The Curvv Dark Edition is available with two engine options: 1.2L TGDI turbo-petrol and 1.5L Diesel.

Tata Motors has launched the Curvv Dark Edition with prices starting at Rs 16.49 lakh (ex-showroom).

The Tata Curvv Dark Edition is based on the top-spec Accomplished trim. It features a new Carbon Black exterior colour, black trim, and 18-inch dual-tone alloy wheels.

The Curvv Dark Edition gets a similar black colour scheme on the interior. You get black leatherette upholstery with gloss black trim, a black centre console and a roof liner. The SUV comes equipped with features such as a 12.3-inch touchscreen infotainment system, a panoramic sunroof, ventilated front seats, reclining rear seats, a wireless charger, an air purifier, a 9-speaker JBL sound system, a gesture-controlled tailgate and 6 airbags.

The Curvv Dark Edition is available with either a 1.2-litre turbo-petrol engine that makes 123 BHP and 225 Nm or a 1.5-litre diesel that puts out 116 BHP and 260 Nm. Transmission options include a 6-speed manual and a 7-speed DCT.

The Curvv Dark Edition will be based on the top-spec Accomplished trim.

Tata Motors is likely to launch the Curvv Dark Edition this month. It will also be the official car of the 2025 Indian Premier League (IPL), of which Tata is a sponsor.

According to a media report, the Curvv Dark Edition will be based on the top-spec Accomplished trim. It will get features such as a 12.3-inch touchscreen infotainment system, a digital instrument cluster, a 2-spoke steering wheel, a 9-speaker audio system, a panoramic sunroof, ventilated front seats, reclining rear seats, a gesture-controlled tailgate, and ADAS.

The Curvv Dark Edition will have an all-black exterior with black trim and black alloy wheels. The same black theme will be replicated on the interior as well. The SUV will feature black seat upholstery and dark trim with piano black highlights.

Reports also suggest that the Curvv Dark Edition will be offered with two engine options: 1.2-litre direct-injection turbo-petrol and 1.5-litre diesel, while transmission options will include a 6-speed manual and 7-speed DCT.

Source: Autocar India

The Curvv.ev gets discounts of up to Rs 20,000 on the MY2025 stock.

Tata Motors has announced discounts on the Curvv for the first time since its launch. The carmaker is offering benefits of up to Rs 50,000 on the SUV.

The ICE-powered Tata Curvv is available with a discount of up to Rs 20,000, while MY2024 models get benefits of up to Rs 50,000. The Curvv.ev gets discounts of up to Rs 20,000 on the MY2025 stock.

Tata Motors has also introduced a new exterior colour option for the Curvv called Nitro Crimson. The SUV is now available in seven colour options: Gold Essence, Flame Red, Pristine White, Pure Grey, Daytona Grey, Opera Blue and the new Nitro Crimson shade.

The Tata Curvv is powered by 1.2-litre turbo-petrol, 1.2-litre GDi petrol and 1.5-litre diesel engine options. Transmission options include a 6-speed manual and a 7-speed dual-clutch automatic.

The Curvv.ev comes with either a 45 kWh or 55 kWh battery pack, offering a range of 502 km and 585 km, respectively. 

Source: Autocar India

After spending about 2 hours driving it through city traffic, highways, and even a few rough patches that naturally come up on our roads, I’m ready to share my detailed impressions

BHPian dhruvritzed recently shared this with other enthusiasts:

Finally got to test drive the much-awaited Tata Curvv Turbo Petrol this weekend, and I must say—it’s a head-turner! After spending about 2 hours driving it through city traffic, highways, and even a few rough patches that naturally come up on our roads, I’m ready to share my detailed impressions.

Exterior Design – Coupe SUV that really turns heads

The Curvv’s design is easily one of its biggest highlights. The coupe-SUV silhouette gives it a distinct road presence, and Tata has nailed the styling with sharp cuts and flowing lines. The sloping roofline and flush door handles add a futuristic vibe, while the connected LED tail lamps look especially striking at night.
The 18-inch diamond-cut alloys (top variant) fill up the wheel arches nicely, but they do make you wonder about ride comfort (slightly stiff). Ground clearance looks decent, and the front grille-less design gives it a clean EV-like aesthetic, though the one i was driving was a petrol.

Interiors – Premium feel but Some practicality Concerns
Step inside, and the cabin does feel upmarket. The burgundy leatherette seats (top-spec variant) add a premium touch, and the dashboard design is sleek with a layered effect. The dual-screen setup—a 10.25-inch infotainment system(now an expectation) and a digital instrument cluster—looks modern and is fairly responsive.
What I liked:
● Soft-touch materials on the dash (rare in this segment).
● The panoramic sunroof makes the cabin feel airy.
● Wireless charging pad + ventilated front seats = urban luxury.
What could improve:
● Rear-seat headroom is slightly compromised due to the sloping roofline—tall passengers
(6ft+) might feel cramped.
● The floor is a bit high, affecting under-thigh support at the back.

Driving Experience – Punchy Yet Refined
Motor, probably one of the better ones I drove the new 1.2L turbo petrol with the 7-speed DCT. Here’s how it performed in different conditions:

1. City Driving:
The DCT gearbox feels smoother than Tata’s older AMTs, making stop-go traffic less stressful. The turbo kicks in just past 2,000 RPM, and it’s quick off the line. I barely needed to switch to Sport mode in city driving—it has enough grunt even in City mode, should be a default mode for most. DCA is mostly in the right gear, top gear I saw mostly above speed of 70.
2. Highway Drive:
I switched to Sport mode on the e-way and it was wow! The turbo-petrol felt alive—overtakes were effortless, and the engine stayed responsive even above 100 kmph. Stability was excellent at higher speeds, and there was minimal body roll, thanks to the stiff suspension setup.
3. Handling & Braking:
The steering felt light at low speeds, making U-turns easy, and weighed up nicely as speeds increased. The all-wheel disc brakes provided sharp and confident stops—especially useful when tackling sudden slowdowns on highways, in city they felt fine with all of those rickshaws in front of me.
Ride Quality – Mixed Feelings considering the CSUV expectations.
The suspension leans towards the stiffer side, which helps with stability but does make sharp bumps and potholes noticeable, especially with the 18-inch wheels. On smoother roads, it glides effortlessly, but on broken patches, you feel some thuds inside the cabin.
I’d recommend trying the variant with 17-inch wheels for those prioritizing comfort, I would certainly pick that.

Fuel Efficiency – Turbo Punch Without Guilt?
Managed to get around 13.5 kmpl during mixed city driving and close to 15-16 kmpl on highways with a light foot. Not bad for a turbo-petrol with this level of performance. Of course,
mileage will drop if you spend too much time in Sport mode. Cruise control does help get unreal numbers but i could only test it for a short while.
Tech & Features – Modern & Loaded
Tech-wise, the Curvv doesn’t disappoint. Some features I loved during the drive:
● 360-Degree Camera: Invaluable for parking in tight city spaces. With the width of this car, it really helps.
● ADAS Suite: Lane-keep assist worked well on the highway, and adaptive cruise control
felt intuitive. This was my first experience of ADAS from TATA and i couldn't really get used to it as my instinct doesn't allow me to just leave to it.
● Audio System: The 9-speaker JBL system is excellent—great bass and clarity, even at
higher volumes. One of the few good systems in this price bracket.
● Regenerative Braking Modes: Although more useful in EVs, the Curvv offers regen braking paddles even for the petrol variant. Helps on descents and feels futuristic, probably preparing us early for the EV's.

Misses – Where the Curvv could Improve
No car is perfect, and the Curvv does have areas that might make buyers think twice:
● Rear visibility is limited due to the sloping roofline—thankfully, the 360-degree camera compensates.
● Rear-seat space and comfort are not the best in class. Taller passengers may not find it ideal for long journeys.
● Ride quality on broken roads could’ve been better—probably the trade-off for sporty handling, it thumps through rather than glides through.
Verdict – Worth It?
After the test drive, I can confidently say the Tata Curvv Turbo Petrol is a solid package for someone looking for style, performance, and modern tech. It stands out in design and features.
Personally, I’m seriously considering booking it.
As far as I know, there are a few good deals available, let's see if they are so good that I can close one.

Here's what <strong >BHPian agambhandari<span > had to say in this matter:

I have to agree. Curvv is selling well in my city and it does turn heads. The rear 3 quarters look is polarising but can't deny that it does look good with the big wheels.

DCA should be a nice option for the city. Would be interesting to compare the new GDI engine and the Curvv EV back to back to see which makes more sense.

Meanwhile, here's <strong >BHPian Lego28<span > recently comment:

Kudos for the unbiased feedback. Call it as unorthodox or polarizing, but I personally love the coupe esque design.

Except this Rear visibility and rear seat issue, a generic issue with this design.

Here's what <strong >BHPian vipul_singh<span > had to add to the discussion:

Succint review, I must say. You have captured the points well. The Curvv, indeed, breaks the mould when it comes to Indian car design. Can be called a trendsetter.

Kinda related to that swooping design, what are your thoughts on overall rear seat comfort and body support for longer journeys? Is it still a workable car for that purpose? I understand that the room is a bit tight.

One of my friends is considering it as a daily driver and he loves to travel on the highways with grown up kids in the back. Hence asking.

Check out BHPian comments for more insights and information.

The car did garner a small group of enquirers who had come to buy either the Punch or Nexon.

BHPian ghodlur recently shared this with other enthusiasts:

I recently visited the Tata Showroom in Pune for some work related to Harrier and checked out the new Curvv. The car did garner a small group of enquirers who had come to buy either the Punch or Nexon.

My observations:
1. The car does have a road presence as per me.
2. The boot is huge
3. Didn't like the XUV 700 type door handles, felt they could be prone to some rough handling.
4. The interiors are good

Check out BHPian comments for more insights and information.

The SUV coupes get 6 airbags, ESC, seatbelt reminder, pedestrian protection, and ISOFIX as standard.

The Tata Curvv and Curvv.ev have been awarded a 5-star rating by Bharat NCAP. The SUV coupe scored 29.50 points for adult occupant safety and 43.66 points for child occupant protection, while the Curvv.ev scored 30.81 points and 44.83 points, respectively.

As per the test report, the Tata Curvv offered good protection to the head, neck, chest, and upper legs of the driver and passenger in the frontal offset barrier test. The SUV offered good protection to the head and abdomen in the side movable barrier test, whereas the side pole impact test showed good protection to the head, chest, and abdomen.

The Curvv.ev offered good protection to the head, chest, and legs of the driver and passenger in the frontal offset barrier test. The electric SUV offered good protection to the head and abdomen in the side movable barrier test, while chest protection was rated as adequate. The car offered good protection in the side pole impact test.

The Tata Curvv and Curvv.ev come loaded with a range of safety features. The SUV coupes get 6 airbags, ESC, seatbelt reminder, pedestrian protection, and ISOFIX as standard. 

My current drive is a Next Gen Diesel Verna, and there is pressure from family for a change. Now the problem is: ICE / EV?

BHPian abg recently shared this with other enthusiasts:

I have checked out the EV and ICE versions earlier and was impressed. I liked the styling, except the front grill of the EV. The Harrier look of the ICE version is more attractive. The EV front is uninspiring in my opinion.

Interior felt nice, dash and seat materials are of good quality. The EV's interiors felt better than those of ICE, I didn't like the choice of maroon red. Black upholstery would have been a better choice, just like Altroz?

Space was not a problem in front or back for both versions. I am just 5' 6" and the tallest guy in my family, that helps! Seats are firm enough. Features are more than enough. I was impressed with the head unit and music quality. The display is crisp and very responsive.

My current drive is a Next Gen Diesel Verna, and there is pressure from family for a change. My constraints / requirements are:-

• My average usage is about 25,000 km annually, 55% highway, 30% winding ghat sections and 15% City (Bangalore!).
• I get free charging (slow) at my office parking.
• Set limit for highway usage is 400 ~ 425 km max in a day.
• Family is just 3 of us including 11 year old kid.
• There will be some annual trip that covers about 1000 km, but those are generally well planned ahead.
• Car is a necessity, so cannot afford it spending days together in repair mode.
• Convincing family about buying TATA is not a problem, in fact they prefers TATA over Maruti or Hyundai. But they have some fixation on new Safari.
• I like the Safari, but I am afraid it would be a pain to drive in narrow single lanes (and overtake slow-movers), so I am not keen on it.
• There is always this fear of something going wrong with new technologies.
• I am comfortable with TATA quality (my experience is limited to Altroz only) and service (so far). No quality issues at all for my Altroz DCA (20,000 km in 2 years) and all the regular service visits were very pleasant.

Now the problem is: ICE / EV? Please help me conclude!

As a note, I must mention that I am addicted to driving the diesel Verna. I have driven about 1,35,000 km over 5 years, still gives me mileage of 22~26 kmpl and never fails to put a smile on my face every single time I taker her out. So the expectations are high...

Check out BHPian comments for more insights and information.

The 1.2-litre engine is quite revv-happy and most owners will like the punchy nature of this GDI motor. Throttle response is sharp and power delivery is linear.

Driving the Tata Curvv 1.2L Turbo-Petrol GDi 6-speed MT

The 1.2-litre 3-cylinder turbocharged petrol is called the 'Hyperion' engine. It features gasoline direct injection and makes 123 BHP and 225 Nm. We got to drive the 6-speed manual transmission variant:

We’re familiar with Tata’s 1.2-litre 3-cylinder Revotron petrol engine from the Nexon and it may seem that the Hyperion engine is the same with gasoline direct injection added to it. However, engineers from Tata have confirmed that it’s not. This is almost like a newer generation of the engine with a lot of modifications to the older Revotron engine. In fact, this is the first ever Tata engine to feature gasoline direct injection and has a 350 bar injection system. The engine produces 123 BHP @ 5000 rpm and 225 Nm @ 1750-3000 rpm. The engine also features something called a ‘Torque Rush’ which bumps up the torque to 250 Nm in short bursts as needed in Sport mode.

The engine has an all-aluminium structure with additional ribs for better structural integrity and an integrated aluminium oil sump. It has an electronically actuated variable geometry turbocharger and a closed couple exhaust after-treatment system. The system has a 3-way conversion catalyst at the front along with a 4-way conversion catalyst at the rear. The exhaust valves are liquid sodium cooled for durability. Even the pistons are friction-optimized with steel ring carriers. For the gearbox, it comes incorporated with machine learning for better shifts and also launch assist which assures smooth take off on gradient and high altitudes.

Let’s jump from all the technical jargon to the driving experience. Luckily, this time around I got to cold start the car. Upon firing up the 3-cylinder engine, you can feel mild vibrations in the cabin. It takes a few minutes for the vibrations to settle down and once the engine is warmed up, you can appreciate the refinement of the engine. Take your foot off the light clutch and the car crawls forward smoothly. Tata car clutches have this peculiar trait that it takes some time to get used to. The clutch bite isn’t smooth and you feel a jerk while engaging and disengaging. You have to spend some time with the car to get a hang of the clutch and drive smoothly. This trait was present in the first-ever Nexon as well and you’d expect Tata to have worked on this to make the drive experience smoother, but sadly that’s not the case. Especially when other cars in the segment have a more user-friendly clutch.

The 1.2-litre engine is quite revv-happy and most owners will like the punchy nature of this GDI motor. Throttle response is sharp and power delivery is linear. What’s better about the non-GDI engine is that the bottom end has improved. The engine doesn’t feel dead at low RPMs unless you’re purposefully lugging it. There’s enough grunt at low RPMs and the turbo kicks in at ~ 1,750 rpm. You do need to be careful of one aspect though. If you are someone who likes to lug the engine and keep it at low rpm a lot, you will tend to stall the engine. Thanks to the dual mass flywheel, the engine is more prone to stalling than the non-GDI engine which has a single mass flywheel. But apart from that, the engine has enough power to get around the city and keep up with the traffic easily.

Get on the open roads and you can extract the performance out of the Curvv. As mentioned earlier, the engine is revv happy, but this is not a high-revving engine. It starts pulling from as low as 2,000 rpm and has a good punch in the mid-range. This is good enough for overtakes on the highways. The engine pulls strongly till 5,000 rpm beyond which it starts to flatten out and the revv limiter kicks in at just under 6,000 rpm. The fuel cut-off is also sudden, so it’s best if you upshift at ~4,500-5,000 rpm. Thanks to the tall 6th gear, the Curvv can cruise on the highway at 100 km/h at ~2,200 rpm and 120 km/h is seen at ~ 2,500 rpm. And while you can manage to overtake cars while in 6th gear, it’s best to drop down a gear for a quick overtake.

Like all the Tata cars, there are 3 drive modes. A big relief here is that the typical Tata call when you change the drive mode is now gone! No more “Sport Drive Mode Activated”.

City Mode - The default mode. The car always restarts in this mode, no matter what mode you last drove in. It's great for driving in the city as well as on the highway. Strikes a good balance between power and economy.

Eco Mode – This is supposed to be the most fuel-efficient mode. In this mode, the throttle response is muted in comparison with the City mode. It doesn’t really make the drive smoother and you feel sluggish while driving. You can engage this on the highway when you’re cruising at a constant speed and won’t be overtaking a lot.

Sport Mode – The difference in this mode is quite noticeable and throttle response is sharper in comparison. Drivability is in fact good in Sport mode and you won’t even feel it to be excessively jerky while driving around in the city. This is also the mode in which you have the extra 25 Nm of torque available in short bursts.

As mentioned earlier, the clutch isn’t one of the nicer units in the segment. It’s almost like an on/off switch rather than something you can modulate for a smoother drive. This makes driving the MT smoothly a difficult affair. The 6-speed manual gearbox has longish throws and enthusiasts will like shorter throws. The good thing is that the gearbox is sure-slotting.

Noise, Vibration & Harshness (NVH)

The turbo-petrol GDI is definitely more refined than the non-GDI engine, but doesn’t really set new benchmarks in the segment. You can still feel the vibrations on the gear lever while driving normally. This increases when the engine is at higher RPMs. Overall the refinement is good, but could’ve been better. The wind noise and tyre noise are also kept in check.

You get an insulation sheet under the hood:

Mileage & Fuel Economy

Tata hasn’t revealed the fuel efficiency numbers of the Curvv Hyperion engine. But given that it’s a turbo-petrol engine, it is sensitive to throttle inputs. So, drive with a heavy foot and you will drain the fuel tank faster.

The Curvv has a 44-litre fuel tank and is E20 compatible:

Driving the Tata Curvv 1.5L Diesel 7-speed Dual-Clutch AT

The 1.5-litre diesel engine is heavily updated and makes 116 BHP and 260 Nm torque. It has been named the 'Kryojet' engine and Tata claims that very little has been carried forward from the old 1.5-litre Revotorq diesel engine that we’ve seen in the Nexon:

The Kryojet diesel is a 4-cylinder turbocharged engine that makes 116 BHP @ 4,000 rpm and 260 Nm @ 1,500-2,750 rpm. What’s unique about the Curvv’s diesel engine is that it is available with a 7-speed dual-clutch automatic transmission. Only the Hyundai Creta and Kia Seltos were offering an automatic with a diesel engine and the Curvv will likely take a piece of that share. Tata has gone with the 7-speed dual-clutch automatic from a Belgian company named ‘Punch Powertrain’. This is a wet clutch pack which is more sensible for the Indian climate. It also has machine learning software that optimises transmission behaviour based on its diagnostics and analysis of parameters. It also has self-healing technology.

At idle, there are mild vibrations and you can hear the diesel clatter inside the cabin. Slot into D, take your foot off the brake pedal and the Curvv crawls forward smoothly without any throttle input. With a light foot on the accelerator, the transmission moves up the gears quite smoothly. This is good for driving around in the city when in bumper-to-bumper traffic. This is a big step up from the jerky AMT that Tata had with the Nexon diesel. Build up some speed and some flaws of the DCT start to show. If you’re in Economy mode or City mode, the gearbox is always looking to be in a higher gear. Get off the throttle for a bit and you’ll see the gearbox go up a gear and it won’t hold on to a particular gear. This can get annoying when driving around in the city as you’ll see a lot of shifts happening. Moreover, the shifts aren’t extremely smooth like you would see in say a VW-Skoda dual-clutch automatics. You do feel the upshifts and when coming to a halt, you also feel the downshifts with a slight jerk.

Take the car out on the highway and you will enjoy cruising in the diesel automatic. You can get up to cruising speeds quickly and the engine spins comfortably at 1,750 rpm at 100 km/h and 2,000 rpm at 120 km/h. It’s important to know that this transmission is tuned for comfort and not for performance. It’s best if you drive it in a sedate manner. While the engine has a good amount of power and packs a punch in the mid-range, the gearbox limits the performance. If you are in the mood for some enthusiastic driving, you will have to switch to Sport mode where the transmission holds on to the gears a bit longer. The engine comes into its stride at 2,000 rpm, but the gearbox doesn’t allow the engine to revv beyond 3,750 rpm. That’s a very narrow power band. You can use the paddle shifters to engage manual mode, but even here, the transmission won’t allow you to go beyond 3,750 rpm. In kickdown mode, the gearbox drops down a gear or two, but it’s not very aggressive. It’s best if you switch to manual mode (via paddle shifters) and drop down a couple of gears for a quick overtake. Note that the paddle shifters are slow to respond. It takes ~ 2 seconds for the gear to engage after you’ve selected it. Engine braking also isn’t very strong with manual downshifts. To cancel the paddle shifter manual mode, you have to engage ‘D’ once again by pushing the gear lever down.

Overall though, driving in the city is a comfortable affair thanks to the convenience of an automatic and the size of the car. For someone looking for an automatic to occasionally drive around in the city and cruise on the highway, this diesel dual-clutch automatic option makes a lot of sense.

Like the petrol Curvv, the diesel engine also gets 3 driving modes –

City Mode - The car always restarts in this mode, no matter what mode you last drove in. It's great for driving in the city as well as on the highway. The throttle response is good, but the shifts are noticeable in this mode – upshifts and downshifts as well.

Eco Mode – The engine and gearbox are tuned to extract maximum fuel efficiency in this mode. The throttle response is dulled in comparison with the City mode and the gearbox is looking to jump to the highest gear possible. It doesn’t really make the drive smoother and you feel sluggish while driving. Surprisingly, the gearshifts are smoother in the Eco mode and if you want to drive around smoothly in the city, you can switch to this mode.

Sport Mode – The difference in this mode is quite noticeable and throttle response is sharper in comparison. The transmission holds on to the gears much longer in comparison with other drive modes. This is the mode you will want to be in when you want to drive enthusiastically.

Noise, Vibration & Harshness (NVH)

In direct comparison with the 1.5-litre Revotorq engine, the NVH levels have improved. The engine is not as noisy on the outside and the refinement has improved on the inside as well. You can hear the diesel clatter above 2,000 rpm and the engine gets loud above 3,000 rpm. It’s not a good sound either, so neither you nor the passengers will be happy to hear the engine sound at high RPMs. While cruising, the wind noise and road noise are kept in check.

Mileage & Fuel Economy

Tata hasn’t revealed the exact fuel efficiency numbers for the diesel engine. It has a 44-litre fuel tank and the engine should be fairly efficient like the previous generation Revotorq diesel. We will have to wait for the ownership reports for the real-life fuel economy of the diesel engine.

Note that the diesel engine doesn’t have an AdBlue tank:

Suspension

Ride Comfort

The Curvv rides on McPherson strut suspension up front and a twist-beam rear. Having driven the Curvv EV just recently, the difference in suspension is quite evident. The Curvv is comparatively softer and the ride is more comfortable. There is an underlying stiffness to the suspension which you can feel at low speeds. Another contributing factor is also the 18-inch alloy wheels which make the ride stiff. The suspension handles bad roads well and the suspension works silently. Big potholes however make themselves felt in the cabin with a noticeable thud. Over a bad patch of road, there is side-to-side movement in the cabin.

Handling & Dynamics

Straight-line stability is good on the Curvv and the passengers will be comfortable at highway speeds. The vertical movement at high speeds is well controlled thanks to the stiffness of the suspension. It doesn’t iron out the road irregularities completely on the highways though. Expansion joints and road bumps are felt in the cabin. When it comes to handling, the chassis feels well balanced and you can push hard through the corners. The turn-in is sharp and the car holds its line well. The body roll is kept in check too. The 215/55 R18 Goodyear tyres provide decent grip, but squeal when pushed hard. You should consider switching to grippier tyres if you want to do some enthusiastic driving.

Steering

The steering is nice and light in the city and weighs up adequately on the highways. The Curvv steering has a peculiar character where the resistance increases with the steering angle. This is primarily done to avoid crossing over of arms and works fine. Some drivers prefer consistent feedback from the steering. Notably, the steering on the diesel car was heavier thanks to the heavier front end. Overall, this is a decent steering setup and thankfully not a completely disconnected EPS as we see in some cars.

Braking

All-wheel disc brakes are offered only on the Accomplished and Accomplished + variants. All other variants get drum brakes at the rear. We drove the all-wheel disc brake variant and it had excellent stopping power. The car sheds speed effectively and the pedal feel is progressive too.

Niggles & Problems

The Curvv is loaded with features and the chances of things going wrong are also high, unfortunately. Our petrol test car had had alignment issues and was pulling towards the left. Then the front parking sensors kept going off randomly when there was nothing in front of the car which was irritating. These were just some of the things that we faced in our car. We highly recommend that you do a thorough PDI and make sure that your car is free of any niggles or issues. Also as always, we recommend that you get the 2-year or up to 1,25,000 km extended warranty over the standard warranty of 3 years or 1,00,000 km.

Continue reading the discussion on the 2024 Tata Curvv on our forum.

Straight-line stability is good on the Curvv and the passengers will be comfortable at highway speeds. The vertical movement at high speeds is well controlled thanks to the stiffness of the suspension.

Tata Curvv Pros

• Coupe SUV styling is unique & a great differentiator. Grabs attention on the road
• A good overall package that’s priced competitively against rivals like the Creta, Seltos, Kushaq, Taigun, Hyryder and Grand Vitara
• 123 BHP GDI turbo-petrol and 116 BHP diesel, both, offer satisfactory performance
• Multiple engine + gearbox options = there’s something for everyone.
• All 3 engines are offered with a dual-clutch automatic too! The DCT is far, far smoother than the AMTs
• Sorted road manners & high speed stability
• 500-litre boot is accommodating enough for family holiday luggage
• Long list of features includes flush door handles, powered tailgate with gesture activation, 9-speaker JBL audio system (sounds really nice!), panoramic sunroof, recline adjustment for rear seats and more
• Loaded with safety tech like level 2 ADAS, 6 airbags, all-wheel disc brakes, ESP, front parking sensors, 360-degree view camera, TPMS, hill hold assist & hill descent control

Tata Curvv Cons

• Suspension has a firm edge to it due to 18-inch wheels (top variant). Ride is liveable, but you do feel the bad roads underneath you. 17” wheel lower variants could ride better
• While the engines offer good performance, the manual and DCT AT gearboxes aren't tuned for enthusiastic driving
• Backseat is suitable for 2 adults and not 3. Headroom is limited (due to the coupe styling)
• Build quality and fit & finish – while being satisfactory - have room for improvement
• Rearward visibility is poor, as is the case with most Coupe-SUVs
• A few missing features like telescopic adjustment for the steering wheel, cupholders for front passengers, a rear sunshade…
• Tata's after-sales service quality is a hit or miss. Remains a gamble
• It's a brand-new Tata launch, so the probability of niggles is high, especially in the initial batches

Read Team-BHP's detailed Tata Curvv Review.

The new 1.2-litre GDI petrol engine paired with the 7-speed DCA is only available in the higher trims.

Earlier this week, Tata Motors launched petrol and diesel variants of the Curvv. A dual-clutch automatic transmission is available in multiple variants with all three engine options, with prices ranging from Rs 12.50 lakh to Rs 19 lakh (ex-showroom).

The Tata Curvv is available with the familiar 1.2-litre turbo-petrol and 1.5-litre diesel engines from the Nexon and an all-new 1.2-litre GDi Hyperion engine. The new direct-injection turbo-petrol unit produces 123 BHP and 225 Nm. It is paired with a 6-speed manual and a 7-speed dual-clutch automatic transmission. The 7-speed DCA is also available with the 1.2-litre turbo-petrol and 1.5-litre diesel engines.

The 1.2-litre turbo-petrol DCT is available in six variants: Pure+, Pure+ S, Creative, Creative S, Creative+ S and Accomplished S, while the 1.5-litre Diesel DCT is being offered in Pure+, Pure+ S, Creative S, Creative+ S, Accomplished S and Accomplished+ A trims.

The new 1.2-litre GDI petrol engine paired with the 7-speed DCA is only available in the higher trims. These include the Creative+ S, Accomplished S and Accomplished+ A.

Tata Curvv DCT variant-wise ex-showroom prices:

1.2L Turbo Petrol DCT

• Pure+ - Rs 12.5 lakh
• Pure+ S – Rs 13.2 lakh
• Creative – Rs 13.7 lakh
• Creative S – Rs 14.2 lakh
• Creative+ S – Rs 15.2 lakh
• Accomplished S – Rs 16.2 lakh

1.5L Diesel DCT

• Pure+ - Rs 14 lakh
• Pure+ S – Rs 14.7 lakh
• Creative S – Rs 15.7 lakh
• Creative+ S – Rs 16.7 lakh
• Accomplished S – Rs 17.7 lakh
• Accomplished+ A – Rs 19 lakh

1.2L GDi Petrol

• Creative+ S – Rs 16.5 lakh
• Accomplished S – Rs 17.5 lakh
• Accomplished+ A – Rs 19 lakh