Tata has long owned an electric Tigor. The electric compact car exhibited at the 2018 Auto Expo was launched the following year, with a claimed cruising range of 142 kilometers. Although it was initially only used by commercial operators, it was later sold to private buyers.
It was updated shortly after, adding the option of a higher capacity battery, and the cruising range increased by 213 kilometers. Earlier this year, the facelifted Tigor EV was renamed Xpress-T and again restricted to commercial use only. The low-power version of Xpress-T also increases its claimed range to 163 kilometers.
The styling is the same as the regular Tigor, but with some EV-specific details
So, on the surface, this is just another update of Tigor EV. but it is not the truth. In the world of electric vehicles, greater power and greater range are more important. Not only does Tigor provide this, but where Xpress-T continues to use the company’s older 72V electrical system, the 2021 Tigor EV is now Equipped with 350V Ziptron electric vehicle system.
Then there is the price. Although not very cheap, Tigor EV is India’s most affordable private electric car at Rs 1.199 million. Xpress-T starts at 975,000 rupees, which is cheaper, but only sold to commercial operators. Then there are many things to see, so let’s start with the biggest change-the Ziptron power system.
The battery capacity of the new Tigor EV is 26kWh (for reference, Xpress-T has two sizes: 16.5kWh and 21.5kWh). It can be charged quickly, on a 25kW DC charger, it can be charged from 0% to 80% in 65 minutes, while a standard 15A plug requires 8 hours and 45 minutes.
With a larger battery, Tata claims that the ARAI-certified cruising range is 306 kilometers. Although we will pass our instrumented road test, our initial driving in Mumbai and its surrounding areas saw that for every 1% drop in the battery, we can drive 1.9 to 2.1 kilometers, so the estimated mileage is about 180 to 200 kilometers . This is not enough for remote weekend destinations, but it is certainly more than enough for daily urban use. Please keep in mind that if the battery power is less than 25%, the system power will be reduced to increase the cruising range.
The 25kW DC charger gets the battery power from 0-80% in 65 minutes.
Behind the steering wheel, compared to Xpress-T, Tigor does feel like a suitable electric car. The performance is better, but it is not as exciting as we expect bigger-yes, more expensive-electric cars. The initial impact of the momentary torque of the motor disappears, and the acceleration is smooth and very stable. Put your feet down and you will feel that the car’s system is carefully measuring its energy. The normal driving mode is only useful when you keep up with the pace of city traffic. If you want to go faster or even overtake, you must switch to the sport mode. The system makes full use of the 75hp, 170Nm motor to provide you with exciting acceleration.
Performance has improved, but it is not exciting.
Tata said they have adjusted the system to provide very precise acceleration-remember that this car will be used mainly in cities-of course, it can also keep charging. In our initial test, we timed a sprint of 0-100kph in sports mode for 14.88 seconds, and timed as slow as 29.28 seconds in driving mode.
|Speed (sports mode)||Tata Tiger Electric Car*||Tata Nexon EV|
|0-20km/h||1.97 seconds||1.51 seconds|
|0-40km/h||3.75 seconds||2.87 seconds|
|0-60km/h||6.08 seconds||4.36 seconds|
|0-80km/h||9.59 seconds||6.47 seconds|
|0-100km/h||14.88 seconds||9.30 seconds|
*Does not meet OurIndia testing standards
Braking energy recovery is available, but it is not as powerful as other electric cars, and the delay when the throttle is raised feels similar to a normal ICE car. The regeneration level is also not adjustable. The mild intensity is mainly due to the limited regeneration capacity of the smaller size motor.
Like motors, brakes also give a laid-back feel: they feel mushy and very uncommunicative, and will be caught when you press them. The braking performance is good, but in our detailed tests, it may show a longer braking distance due to the extra weight carried by the EV. On the other hand, the setting of the steering device is very good: it is easy to communicate in the city, light and relaxed, while still sturdy and reassuring at higher speeds. Rutting and bumps will not let it deviate from the track.
The ride, handling and stability are very good
Another highlight is the ride quality-it is very good, typical Tata (it can easily absorb most potholes and ruts). It does pass big heavy blows, but it doesn’t feel uncomfortable, and it’s generally comfortable to ride. Another advantage is that this will not come at the cost of processing. As we expect from the EV, the cornering is very flat and the body roll is minimal. The battery installed below helps keep the center of gravity low.
Turning is flat, the body roll is small
The grip of the 175-segment tires is also very good, enough to meet the requirements of most car owners for this car. The only complaint is that the tires are noisy when driving at high speeds, maybe additional insulation would be better. However, this adds weight, which is not what you want in an EV. Speaking of weight, Tata retains Tigor’s 4-star global NCAP crash rating on electric vehicles and is also commendable. In the event of a collision, the additional mass will increase the load on the body shell, so Tata redesigned some body points and also provided additional reinforcement to manage an additional 200 kg. This should also be taken into consideration when considering the increase in the price of electric vehicles.
The interior looks neat and tidy, similar to a normal car to a large extent, one difference is that the large drive selector knob replaces the gear lever. Although the rotary motion is easy to use, you cannot switch directly from reverse to drive, and vice versa. You need to go through neutral—waiting for the engagement buzzer—and then shift forward. This takes a second or two, but it is very annoying when you try to perform a quick three-point turn. However, the speed from driving mode to sport mode is very fast.
The cabin is basically similar to the standard Tigor; the main difference is the drive selector knob and the all-digital IP.
The instrument panel is also different, the dial is replaced by an all-digital display. It has commonly used lights and digital speed readings. Although there is no advanced EV-related information such as battery graphs, you can get mileage readings, regeneration level indicators, battery power and percentage, battery consumption readings that show Wh/km consumption, and a beautiful And the big driving style indicator.
Digital meter reading display range, regeneration level, battery power and battery consumption
Also unique is the EV-themed color details. Electric blue decorations are used around the dashboard, AC vents and seat fabrics. The stitching and three-arrow patterns look particularly beautiful. Plastic and overall quality do not reflect what you get in a car over Rs 1 lakh, but this is usually today’s electric car, and they are all priced lower than comparable ICE cars.However, on its own, the Tigor EV is good enough. It has some good devices, including touch screens with Android Auto and Apple CarPlay (even though it is 7 inches, it’s small by today’s standards), automatic AC, Harman with reversing camera, connected car technology and first-class sound quality
There is plenty of room around, with plenty of room for legs and head.
The seat is large and comfortable, but the cushion is very soft. The surrounding space is good, it is enough for most people, and there is enough head and leg room. The obvious difference in EV is in the trunk. When the battery is placed below, the floor is now raised and the spare battery has been moved inside. This reduces the trunk space from 419 liters to 316 liters, but it has to be said that the spare tire is neatly installed on one side and the available space is very useful. The ground clearance is not reduced either. At 172 mm, the EV is 2 mm higher than the ICE car.
The floor is raised, and a spare is installed inside to accommodate the battery below.
In terms of appearance, this electric car is similar to an ordinary car, with a beautiful and sharp appearance. The grille is replaced by a flat plate, with a small cooling trough underneath, and neatly embossed three arrows. There are also different alloy wheels, along with other areas such as the grille and bumper, with an electric blue tint and displaying its EV certificate.
Summary Tigor EV is a difficult task. First, it is electric and therefore expensive. Even with a healthy subsidy, like you get in Delhi, it is still more than 300,000 rupees higher than its gasoline AMT counterparts; therefore, it is best for those who run higher. According to our calculations, if you run about 1,000 kilometers a month, that is, about 45 kilometers a day, 5 days a week, it will take you about four years to recover the difference.
Then there is Tata’s own Nexon EV. The basic model of Nexon is only 100,000 rupees more, while the variants of similar equipment cost 200,000 rupees more. Nexon will attract some Tigor EV purchases with its larger size, greater power, and the attractiveness and advantages of SUVs. By.
But Tigor is not without its advantages or reasons. For those who run higher and can take advantage of more subsidies, this is a reason in itself. The changes in the powertrain undoubtedly make it the best version of Tigor: it retains the advantages of space, driving and safety, and replaces the lackluster engine to make the unit more stable and cleaner. Yes, the acceleration is very slow, but this is not the point of my guess. Tigor EV aims to be an easy-to-drive city commuter, and it performs very well.
The compact size is great in the city, the steering is light, the equipment is decent, and the performance is quiet and smooth. Its scope is also sufficient to satisfy daily urban life. In fact, if it surpasses Nexon EV in our test, we won’t be surprised. Therefore, it is powerful, clean and very safe; a car with good and noble intentions is just like the customer who bought it.