a great stance that’s only helped by the 18-inch diamond cut alloy wheels. Curiously, while the rims are a size up on the Harrier’s, they’re of the same design.

What’s it like on the inside?

Inside, things are familiar. If you've been behind the wheel of a Tata Harrier, you'll immediately feel at home in the Tata Safari. The smart-looking dashboard is common to the two models but what brings in the necessary distinction on the top-spec Safari is its Oyster White interior theme. Sure, the cabin looks really upmarket as a result but buyers with a fetish for spotlessness will really struggle to keep the light leatherette seats clean. A welcome inclusion on the top-spec Safari is the easy-to-use electronic parking brake that comes in place of the cumbersome thrust lever-like manual handbrake.

Just as on the updated Harrier, you get a dominating view of the road and much of what you touch inside is high quality. Panel fit is also much improved from the first of the Harriers but some ergonomic issues persist. For instance, the centre console fouls with the driver’s left knee. You’d also wish Tata updated the infotainment system. The 8.8-inch touchscreen looks a bit small by today's standards and even things like the rear view camera could have seen a few more pixels added.

On the plus side, the features list is long and is headlined (quite literally so) by a panoramic sunroof, a sweet-sounding JBL sound system and a powered driver’s seat. Tata has also included connected tech that lets you remotely keep an eye on your car, but there’s no wireless charging onboard. 6 airbags and hill-descent control are exclusive to the top-spec XZ+ versions but it’s commendable that ESC is standard fit.

What’s it like on space and comfort?

It’s when you move to the middle row that you’ll sense a link between Safaris old and new. Like the original, the new Safari sports theatre-like seating in which the second row seats are positioned higher than the ones up front. This elevated seating gets you excellent visibility not only out of the side windows but the front windscreen as well. As standard, the Safari gets seven seats with a bench-type middle row. Seat comfort is superb and the slightly higher H point (relative to the Harrier) has translated to a spot-on seating position. The Safari also goes one-up on the Harrier with the option to slide the 60:40 seats back, and if you want even more room a ‘Boss mode’ lever lets you adjust the co-driver’s seat from the back.

Also on offer on top-spec Safaris is a six seat option that brings in captain’s chairs for the middle row. These seats are beautifully cushioned, boast a wide range of adjustment (there’s Boss mode too) and a fold-down armrest is included as well. It’s just that passengers with larger frames will find the seats aren’t the widest around. What’s also missing are sunblinds for the rear windows and locating the USB slots near the centre tunnel is quite the task.

Switching focus to the third row, the news is good. Access to the rear-most section of the cabin is via the narrow passage between the captains’ chairs or, in the case of the seven seater Safaris, from the kerb side middle row seat. This seat’s one touch mechanism for fold and tumble, and the damped operation is impressive but the aperture isn’t all that large so you will have to contort a bit to get to the third row.

Once in place, you’ll appreciate the space on offer. Average-sized adults will be able to find a happy legroom compromise with the middle row passenger and even the seating position is not as knees-up as in typical third rows. The relatively large windows help the feeling of space though the air-con vents positioned on the sill seem like an afterthought. Tata has done well, however, to pack in blower control and 2 USB charging slots for the last row.

Traveling with a full house does, sadly, mean no room for luggage. Lifting the heavy, manually operated tail gate is a task and isn’t worth the effort given the mere 73 litres on offer. You can split and fold the third row seats to free up more luggage room when you need. The middle row seats on 7 seat versions can also be folded flat to create a large cargo bay.

What’s it like to drive?

The Tata Safari uses the same 170hp, 2.0-litre, four-cylinder diesel engine as the Harrier, and is offered with the same 6-speed manual and automatic transmissions too. Unsurprisingly, the driving experience is very similar too. There’s good power but in the case of the manual you have to contend with a heavy clutch that’s not progressive enough and gears that need some effort to slot. 

Without a doubt, it’s the Safari automatic that is the one to buy. The Fiat-sourced diesel engine branded Kryotec 170 by Tata works best with the Hyundai-sourced 6-speed torque converter automatic transmission. The gearbox is well in-tune with the engine’s characteristics, gearshifts are timely and smooth and it’s also responsive enough to manual shifts via the gear lever. As before, the engine does groan and moan when you load it and sounds a bit gravelly when starting out but things settle down quickly enough. What you’ll like is the wide spread of power and how effortlessly the engine brings the large Safari up to speed. Driving modes, namely Eco, City and Sport, that alter power also help fine-tune the driving experience.

Talking performance, our quick timing runs did reveal the Safari, that’s heavier by 75kg, to be just as brisk as the Harrier. What the Safari feels like with a full load of passengers is something we’ll put to the test soon. On the subject, Tata has beefed up the Safari’s braking system to deal with the higher gross weight. The Harrier’s rear drum brakes have made way for discs and resultantly the Safari does shed speed more effectively. That said, the bite point is too low on the long travel brake pedal and this can be disconcerting in panic braking scenarios. 

Tata could have also worked on the Safari’s steering. It’s a touch on the heavier side at low speeds and is also prone to kickback. At higher speeds, there’s an inconsistency too – the slack at the straight ahead position is followed by an overtly sharp response. What you will like is the ease with which the Safari can cover large distances. It feels confident even if it’s not quite as well tied down as, say, a Jeep Compass. Notably, Tata has tweaked the suspension for added load and the slightly softer setup has enhanced low speed bump absorption. The Safari really does make light work of potholes and bad roads, and it’s in settings as this that the Tata’s tough build shines through. Don’t forget, there is some Land Rover DNA in the Safari’s underpinnings.

Now for the elephant in the room. Is the new Safari, Safari enough when there are no roads? With its monocoque construction, and front wheel drive layout, it’s a radical departure from script to the old body-on-frame and 4x4 model. Frankly, any soul-searching missions to ‘reclaim your life’ can’t be too extreme. For its part, the Safari does get ‘Wet’ and ‘Rough’ Terrain Response modes and ground clearance is enough to tackle a mild trail. Tata says it will look at an all-wheel drive option if there’s sufficient demand.

Should you buy one?

With Safari prices ranging between Rs 14.69-21.45 lakh (ex-showroom, Delhi), Tata’s three-row SUV commands a premium of about Rs 70,000-1.35 lakh over the Harrier, depending on the variant. The Safari goes up against the MG Hector Plus, and will also see fresh competition from the new Mahindra XUV500 and seven seat Creta over the year.

The new Safari is attractive, plush and well equipped, and with a genuinely useable third row is it makes a compelling case for itself. Sure, it’s not a versatile 4x4 as the original Safari was but see it as the three-row SUV for the family that it is, and you’ll find that Tata’s new flagship scores where it matters.

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2021 Tata Safari: A close look mark

Tata Safari

₹ 18.85 lakh * on road price (New Delhi)

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• 2000 GMC Safari

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Consumer reviews

• Comfort 4.4
• Interior 3.9
• Performance 4.5
• Exterior 4.4
• Reliability 4.8

Most recent consumer reviews

Nice size van for growing family, dependable..

I have owned this van for 8 years, I've only spent about $200 in maintenance costs. The van is capable to haul 8 passengers in comfort. Visibility is surprisingly good, with very little in the way of blind spots like some vans. The stout little Vortec V6 has plenty of power even when fully loaded, and can achieve 20 MPG highway. Rear entry is easily accessed through the lift glass hatch and/or lower "barn" doors.

• Comfort 5.0
• Interior 4.0
• Performance 4.0
• Exterior 5.0
• Reliability 5.0
• Purchased a Used car
• Used for Commuting
• Does recommend this car

Great Van for the Family

This van has been really reliable. Ours is a SLE model we bought new. Have done the routine receommend maintenance and only had to replace things that have worn out, radiator, brake master cylinder, battery, hatch struts. The enegine heeded to have the intake manifold gaskets replaced at 190K miles. Been using 100% synthetic oil since 100K miles. Now has 198K miles. Fuel economy has been consistant at 16-17 city and 18-19 hwy, not the greatest, but considering the other large vehicles that would replace it, we have been no worse for the wear. The seats are comfortable. It holds up to eight persons. Drives nice on long trips. We ahve gone across the country in it two times, with our family of five and related luggage. There are interior power outlets in front and rear.

• Performance 5.0
• Purchased a New car

good transportation for the money

I bought this Van used with 257-000 miles on it and have put another 15000 on it so in less than a yr it's a cargo Van with rear heat but completely unfinished in the rear was bought from a medical supply house here in Michigan ,and now I'm fixing it up rear seat and sound proofing ,carpet as long as the body hold up I will just put a new engine in it next yr. to sound right now to get rid off plus it paid for. paid under 2700.00

• Exterior 4.0
• Reliability 4.0

NHTSA crash test and rollover ratings (scores out of 5)

Have questions about warranties or CPO programs?

All model years for the GMC Safari

• 2005 GMC Safari
• 2004 GMC Safari
• 2003 GMC Safari
• 2002 GMC Safari
• 2001 GMC Safari
• 1999 GMC Safari
• 1998 GMC Safari
• 1997 GMC Safari
• 1996 GMC Safari
• 1995 GMC Safari
• 1994 GMC Safari
• 1993 GMC Safari
• 1992 GMC Safari

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2023 Tata Safari review - a new chapter in Tata's SUV evolution

Tata Motors has been making significant strides in reshaping its SUV lineup. They recently introduced thoroughly refreshed models of the Nexon and Nexon EV, and the eagerly-anticipated Punch EV seems to be just around the corner. What is creating headlines of them at the moment though is the flagship Safari and its 5-seater counterpart, the Harrier - both of which have been updated significantly. We have a detailed review of the Harrier , too, but now we delve into the new 2023 Tata Safari 's most striking features, starting with its design.

The 2023 Tata Safari introduces a range of exciting design updates. Most notably, a large grille with a single-piece design sets it apart from the Harrier, giving it an imposing stance. Subtle 'Safari' branding on the doors with an updated logo adds a touch of class to the SUV.

One design element that particularly caught our eye is the stunning 19-inch wheels. Their two-tone finish and intricate hexagon centre design not only look fantastic but also injects a sporty element into the overall design. Regrettably, these wheels are not transferrable to the older Hexa, but they can be retrofitted on both old and new Harrier models.

The straight lines on the bodywork emphasise the Safari's upright stance and length, clearly distinguishing it from the Harrier. Even the grille protrudes forward a bit more, adding to its upright fascia. The tie-pin-like Safari badging in the headlights adds a touch of sophistication.

The front end is dominated by a full-width LED strip, vertically stacked headlamps, and two-pot fog lamps, creating a commanding presence. The startup animation for the headlights and taillights further enhances the premium appeal. Moving to the rear, the design strikes a perfect balance between sophistication and ruggedness, with horizontal lines and vertical sculptural elements. Notably, there's a distinctive light signature that sets it apart from the Harrier.

One standout feature is the use of hot foiling technology in the grille, a first in the segment, which adds an extra layer of sophistication and establishes a stronger visual connection with the Land Rovers.

Stepping inside the 2023 Tata Safari, you'll be further impressed. The cabin retains its spaciousness, but now, there are pinstripes in the inlay panels, reminiscent of luxury cars. While these pinstripes provide a nice touch, it's worth noting that they are printed and not actual metal veins.

The cabin is loaded with screens, featuring a 12.3-inch central infotainment screen, a 10.25-inch instrument cluster, and even a tiny screen for the terrain mode selector, akin to a smartwatch. These screens are controlled by a new standalone processing unit, ensuring smooth performance and a more intuitive user interface. Soft-touch materials throughout the cabin add to the premium feel. Electronic touch controls for the air conditioning and a four-spoke phygital steering wheel with an illuminated logo make it clear that this is a high-tech cockpit, though some switches and plastic touchpoints in less common areas still feel somewhat basic.

However, there are a few downsides to consider. Glossy surfaces in the cabin are visually appealing but prone to scratches. Some of the controls, like the stalks behind the wheel, can be a bit of a reach, which might be inconvenient while driving. In the instrumentation, there's no MAP view for Google Maps on Apple CarPlay, only Apple Maps. The suede panels around the windows tend to accumulate dust, and the large wing mirrors create wind noise and affect cornering visibility. The shift-by-wire gear selector in the automatic variant, while a step forward, could be smoother. These are personal nitpicks and may vary from one person to another.

Tata has placed a strong emphasis on safety, offering six standard airbags, with a seventh available in top trims. The inclusion of features like 'Boss Mode' for the rear left passenger adds convenience, and various exterior and interior trim combinations known as Personas allow for a somewhat personalised experience while making colour and upholstery choices.

The lighter upholstery option may soil easily, so keep that in mind. On the tech front, the integration of Alexa Car2Home is a welcome addition. If you have compatible Alexa devices at home, you can use voice commands to control various home functions, adding convenience to your daily routine - like starting the coffee machine, switching the home lights or air conditioning etc as you are arriving home.

Connectivity is a strong suit then, and you also get voice-controlled dual-zone automatic climate control. However, it's worth noting that there are no individual microphones to detect driver and passenger commands, so you'll need to specify whom you're addressing. Rear window blinds and ventilated seats in the second row create a comfortable atmosphere. Ambient lighting extends to the panoramic roof too, which can be opened using voice commands, offering a convenient experience much like the competition. Additionally, the JBL audio system is upgraded with a tenth speaker placed on the dashboard. There are 13 audio modes, including one that activates only the front speakers, perfect for keeping the rear passengers undisturbed.

Driving Dynamics

In terms of driving dynamics, too, the 2023 Tata Safari has made some strides. New driving modes affect the weight of the Electronic Power Steering, addressing past concerns about the heavy steering feel with the hydraulic setup. Sport mode continues to provide the weighted feel, while Comfort or Eco modes make the steering significantly lighter and more convenient for daily chores.

The Sport mode enhances throttle and engine response too, making it especially useful on mountain roads and inclines, even for non-enthusiasts. The introduction of three terrain modes - Normal, Wet, and Rough - allows for adaptability in various driving conditions. Although the Safari is front-wheel drive and lacks all-wheel-drive options, the tire choices and suspension setup mitigate the need for frequent traction control interventions. Most mild off-road trails can be tackled in Normal mode itself.

The safety features are well-rounded, including ADAS (Advanced Driver Assistance Systems), and the addition of Adaptive Cruise Control that adjusts speed to match the vehicle in front, with a 3-second acceleration delay built in to anticipate unexpected obstacles. In panic situations, the vehicle uses automatic emergency braking and includes features such as pre-brake fill. Even in non-emergency braking, the Safari activates hazard lights when the rear radars detect a tailgating vehicle. Some features like Lane Keep Assist, are expected to be added to the production model.

Powertrain Performance

As before, the Safari continues to use the Fiat-sourced 170PS diesel engine, which is inherently a bit noisy and unrefined, but there are no pedal vibrations to complain about. It delivers a decent performance with a punchy midrange. There's some turbo-lag, but it's manageable and the crisp response of the Sport mode shadows that shortcoming.

The Hyundai-sourced automatic transmission now comes with a shift-by-wire as mentioned and you also get paddle shifters, marginally improving the driving experience. It's not the quickest, but the shift times are respectable.

Aerodynamic efficiency is improved in the updated exterior design, with wind curtains near the headlights contributing to slight gains in overall fuel economy, but we will verify that later with a road test.

Suspension tweaks ensure that ride quality remains excellent despite the large wheels. The handling is quite good too for such a large car and the aforementioned Electronic Power Steering helps shrink the perception of the car's size.

In conclusion, the 2023 Tata Safari is a compelling SUV. With its refreshed design, impressive features, and a strong safety package, it marks a significant step forward for Tata Motors. While the front-wheel-drive configuration and the absence of an all-wheel-drive option may not cater to Safari purists, the new Safari distinguishes itself with its rich feature set, connectivity options, and striking design, tailored to meet market demands.

Words Rohit Paradkar

Photography Anis Shaikh

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1997 GMC SAFARI VAN

2000 GMC Safari Review

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Edmunds' Expert Review

• Standard eight-passenger seating, 6,000-pound trailer rating, torquey V6.
• Boxy design, poor fuel economy, big engine cover makes for small footwells.

The 2000 Safari gets engineering enhancements for its 4.3-liter V6 and ABS components, a tow/haul mode for its four-speed automatic transmission, revised lighting and power-locking functions, a larger (27-gallon) composite fuel tank and a third-row seat as standard equipment.

Edmunds says

A minivan with truck capabilities ... and refinement ... and ride quality.

Cost to Drive Cost to drive estimates for the 2000 GMC Safari SLE 3dr Minivan and comparison vehicles are based on 15,000 miles per year (with a mix of 55% city and 45% highway driving) and energy estimates of $5.29 per gallon for regular unleaded in California.

Vehicle overview.

Choosing between a Chevrolet Astro and a GMC Safari is more a matter of image than necessity. Tangible differences between the two are modest, a fact that's true of most Chevrolet and GMC cousins. Once you've decided that a rear-drive (or all-wheel-drive) General Motors midsize van is the rational choice, you'll likely be satisfied with either one.

Because of their traditional-type full-frame construction and standard rear-drive layout, Safaris are most adept at heavy hauling and burly trailer towing. This is one of the very few minivans (GMC calls it a midsize) on the market that can combine up to 6,000 pounds of trailering capacity with room for eight people. Not everyone will relish the trucklike ride over harsh road surfaces, but it's not bad when the highway smoothes out. Don't expect top-notch fuel mileage, though.

GM's 4300 Vortec V6 is standard, sporting a new roller timing chain and rocker arms for improved durability and reduced noise. It sends 190 horsepower and a healthy 250 pound-feet of torque to an electronically controlled, four-speed automatic overdrive transmission, equipped this year with a tow/haul mode for improved performance under loads. Long-life engine coolant and spark plugs help keep maintenance costs to a minimum. All-wheel-drive models have GM's Autotrac transfer case, which automatically transfers power to the front axle when rear-wheel slippage is detected.

Safaris come in three trim levels, a base SL, midlevel SLE and top-of-the line SLT, with a third-row bench and eight-passenger seating standard on all three (though opting for center-row buckets cuts seating to seven). Instead of the typical minivan lift-up rear door, GMC offers right- and left-hand rear load doors, and gives you the option of choosing "dutch" doors (standard on SLT), which feature a liftglass with a split tailgate. GM's PassLock theft-deterrent system is also standard, and the OnStar mobile communications system is available as a dealer-installed option.

Dual airbags are housed in an artfully styled dashboard, and four-wheel disc/drum antilock brakes are standard. So are features such as speed-sensitive power steering, delayed interior lighting, twin under seat rear-passenger heating ducts, overhead reading lamps, various built-in cupholders and storage bins and three power outlets (in addition to the cigarette lighter). New this year are auto-on headlamps, retained accessory power and expanded power-locking functions.

Whether your choice is simple rear-drive or full-time all-wheel drive, Safaris enjoy the rare ability to handle the kinds of towing/hauling tasks that pose problems for most front-drive minivans. And when transporting people dictates that eight is just enough, Safari is packaged to be just right.

Consumer reviews

Read what other owners think about the used 2000 gmc safari., trending topics in reviews.

• spaciousness
• fuel efficiency
• reliability & manufacturing quality
• ride quality
• handling & steering
• maintenance & parts
• climate control
• wheels & tires
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• electrical system
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Most helpful consumer reviews

My 4th astro/safari van, not too bad, gm come clean, 2000 safari highlights.

NHTSA Overall Rating

• Frontal Barrier Crash Rating Overall Not Rated Driver 3 / 5 Passenger 4 / 5
• Side Crash Rating Overall Not Rated
• Side Barrier Rating Overall Not Rated Driver Not Rated Passenger Not Rated
• Combined Side Barrier & Pole Ratings Front Seat Not Rated Back Seat Not Rated
• Rollover Rollover Not Rated Dynamic Test Result No Tip Risk Of Rollover Not Rated
• Small Overlap Front Driver-Side Test Not Tested
• Small Overlap Front Passenger-Side Test Not Tested
• Moderate Overlap Front Test – Original Poor
• Moderate Overlap Front Test – Updated Not Tested
• Side Impact Test – Original Not Tested
• Side Impact Test – Updated Not Tested
• Roof Strength Test Not Tested
• Rear Crash Protection / Head Restraint Not Tested

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• 2021 Tata Safari Diesel Manual First Drive Review

Santosh Nair

Why would I buy it?

• Comfortable and spacious cabin
• Strong performance
• Third-row usability

Why would I avoid it?

• Inconsistent steering response
• Quality isn’t up to the segment standard
• Low boot space with all three rows up

We have to admit that Tata Motors has pulled off a great product with the new Safari . As such, we strongly suggest one opts for the automatic version as all the glitches associated with the manual can be avoided. Sure, the new Tata Safari doesn’t have the off-roading calibre that its predecessor flaunted, but even then, it’s not like the original was beating the Mahindra Thar at all the mud-plugging activities either. So the new Safari stacks up well by offering great comfort and style, a strong motor with decent dynamics, a long list of features, and a thoroughly usable third row. Considering this segment is going to get crowded soon, the company did well to plug it earlier on.

Engine and Performance

Straight off the bat, I can easily say that driving the manual is nowhere as pleasant as the automatic, and you can read more about the automatic variant here . Moving forward, insulation is quite impressive, and the only way you can hear anything intrusive is if you keep the throttle pinned. Which isn’t necessary either, as the peppy nature of this 170bhp/350Nm, two-litre four-cylinder diesel motor doesn’t require one to wander at the rev-limits to depict its true potential.

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!

Ride and Handling

The steering, on the other hand, is a mixed bag overall. Sure, it’s quick with just 2.5 circles from lock-to-lock, which thoroughly reduces one’s arm-work while manoeuvring. But, unlike the Harrier , this steering feels oddly heavy at slow speeds and gets too light as you go faster. Couple this weirdness to the already progressive response off the dead-centre, and you’re left steering with constant corrections like an anxious dog sniffing feverishly from right-to-left.

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.

Interior Space and Quality

I’ve spent a fair amount of time in the Harrier so it’s only obvious that even my sub-conscious self can spot the differences, or additions. To start with, sadly, some of the same flaws as with the Harrier exist, namely the quality, fit and finish, and rough edges at some spots. And so is the case with the odd vertically-slanting stalks. Besides, we seriously feel it’s time for the boring steering wheel to get upgraded to what's offered with the likes of the Tiago / Altroz . On the brighter side, some fresh grey trim can be seen complementing the dual-tone soft-top dashboard that’s already highlighted by lots of thick silver-trim running from end to end.

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.

Features and Safety

The Safari variant you see in the pictures is the XZ plus. Some of the stand-out features include automatic xenon projector headlamps, fog lights with cornering function, and an 8.8-inch touchscreen infotainment system with Android Auto and Apple CarPlay along with nine JBL speakers. Then, there’s the single-zone climate control, mood lighting, connected car tech, leatherette seat upholstery, electric driver’s seat and the snazzy-sounding ‘Boss’ mode! In terms of safety, this version gets tyre pressure monitoring, six airbags, hill-descent control, electronic parking brake with auto hold, and traction control.

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).

It would be ideal to say that the new Safari is a good option to the likes of the Mahindra XUV500 , MG ’s Hector Plus , Hyundai ’s upcoming Alcazar , and the Jeep Compass seven-seater. But, the biggest drawback most folks bring up in this new Safari, is that it lacks the original’s off-road credentials.

The way we see it, had it received the all-wheel-drive machinery, its Land Rover underpinnings would’ve made the package quite unaffordable as engineers would’ve been forced to use a Land Rover AWD setup. Or at-least build one from ground-up which would certainly have worked out to be expensive.

I’d suggest picking the new Safari, stay clear of the sticky situations, while still resorting to the built-in Terrain Response Modes whenever the going gets tricky. Plus, we feel that its output is better optimised to the automatic transmission, and despite the latter being about 1.7 lakh dearer (Rs 24.12 XZ Plus manual, OTR Mumbai), it makes a-world-of-difference as you don’t need to live with the quirks of the manual-geared version. Also, we certainly didn’t approve of the odd steering response, the quality and fit/finish in some areas, the infotainment screen that should've been bigger, and the boot space with all the rows-up is seriously sparse.

On the contrary, what you’ll truly take to in the new Safari is the comfort that’s brought about by a slew of factors. Be it the pristine insulation, or the comfortable, stylish and airy cabin which is feature-loaded, or even for that matter, the surprisingly liveable third-row. And lest we forget, its meaty performance that’s complemented by the sharp brakes, the sorted ride, and the reasonable efficiency considering the overall bulk. Nice Tata , this!

Pictures: Kaustubh Gandhi

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• Safari [2021-2023]
• Expert Reviews

2024 Easter Jeep Safari Concepts: Low-Boy V-8 Wrangler, Retro Gladiator, and a Vacationeer

This year’s easter jeep safari in moab, utah, features new concepts unveiled just for the event, and we quick look at our favorites..

I t’s time for the 58th annual Easter Jeep Safari, and that also means Stellantis’ off-road Jeep brand has some off-roader concepts that give us a peek into the minds of its designers . This annual parade of concepts also give us a taste of what might be coming from Jeep in the future, including for new colors, options, and accessory parts for the Wrangler, Gladiator, Grand Wagoneer, and others. Here are the concepts from the 2024 EJS that still caught our attention, four vehicles consisting of a JL, JT, and WS all gussied up and looking their best for Moab, Utah.

Wrangler Unlimited 392 Low Down Concept

Not everyone likes a sky-high Jeep, and some of those niche folks still enjoy getting off the pavement and getting there fast. The Low Down concept adopts lessons from the Lower 40 JK-generation two-door Wrangler concept from 15 years ago and applies to a modern JL Wrangler Unlimited 392. This means it’s a four-door Wrangler set to a stock ride height but fitted with a set of BFGoodrich Krawler tires sized a massive 42x14.50R20. No, you aren’t reading that wrong, this is a JL set up with 42s—without a lift. But those tires did require a bit of interesting clearance work to get them to fit as well as a set of Dana 60 axles fitted with a set of 5.38:1 gears to drive these massive meats. These BFGs are then attached to those axles by a set of 20x9.0 RBP 50R Cobra beadlock wheels custom finished in bronze with black beadlock rings.

Even with this Jeep's stock height, the massive 42-inch tires still help with ground clearance along with the shorter front and rear bumpers. This also gives the tires some additional room along with the custom set of carbon fiber fenders that cover the rubber just enough. The front set feature LED running lights molded into the leading edge of the fenders and a set of gills on top. The rear fenders required a cut as they now extend into the rear doors. Further modifications to make room for those tires include removing the inner fender wells, but the body mods don’t stop there.

While you’re drooling over that Poison Apple Red paint, you might just miss the fact that the rear door handles are missing. The designers were considering just welding the rear doors shut, but they also still wanted interior functionality and a way for rear passengers to get in. The compromise was to nix the exterior handles and fill the door sheetmetal and just let them open from the inside. The Low Down also pays homage to old race cars of the 1960s and 1970s, which is why you’ll find that unique stripe going three-quarters the way down the front body with “392” in an old-school lined font. Just above it is a “CG Rated” badge in a matching white that you might just miss it if you’re not paying attention. Out back, the tailgate features a retro “Jeep” logo and retro “4-Wheel Drive” logo under the left taillight.

Continuing to the top, the hood is a custom-made carbon fiber piece with a see-through “power dome” that’s reminiscent of ye olde racers thanks to the holes cut out and just waiting for a set of intake trumpets. Instead, the 392 remains stock with its 475-hp, 6.4-liter spec and filled using a unique race-style filler cap and “rocket fuel only” decal behind the left rear quarter panel. The roof features a bespoke red-tinted bikini top that allows light in, but will still protect the occupants from rest of the elements.

Dropping down into the interior you’ll find a set of custom black leather seats with cloth inserts and breather rings for the occupants. No need to worry about getting the floor dirty as it’s Rhino-lined to take whatever you happen to track (or those tires fling) in. To really set the idea that this is a racier Wrangler, the dashboard is a custom piece that features a radio delete. Why worry about music when all you’ll need to hear is that 392 roaring loud and proud? The dash is finished in the same Poison Apple Red as the exterior and a white “meatball” with the same retro “392” graphic as the front body adorns the dashboard.

Gladiator Rubicon High Top Concept

This is the first of the Jeep Performance Parts (JPP) concepts, and this JT Rubicon is finished in a black retro-graphic to create a two-tone effect against the Ginger Snap metallic paint job. It also rides on a set of 40x13.50R18 BFGoodrich All-Terrain T/A KO3 tires on a set of 18x9.0 KMC Grenade Crawl beadlocks in Satin Black. What we really dig are the set of JPP flat fender-inspired flares that are currently just concepts now, but we hope they become reality. These fenders along with the AccuAir air suspension allow those 40-inch tires to clear easily and allow the driver to increase clearance when the need arises. This Gladiator is also equipped with a set of Dana 60 axles with 5.38 gears to help the 3.6-liter Pentastar V-6 drive those large treads.

The front bumper is a modified version of an American Expedition Vehicles bumper with a low hoop to protect the Warn winch equipped inside it. The rock rails from Rock Slide Engineering have power steps built into them to allow easy entry and exit while a Decked truck bed storage system protects cargo while still allowing room in the bed for additional and taller cargo on top of it. Inside, new tan and black Alea leather quilted and perforated covers the seats while new JPP headrests adorn their tops. Sun protection is provided by a JPP sun bonnet while the floors feature JPP all-weather floor mats, door sill guards, and a pedal kit for the driver.

Grand Wagoneer Vacationeer Concept

Finally, we have a new take on an overlanding Wagoneer, but with a Grand-er throwback. The Spearmint- colored Grand Wagoneer is known as the Vacationeer and brings back nostalgia in not just its color scheme and woodgrain stripe, but also in the idea of the family vacation vehicles the original Wagoneer and later Grand Wagoneer models were through the 1960s to the early 1990s. First up, the minty Grand Wagoneer is sitting on 35-inch diameter BFGoodrich Mud-Terrain T/A KM3 tires on a set of 18x9.0 Method Racing 701 wheels. To fit these larger tires, the wheel openings were enlarged, and a set of fender flare extensions cover them and add an aggressive look. The front bumper features a quartet of Baja Designs XL Laser pods and a Warn winch mounted inside. The tow hooks and grille inserts are painted in bronze to match the woodgrain decal stripe.

The roof is Rhino-lined white to match the mirror caps and accent striping on the woodgrain decal, but also features two interesting additions. First is the trio of TYRI V12 LED light bars for additional forward nighttime vision, but the one that grabs your attention is the custom, carbon fiber RedTail Overland Skyloft rooftop tent. It’s a climate-controlled escape that has its own air conditioning system, but entry is done through the rear doors of the Wagoneer, as you need the floor space to climb up through the roof. There is an exterior step that doubles as a small table that comes down the side of this vintage-inspired SUV.

The interior features custom cloth and Tupelo leather seats designed by Kiel James Patrick. The New England–inspired inserts feature various iconic and classic Jeeps, which you’ll also find on the cloth pillow cases and picnic throw, to go along with the vintage set of luggage cases and plants in the cup holders. Otherwise, the retro-inspired Vactioneer is powered by the very modern 3.0-liter twin turbo Hurricane 510 pushing 510 hp, and 500 lb-ft of torque through the Torqueflite eight-speed automatic and those 35-inch tires.

2024 Easter Jeep Safari Jeep Concepts Gallery

There are more images from the Easter Jeep Safari and the concepts from Jeep. Check them out and see which one grabs your eyes or has a part you want to see become reality for your own Jeep project.

Motortrend.com

What's new at Six Flags Great Adventure this year? A 'super boomerang coaster' and more

2 minute read.

Six Flags Great Adventure may open for the year on Saturday, March 16, but come July 1 there will be another cause for celebration: The date marks the anniversary of the theme park's 50th season.

Businessman Warner LeRoy brought Great Adventure to life in summer 1974, and some things have remained from its early days — like the iconic ice cream sundae-shaped Yum Yum Palace and a skyride that brings guests from one end of the park to the other.

But Great Adventure has grown to include more than a dozen zones, from Frontier Adventures and Plaza del Carnival to Movietown and Jr. Thrillseekers — and it's home to 14 roller coasters that attract riders from all over.

As the park begins its 50th season, there are a number of new attractions representing "our largest park investment in almost two decades, " Park President Brian Bacica said in a news release. Here's what to look forward to this year.

▶ As Six Flags Great Adventure turns 50, readers share their favorite memories

Need a break? Play the USA TODAY Daily Crossword Puzzle.

The Flash: Vertical Velocity

The Flash: Vertical Velocity roller coaster, "a super boomerang coaster," is scheduled to open this season. The coaster, which is the first of its kind in North America and the second in the world, "rushes forward and backward at nearly 60 miles per hour through a 180-degree twisted drop and zero-G roll," reads a news release from the park. "The train pauses, and then, just like The Flash, you change directions on a dime and rush backwards along the track."

An opening date has not been announced.

Savannah Sunset Resort & Spa

Opening Friday, June 14, Savannah Sunset Resort & Spa invites guests to sleep in one of 20 "glamping suites" designed to resemble authentic African lodges" in the middle of Six Flags Great Adventure's Wild Safari, park spokesperson Staci Wheeler said. "We will have a number of animals that freely roam around the enclosed campsite."

The resort, which will have a spa and fine-dining restaurant, costs around $600 per night and requires a two-night minimum stay. Breakfast and access to the theme park, safari and Hurricane Harbor water park are included.

Giant Wheel and Roaring Rapids

Two original rides are receiving upgrades. "The Big Wheel will be returning to its original namesake this year — Giant Wheel," Wheeler said. "It will be receiving upgrades including a repaint and new light package."

The Sawmill Log Flume also is being refurbished and will reopen this summer.

Also, "Congo Rapids" is returning to its original name, "Roaring Rapids."

Safari Off Road Adventure returns

The Safari Off Road Adventure returns following the 2023 closure of the Wild Safari Drive-Thru.

"Guests will once again be able to board our safari off-road vehicles with a driver and tour guide to experience the 350-acre Wild Safari," Wheeler said. "This attraction can be experienced from two locations. It is included with a theme park ticket, or guests can purchase a safari-only ticket to board from a new 'Base Camp' located at the entrance to the Wild Safari." 

Hurricane Harbor

Hurricane Harbor, which opens Saturday, May 18, will include a new family area called Splash Island. The feature will have a treehouse play structure and seven slides for young guests.

14 coasters (soon to be 15)

Six Flags Great Adventure has become a destination for those wanting to climb high and speed through the air on roller coasters. The Runaway Mine Train sends riders careening over a lake at 38 miles per hour, while the 3,000-foot-long Jersey Devil Coaster shoots riders to heights of 13 stories at speeds of up to 58 mph.

There are coasters based on DC Comics characters: Batman, The Ride anchors riders to the track from above, their feet dangling as they speed 50 mph; The Dark Knight is an indoor coaster where riders face six 180-degree turns, and a series of hair-raising ups and down from a height of 45 feet; The Joker is a free-fly coaster with no track above or below riders; Green Lantern is a stand-up coaster with a top speed of 64 mph; and Superman : Ultimate Flight launches roller coaster fans through the air face down and head first.

Kingda Ka shoots riders vertically at 90 degrees before sending them down a 270-degree spiral; Medusa sends them 146 feet into the air and clocks speeds of 61 mph; Nitro , at 233 feet tall, offers a quick glimpse of Philadelphia before a 215-foot drop; and Skull Mountain is an indoor coaster that rides in the dark.

Then there's El Toro, which frequently makes the list when people talk about the best coasters in the world. This wooden beast takes riders up 19 stories before dropping them 176 feet, all while traveling 70 mph.

There are junior coasters for young riders, too, like Harley Quinn Crazy Train and Lil’ Devil Coaster .

Sarah Griesemer joined the USA TODAY NETWORK New Jersey in 2003 and has been writing all things food since 2014. Send restaurant tips to [email protected] ,   follow on Instagram  at Jersey Shore Eats   and  subscribe to our Jersey Shore Eats newsletter.

2024 Ineos Grenadier Fieldmaster Edition First Drive: Off America's Beaten Path

America is primed to be the biggest market in the world for the all-new hardcore Ineos Grenadier off-roader.

Angus MacKenzie Writer Manufacturer Photographer Dec 19, 2023

See All 78 Photos

The first U.S.-specification Ineos Grenadier off-road SUV —a Fieldmaster Edition in Scottish White—rolled off the production line at the old Mercedes-Smart factory in Hambach, France, in September, and American customers eagerly awaiting the arrival of the rugged 4x4 have begun to take delivery of their vehicles. Canadian customers will start receiving their Grenadiers in January 2024, so just around the corner. More than 7,600 orders have been placed in the US for the 2024 Grenadier since its launch, making it the biggest market in the world for the body-on-frame off-roader.

Greg Clark, executive vice president Americas for INEOS Automotive believes North America could ultimately account for 40 to 45 percent of Grenadier production. Operating on a two-shift basis, the Hambach plant can currently build a total of 34,000 Grenadiers a year . The delay between the Grenadier's global launch at the beginning of 2023 and its arrival Stateside has been because of the need to homologate the advanced driver assistance systems (ADAS) required for the North American market. All Grenadiers now come standard with lane departure warning and automatic emergency braking, plus the ability to warn you if you're driving over the speed limit or appear to be getting drowsy.

That might keep NHTSA happy, but not all American Grenadier customers are enamored of the execution of the ADAS interface. One from Nashville, Tennessee, who took delivery of a Grenadier at the end of November, complained on an Ineos forum about the constant warnings from the system: "The amount of beeping in this vehicle is beyond anything I've ever experienced other than an ICU room in a hospital." What made it worse, the owner said, was the only way they could be silenced was by going deep into the user interface menu to switch them off. And the process had to be repeated every time the vehicle was started.

We drove the Grenadier through the wilds of Scotland earlier this year. But just as the first American customers were being handed the keys to their vehicles, we were given the opportunity to sample it again, this time in the genteel surroundings of the English countryside just south of London. All vehicles were right-hand drive, pre-ADAS units, so we didn't have to deal with a cacophony of beeps whenever we did something the nannies didn't like. We spent our time on- and off-road in the gas-engine Fieldmaster Edition. The diesel-powered Grenadier is not available in North America, and the $79,190 (excluding destination) Fieldmaster Edition is so far proving the most popular choice for U.S. buyers.

There are three versions of the four-door Grenadier wagon that are available in the U.S. The entry level model, priced at $71,500 (excluding destination), comes standard with a center diff-lock, front and rear skid plates, a full-size spare wheel, Recaro seats, LED headlights, and Off-Road and Wading drive modes. U.S. versions also come equipped with what Ineos calls the "Smooth Pack," which adds, among other things, front park assist, heated exterior mirrors and windshield washer jets, and a lockable stowage box between the front seats.

The Fieldmaster Edition replaces the entry level model's 17-inch steel wheels with 18-inch alloys and upsizes the standard Bridgestone All-Terrain tires from 265/70 R17 to 255/70 R18. Opting for the Fieldmaster specification also adds leather trim, heated front seats, carpet on the floor, a compass and altimeter function in the digital screen at the center of the dash, and a roof access ladder. The Fieldmaster also comes equipped with the Smooth Pack.

The Grenadier Trialmaster is the same price as the Fieldmaster but is optimized for off-road use. It therefore rolls on 17-inch steel wheels fitted with chunky 265/70 R17 BF Goodrich All-Terrain T/A KO2 tires and comes equipped with front and rear diff locks. Other standard goodies include a raised air intake, the innovative "utility belt" that allows various accessories to be clipped to the exterior of the vehicle, an auxiliary battery, and a high load auxiliary switch panel that allows overlanders to connect various electrical devices. Like the others, it also comes equipped with the Smooth Pack.

All North American market Grenadiers are powered by a version of BMW's 3.0-liter B58 turbocharged gas inline six that's been calibrated to produce 282 horsepower at 4,750 rpm and 332 lb-ft of torque from 1,750 rpm to 4,000 rpm. The engine drives all four wheels through a ZF 8HP51 eight-speed automatic transmission and a two-speed Tremec transfer case.

The base wagon tips the scales at a claimed 5,875 pounds. That's a hefty 1,150-pounds more than a Jeep Wrangler Unlimited Rubicon, and one reason the Grenadier is at least 0.6 seconds slower to 60 mph than the Jeep, despite having two more cylinders, 12 more horsepower and 37 lb-ft more under the hood. The mass—and barn door aerodynamics—are also why the Grenadier's claimed top speed is just 99 mph. It's hardly surprising, then, that the Grenadier Fieldmaster proceeds down the road with the studied grace of a battleship.

Though the 3.0-liter straight six and ZF automatic are as smooth and slick as they are in any BMW, rolling acceleration response feels somewhat leisurely at times. We suspect BMW's B57 straight six turbodiesel, which makes 245 hp from 3,250 rpm to 4,200 rpm, but has 406 lb-ft of torque from 1,250 rpm to 3,000 rpm, might make the Grenadier feel a little more energetic on the road. And it would certainly deliver better fuel economy than the EPA-certified 14-15 MPG combined achieved by the gas-engine Grenadier.

The coil-sprung live axles front and rear and the low-geared steering—at four turns lock-to-lock it's optimized for hard-core off-roading—mean driving the Grenadier on winding blacktop requires a little more forethought than road-focused SUVs that have been tuned to tackle nothing more demanding than a potholed parking lot and a couple of inches of snow. The on-road ride is good, however, the body motions well controlled, and the high sidewall tires soaking up the potholes that litter England's crumbling two-lanes.

For the wet and muddy off-road course, we switched to a Fieldmaster Edition equipped with the $2,850 Rough Pack, which adds the front and rear diff locks that are standard on the Trialmaster Edition, as well as the BF Goodrich KO2 tires on 17-inch alloy rims. In low range, with the diffs locked, it shrugged off the slush and goo and water and ruts, tackling the sodden terrain with easy confidence. The ride off-road is comfortable, with relatively little head-toss or jolting, courtesy of the variable rate Eibach coil springs and massive shock absorbers.

At 193.9 inches, including rear-mounted spare wheel, the Grenadier is 5.5 inches longer, 2.2 inches wider, and 6.4 inches taller than the Wrangler Unlimited Rubicon . Its 115-inch wheelbase is 3.4 inches shorter than that of the Jeep, however. In Rubicon trim, the Jeep has better approach and departure angles—43.9 degrees vs 35.5 degrees and 37.0 degrees vs 36.1 degrees, respectively. But the Grenadier's shorter wheelbase means its 28.2-degree breakover angle bests the Wrangler's 22.6 degrees. Ground clearance is 10.4 inches, just 0.4 inches shy of the Unlimited Rubicon, and it will wade through water 31.5 inches deep without the optional snorkel fitted.

As serious off-roaders go, the Grenadier is the real deal. And the Fieldmaster Edition with the Rough Pack offers the best combination of comfort and capability. If more capability is needed the Fieldmaster, like the rest of the Grenadier line up, can be ordered from the factory with a host of serious off-road accessories such as rock sliders ($1,650), front and rear winches ($4,085 and $3,265) and a heavy-duty roof rack ($2,000), as well as all manner of towing hardware.

It's not perfect, though. The interior ergonomics are, frankly, a mess. The plethora of switches and knobs on the center stack and roof console look like something out of an old-school B52 bomber cockpit. The retro-tech vibe might impress your boomer buddies, but you almost need flight training to find the front and rear differential lock buttons (in case you're wondering, they are on the roof console, near the interior light switches).

There's no instrument panel behind the Grenadier's two-spoke steering wheel, just a small screen inset into the dash that shows all the major warning lights. The speedo, tach and other readouts are on a configurable screen in the center of the dash. Different display configurations and functions are actuated via a rotary controller on the center console. Some have criticized the setup, but it's essentially no different to what Tesla does, and mimics the layout of the old pre-Defender Land Rovers that inspired billionaire British businessman Jim Ratcliffe to build the Grenadier.

Ironically, today's Land Rover Defender , with its height adjustable independent suspension and electronically controlled drive modes, represents the cutting edge of 21st century off-roading. It's extremely capable off-road, bested, perhaps, only by the forthcoming electric-powered Mercedes-Benz G-Class , whose four e-motors deliver ultra-precise torque control at the wheel in extreme conditions.

But the Defender's heavy reliance on computers to make everything work worry those who regularly drive long distances through remote, rough, and inhospitable terrain in Africa, the Middle East, and Australia. In those environments, where off-roading is not a lifestyle choice, Toyota's Land Cruiser is the gold standard; it's the 4x4 that will almost certainly get you there. And more importantly, get you back again. The Ineos Grenadier might look like an old Defender , but it feels more like a Toyota Land Cruiser, both on and off the road. And that's a good thing.

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