Tata Altroz

Tata Altroz Overview

In a little over a year of its existence in India, the Tata Altroz has successfully managed to grab a sizeable slice from the Maruti Baleno’s and Hyundai i20’s pie. This premium hatchback attracted buyers with its gorgeous styling, sensible packaging and aggressive pricing. Now, in its quest to boost sales by an additional ten percent, Tata has introduced the Altroz iTurbo, a new turbocharged petrol offering that’s squarely aimed at those who enjoy driving. This turbo version of the Altroz commands a premium of Rs 60,000 over the comparable 1.2-litre naturally aspirated petrol, which is sold alongside, and it promises to offer a better drive experience in return. We put it through our exhaustive tests to find out whether the Altroz iTurbo deserves that premium. 

Tata Altroz Performance

Shared with the Tata Nexon, the Altroz iTurbo is powered by a three-cylinder, 1,199cc turbocharged petrol engine (codename: 1.2 NGTC) that uses indirect or port injection. In this hatchback, the engine produces 110hp and 140Nm of torque, and comes mated to a five-speed manual transmission. So why did Tata simply not opt for the Nexon’s 120hp, 170Nm tune and pair it with the six-speed manual instead? Sources from the development team cite packaging challenges which led to this move. It was discovered that in the Altroz, the six-speed manual gearbox’s casing fouled with the air cleaner ducting, and addressing this challenge warranted a significant re-engineering exercise. As a result, the development team opted for a more viable solution – pairing the iTurbo with the TA65 five-speed manual instead, and because this unit has a low torque rating, detuning the engine became imperative.

This three-cylinder engine has a rather shaky start-up, and mild vibrations transmit through the cabin at idle, although these smoothen out on the move. Right off the bat, this engine feels sprightlier and more potent compared to its naturally aspirated petrol counterpart. Its performance is concentrated at low revs, hence the iTurbo feels at ease while ambling around town. And adding to its responsiveness further is its short gearing, which negates turbo lag to a great extent.

Engine doesn’t enjoy being revved, has a modest 5,500rpm redline.

Spin this motor beyond 2,500rpm, however, and the Altroz steps outside its comfort zone. The on-boost mid-range punch feels quite meek, and it builds speed in a lazy manner. Just like in the Nexon, power delivery is quite inconsistent across the rev range, and it doesn’t enjoy being spun hard either, with revs maxing out at 5,500rpm. The thrum from the three cylinders gets quite vocal as the revs climb, and at higher revs the engine feels strained, coaxing you to adopt a sedate driving style. Quick overtakes on the highway aren’t as effortless as its rivals, and these require some planning and a fair bit of rowing through the gears to execute the manoeuvre. Its five-speed manual isn’t particularly enjoyable or smooth to operate either, often needing firm shoves to slot into gates.

Gearbox requires an extra bit of shove to slot into gates.

Unlike the normal Altroz which gets a City and an Eco mode, the iTurbo features a Sport and a City mode. The difference in terms of performance between these two modes is significant; as an example, the sprint from 0-100kph takes 12.82 seconds in Sport and a rather lethargic 15.83 seconds in City mode. Even rolling acceleration through the gears reveals a similar result, with a greater, more prominent difference in the higher gears between the modes. Performance aside, the on- and off-throttle behavior in City mode can get very jerky, although these smoothen out to an extent in Sport mode, hence the latter is the mode of our choice.

Sport mode livens up performance significantly.

View its performance in the light of its competitors and in a sprint from 0-100kph, the Altroz iTurbo (12.82 seconds) trails the Hyundai i20 Turbo (11.21 seconds) and the Volkswagen Polo TSI (9.97 seconds) by a fair margin. Even in a rolling race from 40-100kph in fourth gear, the iTurbo is considerably slower than its direct injection rivals, taking 17.30 seconds; the i20 on the other hand clocks 12.39 seconds, almost 5 seconds less, whereas the Polo completes the run in 14.73 seconds, which is around 2.5 seconds quicker than the Tata.

Tata Altroz ride & handling

Like most Tatas, the Altroz’s suspension feels tough and solid over bad and broken roads. Although a bit stiff-kneed, it takes all but the sharpest of road shocks in its stride, and passengers feel no unnecessary movements inside the cabin. Its composure and surefootedness at cruising speeds is also praiseworthy. What’s nice is, unlike cars like the Nexon or Harrier, the Altroz’s steering has a certain degree of slack at the dead-centre position, so it doesn’t feel overtly sharp or edgy at the slightest of inputs. And the good news is, not only does it weigh up consistently, it feels sharp and nicely connects with the driver once the wheel is turned a few degrees, making it very easy to angle the front wheels into a corner. Its taut body structure and strong mechanical grip, further add to its dynamic prowess. And even though it uses the same brake setup as the NA petrol version, braking performance feels strong, confidence-inspiring, and the pedal feel is easy to get accustomed with.

Tata Altroz fuel efficiency

The Altroz iTurbo gets an automatic engine stop/start feature that turns off the engine while it is idling in order to save fuel. What’s nice is that this system is pretty quick to respond, and brings the engine back to life as soon as the clutch is depressed. Despite leaving this feature on, in the City mode, the turbo Altroz returned merely 8.9kpl in the city. Its efficiency on the highway isn’t anything to write home about either, returning a figure of 14.9kpl. Interestingly, despite missing a sixth gear, the engine spins at a rather lazy 2,500rpm in top gear at 100kph, but the extra overdrive gear would certainly improve efficiency while cruising on an open road.

Tata Altroz Features

The Altroz has been awarded five stars in Global NCAP crash tests for its sound structure. However, it still lacks safety kit such as ESP and side and curtain airbags. On offer are corner brake control, 16-inch alloys, projector headlamps with LED DRLs, a part-digital instrument cluster, a 7.0-inch touchscreen with Android Auto and Apple CarPlay, ambient lighting and cruise control, among the notable features. The Harman speakers set a new benchmark in the segment when it comes to sound quality. What’s new here is the e-SIM-based connected car features which offer remote lock/unlock, geofencing, vehicle tracking and more via a smartphone application. Kit such as wireless charging, an air purifier, LED headlamps and a sunroof still don’t make it to the equipment list, though.

Neat design and pleasant textures, but quality is inconsistent.

Tata Altroz verdict

Certainly the better petrol engine in the Altroz range but still isn’t exciting enough.

The Tata Altroz is arguably the most stunning-looking hatchback on sale in India, and there’s a lot more to like underneath its skin. It is spacious and practical, it’s fairly well-equipped, and the real ace up its sleeve is its fantastic ride and handling balance. What’s more, the Altroz has proven its mettle in terms of crash safety, securing five stars in Global NCAP tests. Its new turbo-petrol engine is a much improved, zingier alternative to the naturally aspirated petrol. But it isn’t perfect and the iTurbo falls short on counts such as smoothness, refinement, performance, as well as fuel efficiency, especially when viewed in the light of its competition. Having a not-so-smooth manual gearbox and the absence of an automatic option don’t help its case either. But consider the turbo strictly for what it is – the better petrol Altroz, and you will see value in this proposition, and it is certainly worth the premium it commands over the naturally aspirated version.