Tata Nexon EV Max: Trail Max | Daily News Byte

The Tata Nexon EV, and its recent (and longer) Max derivative, are among the most-seen EVs on the road, and for good reason. They provide buyers with value-for-money, EV-specific fun, at a more affordable level. The Nexon EV Max, with its larger 40.5-kWh lithium-ion battery and 437-km ARAI-certified range, particularly impressed me when I first drove it. I’m confident I’ll be able to run about 250-300km in the real world, and want to know if I can pull it off all day.

To add to that, one feature that I didn’t have a chance to test, is how the Nexon EV Max (and by extension, the standard Nexon EV) can handle some rougher stuff when needed. After all, rural roads in our country are usually worse than urban roads (which is saying something), and this EV will have to clamber on what can only be described as a minor road. These feel similar to those off-roads who like to go for recreation, but these roads are often taken out of necessity.

I set off in the morning for Pune with 72 per cent battery – infrastructure issues prevented the car from fully charging, something EV owners should be aware of. The plan was to meet up with Kaizad on the other side of Pune, where we identified the routes we could use, one that would give us a good idea of ​​what the Nexon EV Max was capable of, and one that wouldn’t. We called Tata in fear, ‘We’ve fallen,’ or something along those lines.

This outing will also help us understand where the Nexon EV Max stands in a setting where its long-term claims and performance will be tested. As is the case with electric cars, the quick start and lack of traffic meant our range indicator dropped faster than I would have liked. I woke up the blind Keshav, who was sleeping soundly in the airy and ventilated front passenger seat, and he helped me clarify the Tata showroom a little after the highway ended, and within the range of 168 km displayed. Us.

Since I’m not worried about the range, I allowed myself to experience what the 50:50 weight distribution brings to the Nexon EV Max, making the ghat section especially entertaining. The car feels balanced to a fault, and you know exactly when understeer will set in. 25.49 kgm of torque is always available, and it makes the Nexon EV Max a hoot to (safely) blast out of corners. The power from the 141-bhp electric motor is measured very efficiently, but there is enough to overwhelm the tires when really pushed. Now, that’s a fun ride!

However, maintaining a fast pace on the uphill section drained the battery, and by the time we completed the 90 km journey to the Tata fast charging power station in the brand’s showroom, we were down to 38 km. After downloading the Tata Power EZ Charge app, registering the Nexon EV Max we were driving, topping up the account with Rs 750 (it’s a prepaid system), and connecting the charger, we headed out for a quick catch, or not -. Fast, biting. I chose to use the 25-kW fast charger and chose 45 minutes on the clock. This will cost me a little over Rs 300.

Unfortunately, charging one won’t be enough to satisfy me. After all, we still have about 40 kilometers to go, and the tail to (hopefully) break, not to mention the drive back to Mumbai. Therefore, another 45-minute charging session was called for. Waiting for the sunrise in October should not make one sweat much in Pune, enough to make a curious question. Can the Nexon EV Max’s auxiliary systems, such as climate control and infotainment, be used while it is charging? I reasoned that we do the same thing with our phones all the time, but how fast does it charge.

Another Rs 300 service charge later, we headed out with a 92 percent display on the digital instrument cluster. I decided I wasn’t going to bother with the distance-to-empty meter, because it didn’t seem as reliable as I wanted it to be. Of course, I should adapt my driving style to suit this EV even more, but I’m still a little worried that converting to an EV might not be for me, and even though I love the Nexon EV Max, its handling, and performance. With the battery almost full, we ran as fast as possible through the morning traffic on NH4, and finally, met Kaizad.

After our short walk around to see if the conditions held what we had marked, I left for a trip. The level of grip on the gravel is fairly high, even in Sport mode, with ESP working overtime (and effectively) to minimize any slippage. Traction control also comes in many times, just keep the good things in hand, and the natural strength of the water balance 50:50, solid chassis, and strong suspension setup, but with durability shown through brilliantly. This EV is fun in almost every way, a lot of fun, but it feels like you never have to worry about anything. That 190mm of ground clearance also helps it run over most obstacles you’ll find on the road. A gentle way.

There was one point where Kaizad suggested that I come hard at the natural (and relatively small) slope, so that we could jump. It’s a tactic we’ve used many times before, in a variety of SUVs – from the Renault Kiger and Kia Seltos, to the Mahindra XUV700 and Lexus NX 350h. However, the Nexon EV Max just won’t lift. It went over big bumps with a smoothness that I haven’t experienced in a car without adaptive suspension, and it did so while giving a feeling of supreme confidence. Everything, from the brake setup to the steering, makes this EV fun to play properly.

Having spent about 25 percent of its range proving how good the Nexon EV Max is at taking on some rough stuff, Keshav and I headed back to Mumbai. But, we had to stop at the Tata Power EZ charging station again. After all, I want to not only get home, but have enough charge to go to another charging station after that. I decided to use the faster charging time, 20 minutes at the 25kW fast charger, because I like to go through Vashi before the evening rush starts.

I find that there seems to be a lot of calculations involved in running an EV every day. In addition to double-checking the end of the trip, remaining charges, and calculating empty mileage, there is also the ‘fuel’ cost to consider. I spent only Rs 790 more charging the Nexon EV Max, which makes it the most affordable Pune trip I’ve ever taken, barring the previous trip I did in a CNG-powered Ertiga, where I spent a total of Rs 480.

I find it a little irritating that the EZ Charge app doesn’t allow one to use their entire balance, as it always asks one to charge about 10 percent more than the charging time you choose. There is still more than Rs 450 in that account which may not be used, which I find quite difficult. However, apart from the distance that does not correspond to bare reading, I have nothing to complain about this trip. In fact, even this last quibble redeemed itself in a way back.

Going downhill for a long time takes a lot of fluid from the newly built brakes. Of the four settings, I have it at level 2, which is more than enough to simulate engine braking, and provide some charge to the battery. That I get that traffic on the Vashi amount I’m afraid actually helps keep the battery at a decent level, too. There were 68 kilometers (32 percent) of charge left when I pulled into my garage, which was more than enough to get to a nearby charging station.

And I came home with a huge smile on my face, and a curious look at the Tata Nexon EV Max parked below. It used to be right
A fun day, and aside from a charging time of close to two hours, the all-electric SUV delivers everything the brand promises, and more. Well, that level issue needs to be looked at closely, but after this experience, I agree, this EV can work as a form of intercity transportation. I honestly feel that people who drive EVs are prone to anxiety – the thought of your car stopping in the middle of nowhere is not pretty – but it’s a feeling that the Nexon EV Max reduces to a good level, while thoroughly entertaining. Now, that’s a mass market game changer.