Altroz DCA: Tata brings hi-tech car to fill a gap
The Tata Altroz has been on the market for about two years. It has carved out a niche for itself and offers customers in the B+ Hatchback segment an attractive alternative.
The i-Turbo 1.2-litre petrol engine has been popular and has brought a much-needed element of fun to this segment. The design of the Altroz hasn’t aged well either and it’s still one of the best looking hatches available right now.
What it lacked was an automatic gearbox that could deliver the same level of refined performance as the rest of the package Altroz provided.
Last month, Tata Motors rectified that by launching the Altroz DCA – the dual-clutch automatic transmission version.
It’s a little odd that the company chose to launch the DCA over the lower-power version of the 1.2-litre Revotron petrol engine rather than the i-Turbo, but I suspect this pairing is also around the corner. should be.
But in the meantime, Tata Motors has chosen to launch one of the most technologically advanced dual clutch transmissions ever developed domestically.
Furthermore, it is said to be specially developed to handle the Indian operating conditions. This would also be one of the most accessible dual clutch gearboxes out there.
Dual clutch automatic transmissions essentially have one clutch for odd gears and another for even gears. So while one is on, the other is on standby, and this helps improve the speed at which it can be switched.
As such, dual-clutch transmissions tend to be sportier, more refined and able to handle higher loads. Usually these automatics are combined with spicy engines. Many are offered with handlebar-mounted paddles to match their sporty riding image.
But in the Altroz, the DCA isn’t currently offered with paddle shifters, nor is it currently paired with the spicier engine. Before we get into the performance aspect, here’s a little bit about the DCA gearbox itself.
Inside information
Tata Motors says the DCA is built differently compared to other dual-clutch transmissions and tuned specifically to handle different weather and environmental conditions.
To that end, it features a wet clutch with active cooling configuration to make it run cooler compared to a dry clutch.
The system would monitor the oil temperature 100 times per second to ensure optimum operating temperatures. There’s also a built-in self-healing mechanism, which Tata says protects against dust ingress by using vibration to remove any dust or debris that may enter the transmission beyond the standard filtration process.
The new DCA gearbox based on a planetary gear system is said to have received 45 new patents for its technology and would have a third fewer moving parts, delivering more reliable performance from a smaller package.
One of the new tech features that will help drivers experience the gearbox’s character beyond their term of ownership is the built-in machine learning algorithm.
The Altroz DCA could measure and learn driving behavior to better adjust transmission performance. Drive-by-wire technology isn’t new, even in the hatchback segment, but it’s good to see the Altroz DCA getting ‘shift-by-wire’, an inevitable addition to a fast-shifting dual clutch . Electronic shifting ensures that shifting takes place within 250 milliseconds.
Performance
All that technology loaded onto the gearbox certainly helps to deliver a transmission that stands out in terms of refinement and shifting character.
Unfortunately, the engine does not fit well with this gearbox. The test mule I drove around for a few days had the 1.2 liter Revotron petrol engine.
This 3 cylinder mill of 1,199 cc does not get the boost of a turbo and thus delivers a nominal peak power of 86 hp and a maximum torque of 113 Nm. The engine doesn’t show the typical gruffness one would expect from a three-pot mill, but it’s not snappy and fast like the i-Turbo.
Peak power is delivered at a high 6,000 rpm and ample torque also comes in at around 3,000 rpm, peaking at 3,300 rpm. So the engine easily sounds tense, as one tries to hit the accelerator in an attempt to get some push from the Altroz DCA.
Relatively quiet driving with a gradual build-up to highway speeds is no problem and that’s where the refinement of the gearbox comes into play.
Shifts are imperceptible and there is also opportunity for kickdowns to lower the gears when I need to overtake. But that should still be when the engine is in the mid-rpm range.
At city speeds, the engine reacts poorly and a quick overtaking attempt is difficult. This could have been solved if the controls had paddles.
There’s no sport mode to choose from either, but manual gear selection is possible with +/- inputs on the DCA gear lever, but even there the engine power just doesn’t deliver the quick peak performance I expected.
The gearbox works the ratios up and down with an efficiency bias. So gradual, metered throttle entry will be rewarded with a tendency for the transmission to upshift optimally, aiming to deliver that ARAI-estimated mileage of 18.18 kmpl.
The 6-speed dual clutch certainly manages to deliver economy, despite missing the start-stop function that the other petrol variants get.
Design and Features
The exterior design of the Tata Altroz DCA is identical to the manual transmission variants. Of course, some design elements will differ depending on the chosen version.
The Altroz is still a handsome hatchback with a stocky, wide stance and a chiseled, sharp design character. Tata’s signature shark nose on the front with the humanity line in chrome capturing a smiling fascia is still the dominant feature on the front of the Altroz DCA.
The large daylight opening (DLO), the docked door mirrors in piano black and the gradually rising beltline are the eye-catching pieces from the side. The rear is the most interesting piece of design for the Altroz with the 3D, split taillights sitting right at the edge of the hips, creating a layered look. Contrasting roof color and darkened elements in the lamps add more color to the design of the Altroz. The DCA decal is located on the bottom right of the tailgate.
At the time the Altroz was launched, the cabin was one of the best put together. It stays that way, even though there are a few hard plastic spots in the cabin.
The dashboard layout is sleek and there is even mood lighting that nicely emphasizes some elements, including the unique center console. The only dated bit in the cabin is the small infotainment screen, which looks more like a pop-up.
The seats are nicely upholstered and fitted with stitched upholstery. The 3-spoke, flat-bottomed steering wheel with multi-function buttons is also great to hold and use. The interior feels really spacious and the boot also offers 345 liters of storage space.
The DCA gearbox is offered with four equipment variants; all, of course, with the same 1.2-litre Revotron engine. The XMA+ DCA is the basic version and the XZA+ DCA is the top version.
The top-end gets decent trim levels and features, although some features, such as connected car technology, aren’t offered for any of the lower trim options. Safety features include two airbags, an automatic parking function and a host of other standard safety kits. The Altroz is, of course, the only Indian hatchback with a 5-star Global NCAP safety rating.
Bottom Line
Vending machines are fast becoming the choice of a large part of car buyers.
In all segments, no model today can do without an automatic transmission. The Altroz DCA will fill an important gap for the model line.
Dual clutch transmissions have a certain appeal in terms of performance and refinement and the DCA certainly manages to give a glimpse of what’s possible.
It’s the right fit for the Altroz, although I’d argue that the better engine for this gearbox would be the i-Turbo with its more luscious 110 horsepower.
Until then, buyers who are not focused on sporting performance but want a car with their Altroz can opt for the DCA.
Prices for the Altroz manual gasoline start at ₹6 lakh, ex-showroom. However, the base variant of the DCA is the XMA+ which is about one lakh more rupees at ₹8.1 lakh compared to the manual XM+ variant. The top-end XZA+ variant costs ₹9.6 lakh with a somewhat similar price difference to the equivalent manual transmission variant.
published on
Apr 15, 2022