You first saw it since the 45X concept at Auto Expo 2018, and then afterward in the near-production form at Geneva 2019. Everything you find here is that the final version of the Tata Altroz that will eventually go on sale in early 2020. Such as the premium hatchbacks it moves up against, the Tata Altroz measures a little beneath 4m (3,990mm to be exact ) to qualify as an’s mall car’ and still maintains big car amounts of distance, refinement, and relaxation.
The Altro isn’t only big so far as hatchbacks move but it’s also a big deal in Tata’s journey as a carmaker. Together with OMEGA arc (that underpins the Harrier), the ALFA arc will form the cornerstone of a ton of new Tatas at the time to come. The modular architecture can support a whole range of body designs ranging from 3.7m to 4.3m in length and has been developed with electrification in mind. Doors that open 90 degrees along with a flat rear floor are a few of the characteristics which will be common for automobiles, SUVs, and MPVs constructed on ALFA arc.
Tata Altroz Design Review
The Altroz also appears to be the first Tata to get BS6-compliant engines. For the time being, we have got our hands on the versions that will be available at the start, and there are lots to discuss. Sure, the silhouette is conventional hatchback however, the multiple stylistic flourishes on the bodywork cohesively to increase the total appearance of the car.
The shark nose-like front finish, the sleek grille finished in black, and the big and swept-back headlights that are lined by a band of chrome give the Altroz its distinctive face. High-set fog lamps (also home to the LED DRLs) and an elegant air dam around the bumper are different elements of interest upfront.
The upswept windows arrive underlined with a black embellishment that starts thick in the front and tapers towards the back, in effect, providing the illusion of a car with a sporty tipped-forward stance; a little Lamborghini Diablo meets mass-market hatchback.
The huge wheel arches lend the Altroz suitable volume too, but even the slick 16-inch’laser-cut’ alloys don’t seem quite big enough. What is sure to be a bit polarising is that the positioning of the back door handles; they sit the C-pillar instead of from the conventional position on the doorways.
Tata’s designers also have gone for a dual-tone motif for its Altroz’s edgy tail ending. The spoiler, tail-light encircle and upper portion of the boot lid come finished in dark, and also look very stylish. Buyers also have the option of a black roof for the entire effect.
In all, the Altroz has a concept car for your road’ look about it, and that’s a fantastic starting point.
Tata Altroz Interior Review
Every one of those Altroz’s four doors open to 90 degrees, and getting into the front section of the cottage is very simple. First impressions once inside are mostly favorable also. Sure, the dash design isn’t quite as cutting edge as the outside, but you are going to like what you see. The Altroz’s freestanding 7.0-inch touchscreen is set high up (and therefore in clear sight), and also that which adds some flavor here is that the layered effect of the dashboard with textured plastics to the surface, a gloss finish for your center and light grey materials lower down. Turquoise backlighting (flexible for strength ) for the raised center console contributes to certain vibrancy at night too. Material quality is good by course standards but there are places where the panel openings are not consistent, such as the surrounds for your glovebox. Everything you may enjoy, nevertheless, is your reassuring thunk on the door closed.
Frontal visibility is good also but the Altroz’s thick A-pillars do create blind spots, particularly on the near side. What also takes some getting used to is the instrumentation. There’s a class-first combination of an analog speedometer and electronic tachometer however, the squared-out dials aren’t easy enough to follow. The tacho’s triangulated needle finish also highlights a motor speed range as opposed to a specific rpm, in case this is something that you keep an eye on. The Altroz’s 7.0-inch digital screen also the informative multi-info screen, and what’s nice is that navigation directions from a connected smartphone are relayed here, reducing the requirement to look away at the primary touchscreen.
Joining a smartphone won’t be a hassle either (unlike on the Harrier) using the USB slot positioned in plain sight at the base of the center console. The Altro cabin does score well on space for smaller items too. Compartments within the big 15-liter chilled glovebox make it easy to store your tablet computer safely and there are cupholders on the glovebox lid also should you want to have an impromptu picnic. Storage in the back incorporates large door pockets with shelves to keep your telephones, and map pockets on the front seat backrests.
Getting onto the Altroz back seat isn’t as comfy as it is made out to be. Yes, the doors open wide but the aperture between the seat and B-pillar is not the biggest. A relatively high-set rear seat does assist here, and this means you get a pretty good view out the windows. The back section of this Altroz cabin does not feel as airy as a Jazz’s and doesn’t offer the same legroom that you’d get in a Baleno; however, you really won’t have an excuse to complain on either count. There’s enough knee room for six-footers to sit in comfort, and it is only if you sit bolt upright will you find headroom adequate but no longer. The Altroz is the widest car in the class and there is sufficient shoulder room to sponsor three occupants at the trunk. What also makes life easier for the middle passenger is the horizontal floor, and that, as mentioned, will be a feature on all ALFA design Tata cars. The rear seat functions well as a location for 2 with the fold-down back armrest positioned in just the right height. What does take away from the comfort to an extent is the excess bolstering in the lumbar area; you will find yourself changing position frequently. A nice inclusion here is a dedicated 12V charging socket.
The Tata Altroz understands a 345-liter boot which is slightly more than the Baleno’s 339 liters and a bit less than the match’s 354 liters. The high loading lip can make it difficult to load thick bag but the well-shaped boot means you can fit in lots of stuff. The rear seat backrest does not split but it could be folded to boost luggage distance to 665 liters. While bag space is ample, we wonder whether it has come at the cost of fuel tank capacity, which is a meager 37 liters. So to receive a decent range, excellent fuel efficiency is going to be crucial.
What features does it get?
Drive modes and manual air-conditioning are also part of this package. Range-topping Altroz XZ models extend the distance with 16-inch laser-cut metal wheels, projector headlamps, auto climate control, automobile lights, rain-sensing wipers, ambient lighting, and front and rear armrests. A contrast roof is a paid alternative on the XZ cars.
Uniquely, every one of the trims is also offered with an add-on package that bundles in specific capabilities. The Rhythm pack gives Altroz XE and XM buyers the option to update to the infotainment systems out of a trim higher. On the flip side, the Style package brings in a comparison roof, stylized steel wheel and LED DRLs into the XM. XZ buyers may also spruce up the appearance of their automobiles with the Urban pack that includes diamond-cut alloy wheels, outside color-coordinated detailing in the cabin and a comparison black roof. Tata Motors says it’s going to introduce more packs and options to the Altroz in the future.
Where the Altroz does lag behind the curve is connectivity. There’s no eSIM-based connected technology (it’s in the pipeline, however ), and even the 7.0-inch screen does not work as slick as you would like. The Harman sound system does deliver fair sound quality though.
There is much to like about the way the Altroz drives. The new platform shines immediately with a fantastic ride and handling balance. There is a sign of stability to the ride but the suspension still manages to absorb the tough stuff at reduced speeds effortlessly. You truly feel nicely rested the faster you move and the big highlight is high-speed stability. The Altroz feels comfy and sure-footed at triple-digit speeds, and, correspondingly, works nicely as a secondhand machine. There is a confidence in how the Altroz changes direction also. Turn-in is slick (better so on the thicker diesel) and there’s a beautiful sense of connecting in the steering. The electric steering is light when you want it to maintain reduced rates, but weights up efficiently as you add on speed. There is some road noise that creeps in but, on the first instance, the ALFA structure simplifies the Altroz sure comes across as promising.
Where Altroz seems to be a little job in progress is when talking about the petrol engine. The Altroz’s gasoline engine is an upgraded version of this Tigor’s 1.2-litre, three-cylinder unit. There is double variable valve timing and also the compression ratio has been bumped up. Resultantly, electricity is left up to 86hp whilst maximum torque is 113Nm. The figures are par for the course with this class of car but overall functionality does leave you wanting. Part throttle responses are pleasant as well as the motor is earnest at reduced speeds but that pep you get at a Baleno is only missing, even in the stronger City mode. But again, the Baleno weighs 146kg less than the Altroz petrol that tips the scales at 1,036kg – about up to the i20 and Jazz.
A mild clutch gets the Altroz simple to reside in a city, but the 5-speed gearbox is not the slickest in the company. Quick shifts are not it’s the thing. The 1.2 engine does not have a lot to give at the top end and revving the motor only draws your attention to the thrum in the three-cylinder engine. Auto start-stop also has the petrol engine come to life using a small judder.
In a feeling, it is the diesel Altroz that feels like the complete package. The 1.5-liter, four-cylinder petrol is from the Nexon albeit at a lower 90hp and 200Nm state of tune. The power downgrade was primarily to produce the engine compatible with all the 5-speed gearbox’s lower torque score. But not that you would feel any lack of power. The diesel engine may feel a bit reluctant in jelqing throttle driving, typical of our towns, but it’s quick to settle to a rhythm too. You’ll like the easy access to electricity and the comfort with which the 1,150kg Altroz diesel gets to cruising speeds. Again, this is not a motor to end hard; maintain it in its comfort zone and you’ll manage to rake up the kilometers without a lot of fuss. If anything, the engine does become gravelly past 3,000rpm and it isn’t quite in Hyundai gas territory when speaking refinement. Interestingly enough, and also a point worth highlighting is the diesel test cars were operating on BS6 grade diesel brought from Delhi.
Of the other items, the diesel Altroz’s clutch action is light enough however, the 5-speed gearbox feels it is best using gentle inputs.
Can I buy one?
The Tata Altroz creates an immediate impression on how it seems. It’s got a show value that no other car in this course can match. The Altroz makes for a practical family car too with a cottage that offers sufficient by way of space and comfort. As an added incentive, it is also good to drive with arguably the best dynamics among superior hatchbacks. And buyers that cover big distances will also discover a great match in the well-rounded Altroz diesel.
A peppier gasoline engine, better refinement and also a greater focus on connectivity are things on our wish list and components that could make the Altroz simpler to recommend. What is an also a question mark for now is the fuel market. All stated, the Tata Altroz has a few strong borders and has the potential to create its location in the premium hatchback segment. All that is left is for Tata to price it nicely.