[Omkar]

Tata Altroz DCA Review

Tata Altroz DCA Pros

• A smooth dual-clutch AT in a segment full of slow & jerky AMTs
• We find the Altroz DCA to be well-priced for what it offers
• Looks absolutely stunning! Solid build too
• Nice interior with good quality parts & adequate space
• Accommodating 345-litre boot is among the biggest in the segment
• Mature on-road behaviour, including at highway speeds. Expressway stability is exceptional
• 5-star NCAP safety rating! Safety package includes dual airbags, CSC, break reminder etc.
• Enjoyable Harman 6-speaker ICE. One of the better systems in this segment
• Impressive kit (auto park lock, auto headlamps & wipers, cruise control, ambient lighting, adjustable armrest...)
• Factory-fitted customisation packs available

Tata Altroz DCA Cons

• The long-term reliability of dual-clutch ATs has generally been poor in India
• 1.2L NA motor is weak & noisy. Better in the city than the highway. Don't expect a "Polo TSI DSG" experience at all
• DCA isn't offered on the 1.2L turbo-petrol or 1.5L diesel variants. Period
• 118 BHP Hyundai i20 turbo-petrol DCT is noticeably faster & offers superior performance
• Mature suspension does have a firm edge at low speeds (16" rim variants)
• Service visit every 6 months / 7,500 km (1 year / 10,000 km is the norm today)
• Some missing features (Eco & Sport modes, paddle shifters, idling start / stop, auto-dimming IRVM, thinner spare tyre on top trims, split-folding rear seat...)
• Tata's after-sales service quality is a hit or miss. Remains a gamble

This review has been jointly compiled with Aditya & GTO. Thanks to them for their expert observations!

Since the Tata Altroz has already been reviewed by Team-BHP, this report will only focus on the 1.2L DCA model. For easy reference, here are direct links to the complete Altroz road-tests:

The Full Review

Altroz 1.5L Diesel

Altroz 1.2L Turbo-Petrol

Altroz Racer 1.2L Turbo-Petrol

Introduction

The Altroz has performed really well in the B2 segment since its launch. The stunning looks, good cabin, abundant interior space, 5-star Global NCAP rating, mature suspension and "Vocal for Local" idea has made it popular among Indian buyers. While the Baleno is way ahead in its segment in terms of sales, the Altroz is in a continuous battle for second position with the Hyundai i20. Here, the Altroz was at a disadvantage because it did not have an automatic transmission variant, while its rivals did. In a market that is warming to ATs, not having an automatic option restricted the Altroz's appeal. Now, Tata Motors has fixed this problem with the introduction of a dual-clutch automatic (DCA) in the car.

TL;DR: The Altroz DCA is a great urban commuter. Its smooth dual-clutch transmission is refreshing in a sea of jerky and slow AMTs and it's well priced too. On the other hand, don't expect explosive performance like the erstwhile Polo 1.2L TSI DSG.

Looking at the competition, the segment leader Baleno, which used to have a CVT gearbox, is now offered with an AMT. The Hyundai i20 offers a CVT with the 1.2 NA petrol. However, going by the news around the market, there aren't any stocks available with most dealers. The Honda Jazz with its CVT has been around for quite some time and feels old. The VW Polo's NA petrol isn't offered with an automatic and the 1.0L turbo petrol with a torque converter. Interestingly, the DCA is offered only with the 1.2L naturally aspirated engine and not the turbo-petrol variant, most likely to keep the price more accessible. The turbo petrol would cost Rs. 60,000 more. However, we do feel and hope the DCT is offered with the turbo petrol in due time. Like Hyundai and Kia, Tata should allow customers to choose from a wide array of options.

Tata Altroz DCA Price & Brochure

There are plenty of trim levels to choose from, 7 to be precise - XMA+, XTA, XZA, XZA (O), XZA+, XTA Dark and XZA+ Dark, being priced in the range of Rs. 8.10 lakh to Rs. 9.60 lakh. Compared to the manual variants, the premium for the DCA transmission is ~ Rs. 1.07 lakh across. Against its rivals, the Altroz DCA seems fairly priced for what it offers. The Baleno is priced lower (Rs. 7.69 - 9.49 lakh), but now comes with a rudimentary AMT mated to its 1.2L NA engine and the i20, which offers a CVT with its 1.2 Kappa engine, is priced in the range of Rs. 8.90 - 10.51 lakh. In its segment, the Altroz is the only car that offers a dual-clutch automatic transmission with a naturally aspirated engine.

We're pretty sure that this gearbox will find its way in other engines & Tata cars as well. After all, it's so much smoother than the AMTs, and the price difference isn't much either. For instance, the Punch AMT has a premium of Rs 60,000 over the MT. For ~ 47,000 more, you get a far more sophisticated dual-clutch automatic gearbox. Calculate that amount in EMIs, it's a very negligible bump in price.

The Altroz DCA is available in six colour options - Opera Blue (our test car), Downtown Red, Avenue White, Arcade Grey, Harbour Blue and Cosmo Dark.

The Tata Altroz's official brochure can be downloaded here: Tata Altroz Brochure.pdf and the DCA information brochure can be downloaded here: DCA Information Brochure.pdf.

So, what's new on the outside?

In one word, nothing... except for this Opera Blue shade that is available in manual variants as well above the XM+ trim level. From the outside, the car looks exactly the same as the other variants...which is excellent:


The Altroz measures 3,990 mm in length, 1,755 mm in width and 1,523 mm in height, with a wheelbase of 2,501 mm. This makes it the widest car in the B2 segment. It has an unladen ground clearance of 165 mm which is average. We feel this is the best looking hatchback on sale in India:


The Altroz gets two tyre sizes for its 16-inch wheels. The 1.2 NA petrol MT and the turbo-petrol versions get 195/55 R16 tyres. While the 1.2L Petrol DCA, 1.5L turbo-diesel and petrol XZ+ variants get 185/60 R16 tyres, which means lesser width and taller sidewalls:


DCA (dual-clutch automatic) badging on the tailgate. Notice how the fast forward symbol has been integrated into the "A":

[Omkar]

So, what's new on the inside?

While the interiors are largely the same as before, there are a few noteworthy changes:


Gear position is displayed on the MID:


Pretty cool transition while shifting gears:


Idling start/stop function is not offered in the DCA variant. The switch for the same has been replaced by a blank. We're happy as we hate the idling start/stop system, although FE lovers will miss it:


Pedals are well spaced out. Wide dead pedal is also usable:


Tata really needs to step up on build quality! GTO faced a loose dead pedal:


Centre fascia is identical to the regular car except for a few changes:


Head-unit is now only operated via touch. We prefer physical buttons as they're so much safer to use while driving (as you don't have to take your eyes off the road):


A very classy addition is this "ALTROZ" lettering below the air vents. Physical buttons to operate the touchscreen used to be here (reference image):


XZ+ variant gets an 'Xpress Cool' feature, which makes the climate control cool the cabin up to 70% quicker by running the A/C at full blast. It's a premium car feature that comes real handy if you return to a car parked under the sun. Xpress Cool button is to the left of the A/C switch:


Leather-wrapped gear knob wears a glossy black top with attractive detailing. Feels nice and chunky to hold:


The Altroz Petrol MT gets an 'Eco' mode button here, while the turbo-petrol MT gets a 'Sport' mode button. But surprisingly, the petrol DCA gets neither of those. We're okay with 'Sport' not being there on the DCA (as it's a 1.2L NA after all), but FE-conscious owners would've surely appreciated an Eco mode for the city. Instead, you get a central locking button here:


A much more detailed tyre pressure guide compared to the first Altroz we reviewed (reference image). Recommended tyre pressure with two people on board is 32 PSI, and that with a full load is 35 PSI for both tyre sizes on 16-inch rims:

[Omkar]

Driving the Tata Altroz 1.2L Petrol Dual-Clutch AT

1.2L naturally-aspirated petrol motor puts out 85 BHP & 113 Nm and is mated to a 6-speed dual-clutch automatic transmission. Given that the NA engine constitutes about 85% of total Altroz sales (as claimed by Tata), Tata has chosen this engine and not the turbo-petrol for the dual-clutch automatic. Of course, it's also down to the price; the turbo-petrol would've made it more expensive:


There's been a lot of fuss about why Tata chose the dual-clutch automatic over an AMT (thank God!) or a torque converter. Well, Tata understands that the Indian market is now mature enough to prioritize a smoother driving experience for an additional premium over a jerky AMT. Additionally, dual-clutch ATs are comparatively more fuel-efficient than torque converters and more suitable for cars with low torque. This dual-clutch automatic is the first on a Tata car and comes from a Belgian company named 'Punch Powertrain'. It has been specifically developed for the compact vehicle segment. The 'DT1' gearbox is designed to be cost-effective, compact, fuel-efficient and focuses on smoothness. It is made for vehicles with max engine torque of up to 200 Nm, so we surely hope to see it on the 1.2L turbo-petrol engine in the days to come.

This is a brand new gearbox that has been in development for over 10 years with over 45 patents, it is claimed to be the world’s first dual-clutch AT with a planetary gear system. Most dual-clutch transmissions are essentially two manual gearboxes packed together that are operated by two sets of clutch packs. One operates the odd gears and the other operates the even gears. Hence, this kind of gearbox needs two input shafts and can be seen in Volkswagen DSG gearboxes such as the DQ200. The DT1 gearbox in the Altroz utilises two clutches, but gets a planetary gear system that uses just one shaft. The design is therefore pretty compact and it uses lesser shifting components (35% less claimed). It uses 13 gears with this planetary system instead of 20 gears in conventional dual-clutch transmissions. Furthermore, shift-by-wire eliminates the use of shifter cables.

Instead of opting for a dry clutch pack that's more suited for cars with low torque, Tata has gone for a wet clutch pack. For India's varying climate conditions, a wet clutch pack makes a lot more sense. The DT1 gearbox also has machine learning software that optimises transmission behaviour based on its diagnostics and analysis of thousands of parameters (almost 100 times per second). And while wet clutch dual-clutch ATs sap more power than dry clutch packs, Tata claims that it has managed to have no oil between friction surfaces, which avoids the drop in engine power. Another clever feature of this transmission is self-healing technology. Wet clutch gearboxes usually have a filter that keeps out debris and dust. The DT1 prevents such a build-up through an automatic vibration system, which reduces the need for active maintenance.

Now, let's see how the transmission performs on the road. Slot into D, take your foot off the brake pedal and the car crawls forward at ~9 km/h without any throttle input. With a light foot on the accelerator, the transmission moves up the ratios smoothly in a way that the competitors' AMTs can only dream of. In stop and go traffic, you will appreciate the smoothness of shifts and the one-foot operation. While throttle response is satisfactory, downshift response time is acceptable at most times...and slow during a few others. Overall though, it’s just fine for a commuter hatchback. The engine's low power and gearbox's not-so-quick response might get irritating if you want to suddenly close a gap in traffic. On the move, while doing 40 - 70 km/h, you'll notice that the gearbox isn't upshift-happy (moving up the gears quickly for higher fuel efficiency) like we've seen in many automatic transmissions. It does its part to keep the engine in its powerband, which makes city performance more acceptable. Tata knows the 1.2L NA engine is weak and has smartly tuned the transmission to extract maximum performance out of it. In that sense, the dual-clutch AT is well-integrated. With the super light steering, smooth dual-clutch AT and agreeable ergonomics, the Altroz DCA is a great hatchback for the city.

The Altroz DCA is more of a cruiser on the expressway than an outright performer. It can cruise at 100 km/h in 6th gear with the tachometer reading ~2,500 rpm and at 120 km/h, the engine spins at just under 3,000 rpm. You will keep up with 100 km/h traffic on the expressway, although you will be working the engine hard. Straight line performance till 100 - 110 km/h is still acceptable. But if you drop speeds down to say 80 km/h (in case of a slow truck, as an example), getting back up to 120 km/h takes time. Over 100 km/h, you can feel the lack of muscle in this engine. The not-so-strong mid-range means overtaking at speed requires planning & effort too. Floor the pedal and the DCT willingly takes the engine to 6,000 rpm (although we wish there were more revs to play with). Compared to the MT in which you have to vigorously work the shifter & clutch, here, the dual-clutch AT does all the hard work for you.

From a relaxed driver's perspective, the AT is well-matched to the engine. It's smooth & the response times are acceptable in most driving conditions. Sure, there are some conditions where it might take long (up to 1.5 seconds), but this isn't a car to be driven like a Polo 1.2L TSI DSG. There were times on the highway when the transmission downshifted even though there was no need for it to, and sometimes it shifted up when we wanted it to hold the gear.

Manual mode is available, although we didn't find much use for it. In our opinion, it's best to simply let the electronics do all the work for you as Tata has tuned the AT well for the engine.

Noise, Vibration & Harshness (NVH)

The 1.2L naturally-aspirated engine is the weakest link in the Altroz's package. This is a 3-cylinder engine and there's no hiding that fact. You can feel vibrations seeping into the cabin when you start the engine and at idle. These vibrations are felt in some areas even after the engine is warm. On the open road, to get any kind of performance from the motor, you have got to floor the accelerator. When you do floor it, at higher revs, the engine does make a racket!

Mileage & Fuel Economy

The Altroz DCA has an ARAI certified rating of 18.18 km/l (MT = 19.05 km/l). Dual-clutch ATs offer more acceptable fuel economy than torque-converter petrols, so we expect real world FE to be fair. We're surprised there is no 'ECO' mode or an 'Idle Start Stop' feature for the FE lovers.

Transversely mounted 6-speed dual-clutch transmission can be seen from the bottom:


If the car comes to a halt on an incline, the driver takes off his seatbelt, the gear shifter is in "N" position, the brake pedal is not pressed and the driver's door is opened, the car will sense that the handbrake is not engaged and to prevent the car from rolling backwards, the transmission will engage "park lock", which stops the car in its tracks. The MID will display "Auto Park Activated" and will ask you to engage the handbrake. Could save a careless driver from a bad crash:


MID asks you to shift to "P" when you turn off the vehicle in other gears:


In manual mode, if you try to downshift when the revs are too high or try to upshift when the revs are too low, the MID tells you clearly that your command is rejected! We didn't find the conservatively-tuned manual mode to be of much use here and preferred driving in full-auto mode only:

Suspension

Ride Comfort

The Altroz is equipped with an independent McPherson strut dual-path front suspension and twist-beam rear. The dual-path strut has two separate paths for energy to be transferred from the springs & dampers, allowing it to be better tuned (it's a 2-cup system).

The Altroz's suspension has a mature tune and is kind of European car-like in nature. At low speeds, the ride has a firm edge to it. It's not all soft & plush, yet compliant nevertheless. Big potholes will be felt inside though. Another contributor is the 16" wheel size of the DCA. Unlike the MT, there are no variants with smaller wheels & taller tyres. As speeds increase, that mature suspension results in good ride quality. On the expressway, there is no bounciness - she rides quite flat. Firmer suspension tunes also recover well from road undulations. On the highway, the Altroz handles broken roads decently and dismisses smaller potholes with aplomb. Most of the time, the suspension goes about its job silently and isn't clunky or loud.

Handling & Dynamics

Straight-line stability is exceptional and the Altroz drives like a "big car" on the expressway. There is no floatiness or nervousness at all. The car is well-planted with superb high-speed manners. The 185/60 R16 Goodyear Assurance tyres provide fair grip levels for an average Joe. Enthusiastic drivers might want to swap to grippier tyre models. The Altroz holds onto its line well and doesn't understeer easily. Body roll is controlled and the car never gets unnerving. But again, we felt that the Altroz 1.2L NA lacks the sort of power to unsettle it in corners. Hope to see this DCA in the more powerful motors soon.

Steering

The electric power steering is one of the nicer units around. That thick steering wheel is a delight to hold. It is light at city speeds (one-finger-light at parking speeds) and weighs up sufficiently well as the speedometer needle climbs. The EPS isn't dead and does give you some feel of what the front wheels are up to.

Braking

We found the brakes to be progressive and doing the job as expected. They have cornering stability control too (Tata says "CSC supports / stabilizes the vehicle during partial braking in curves by reducing pressure at the required inner wheel. This helps to reduce the probability of vehicle oversteer during cornering + braking"). From high speeds, the car stops in a straight line sans any drama.

Niggles & Problems

This dual-clutch transmission in the Altroz seems impressive in terms of technology. However, there's no denying the fact that it's a complex gearbox & DCTs have never proven reliable in India, whether from VW-Skoda, Ford or even Hyundai-Kia. We sure hope this gearbox doesn't face any of the problems that some of the other DCTs in India have seen. The standard warranty is of 2 years / 75,000 km. Extended warranty is available for up to 3 years / unlimited km and we strongly recommend getting it.

[GTO]

I just have to say this first, Tata is rolling out one solid product after another!! I loved how the AT was mated to the Safari / Harrier (better than Jeep's own AT with its 2.0 diesel), the Nexon & Tigor EVs impressed me, I liked everything (but the engine & AMT) in the Punch, the Tiago CNG was so well-executed, and here comes the Altroz AT with a DCT that is perfectly tuned to the engine. The 1.2L NA petrol is a weak motor, and Tata has smartly tuned the dual-clutch AT to extract the best driveability out of it (instead of focusing merely on efficiency). Sure hope the 1.2 turbo-petrol sees the DCT as well. Tata should confidently launch it as customers today are willing to pay a premium for a superior experience. Like Hyundai-Kia, go ahead and offer a w-i-d-e variety of engines & gearboxes, leaving the eventual choice to the customer in the showroom.

Tata is enjoying record sales currently & the success is well-deserved


I hate AMTs and would rather take the bus instead of driving an AMT every day. Cars like these in the budget segment are such a breath of fresh air. I've always loved the Altroz 1.2 turbo-petrol & 1.5 turbo-diesel. This AT will certainly find its way in my recommendations list for those looking at an urban commuter. As the review says, don't expect a "Polo TSI DSG" experience though. This one is for commuters, convenience-seekers and sedate drivers, not enthusiasts.

Will be keen to see how this dual-clutch AT's reliability pans out in the longer term. Be sure to take that extended warranty. It's a wet-clutch and Tata seems to have made efforts toward its durability, but Tata's poor track record of reliability & its dealers (who'd be clueless about DCTs) make me nervous.

[Shreyans_Jain]

Lovely little review of a lovely little car. Must say that Tata seems to have done a very good job with the implementation of this automatic gearbox. This DCA Altroz should set the cat among the pigeons: the AMT equipped Marutis, the unavailable i20 CVT and the spectacularly lazy and old Jazz CVT.

Tata has pulled a masterstroke with this wet clutch DCT, which promises a smooth, efficient and reliable driving experience in the urban grind. This type is gearbox is fundamentally superior to AMTs, CVTs and dry clutch DCTs. The car may not be a scorcher, but I’d much rather not be left stranded in the scorching heat with a breakdown or an overheated transmission.

[gomzi]

Great review! The altroz DCA does seem like a good option relaxed for urban commuting and occassional inter-city drives.

One question, does the underbody protection remain non-existent as other altroz variants or has Tata realized our roads have a lot of muck, stones and rubble which can ruin the underbody?

[buntee90]

Tata please pair this DCA with 118 BHP 1.2 turbo petrol in Altroz and Take my money in advance !

With Polo DSG there were too many compromises; space, equipment, dsg. With Altroz only DCA reliability and I am willing to risk it this time !

[The Rationalist]

Very crisp review! Was waiting for Altroz automatic for quite a while. Come October, this will have 6 airbags and that would complete the list. Hope they bring the DCA to turbo also and to Nexon & Punch. Carpe diem Tata!

[zalaps]

Originally Posted by Omkar

A much more detailed tyre pressure guide compared to the first Altroz we reviewed (reference image). Recommended tyre pressure with two people on board is 32 PSI, and that with a full load is 35 PSI for both tyre sizes on 16-inch rims:

Today's Car-dle!
Which car's diagram is this?

[mathewspaul]

Tata sure scored a goal with this Altroz DCA. I wish people stop ranting about turbo petrol. Turbo will sure make the sticker price go to i20 territory and then people will cry : "how dare humble Tata price their vehicle so high". Unless and until public mind accepts Tata can make premium cars, they have to play the VFM card.

[ashutoshb]

Indeed a master stroke. The 'no jerk' Altroz DCA will surely bring many prospective AMT buyers to Tata showrooms.

In a year's time, there should be ample feedback on how this transmission has been performing on our roads.

I guess, the next line for the DCA upgrade is the Punch NA petrol. All the feedback from Altroz should make it even more niggle free.

[Doge]

Originally Posted by zalaps

Today's Car-dle!
Which car's diagram is this?

Looks like an Alfa Romeo Stelvio, was not expecting that.
Is using other cars diagrams common? Why not use an Evoque, Tata?

[fiat_tarun]

Nice crisp review

Originally Posted by Omkar

... Slot into D, take your foot off the brake pedal and the car crawls forward at ~9 km/h without any throttle input.

How does it behave on an incline ? Is the creep strong enough to prevent roll back since hill hold isn't offered ?



Isn't that an image of a BMW X1 ?

[GTO]

Originally Posted by mathewspaul

I wish people stop ranting about turbo petrol. Turbo will sure make the sticker price go to i20 territory and then people will cry : "how dare humble Tata price their vehicle so high".

Relax, brother. Our point is, give all choices and let the customer choose. By the way, the turbo-petrol costs 60k odd over the NA and I do believe there are many customers who will pay that premium for a truly premium hatchback. On a typical 5 year loan, it's 1k odd extra per month. I'll happily skip 1 cheap restaurant dinner a month in exchange for a turbocharger every single day . Even a McDonald's dinner for 3 costs a grand now.

Unless and until public mind accepts Tata can make premium cars, they have to play the VFM card.

Tata has been selling 4000+ Harriers & Safaris a month, each costing 20 - 25 lakhs. I think we're way past the "public accepting Tata's premium cars" phase .

[buntee90]

Originally Posted by mathewspaul

Tata sure scored a goal with this Altroz DCA. I wish people stop ranting about turbo petrol. Turbo will sure make the sticker price go to i20 territory and then people will cry : "how dare humble Tata price their vehicle so high". Unless and until public mind accepts Tata can make premium cars, they have to play the VFM card.

Going by the volume in which Harrier and the new Safari are selling, it seems like people have already accepted that Tata can make premium cars and I am sure that a large number of Enthusiasts and Regular people alike will be willing to buy the expensive Turbo petrol Automatic Altroz.