Tata Tiago Electric: Our observations after a day of driving | Daily News Byte


If you’re wondering how it compares to the Tigor EV with the torque deficit, don’t worry. The Tiago EV has a similar driving feel due to its lighter weight (86 kg lighter) and engine tuning.

Drive the Tata Tiago EV

The car we got to drive was a convertible with a 24kWh battery. It has a Permanent Magnet Synchronous Motor that puts out 74 BHP and 114 Nm of torque:

Before we get to the driving part, let’s get some basics right. There are 3 main components in an EV – battery, motor, and controller/motor. The battery is what stores energy and the motor is what uses that energy to move the car. The controller/charger converts the energy from the battery into a usable form to power the motor. In more technical terms, the power grid from your home or charging station is usually AC current. Lithium-ion batteries can store electrical energy in DC form. So while charging, there is an AC/DC converter that will convert the grid’s AC to DC and store it in your car’s battery. The DC fast chargers you see usually have an AC/DC converter built in, which is how they can charge your car battery faster. The controller usually sits on top of the motor. In the case of the Tiago EV, the controller and motor are placed under the cover.

The Tiago EV shares powertrains with the Tigor EV. However, there are a few differences. The torque level is reduced by 56 Nm in the Tiago EV. Both have a 0-60km/h time of 5.7 seconds, although the Tigor EV is heavier. The tuning is different in both cars and it is worth noting that the maximum motor rpm of the Tiago EV is higher than that of the Tigor EV. Now, let’s go to the driving part. People driving an EV for the first time will get used to the eerie silence after pressing the start/stop button, but it only takes a few times to feel comfortable. There are 4 transmission modes to choose from – D, R, N, and S. ‘D’ mode is designed more for city driving conditions, while ‘S’ mode is when you need extra power (at the expense of FE, which. in this case, is the charging level). The rotary dial for the transmission mode is not very intuitive and traditional AT gears with slots would be preferred. Tata has integrated their previous electric cars with useful features to go with this rotary transmission dial. Say you’re at a traffic light, you don’t need to shift to ‘N’ and pull the handbrake. You can only pull the handbrake in ‘D’ mode and the creep function is disengaged, so the car will not move. Good integration, but customers will need to be educated about this.

As a safety feature, the car will start in “N” mode. Engage D, take your foot off the brake pedal and the Tiago EV off the line in a perfectly smooth manner, crawling at a speed of 6 kilometers per hour. It is very linear and without any jerks. Driving around in “D” mode within the city is very convenient. No clutch, no gears, no turbo lag & no noise means even a new driver will seem like a smooth one. The motor has enough torque, but it is used conservatively in “D” mode for a smoother driving experience and to increase the driving range. Think of “D” as “ECO”. Performance in D mode is decent, but that’s it. You won’t have any problems keeping up with city traffic and the power is sufficient for daily commutes. When you want to accelerate suddenly from say 40 – 50 km/h, you will feel the lack of power & feel the 1.2L NA fuel! If you want faster acceleration, just switch to “S” mode and you will see a big difference in the way the power goes down. Throttle response is much sharper and you get a surge of strong power. Added bonus = in “S”, you will see the power meter on the left showing a red line at the limit (through 3 red bars), just like a normal countdown timer.

Out on the open road, the D model is sufficient for normal drivers. You can cruise comfortably on the highway. However, if you want to perform an overtaking maneuver quickly, the S mode comes in handy. You’ll also find yourself engaging in “S” mode whenever you’re in the mood for fun. The Tiago EV feels fun in Sport mode, even on the open road. Power is delivered strongly up to 100 km/h, then it starts The tree fell. The top speed of the Tiago EV is limited to ~120 kmph and the progress from 110 – 120 kmph is relatively slow. It must be added that electric cars are not good at high speed cruising, from the point of view. Drive continuously at 110 – 120 km/h in “S” mode and you will see the battery level drop alarmingly fast. That’s one of the reasons you’ll see most EVs driving 80 – 90 km/h on the highway in the middle lane. If you’re wondering how it compares to the Tigor EV with the torque deficit, don’t worry. The Tiago EV has a similar driving feel due to its lighter weight (86 kg lighter) and engine tuning. Overall, it’s an easy car to drive in the city and on the occasional inter-city highway trip at 80-100 km/h.

Regenerative Braking

Remember when we said that Tata is improving its cars based on customer feedback? Here is an example. The Tigor EV we drove last year did not have adjustable brakes. The Tiago EV gets this feature and the latest Tigor EV has also been updated with the addition of adaptive braking. How to become a member of Tata Motors! There are 3 levels of recovery that you can choose from. You can also turn it off completely and depend on the brake for stopping the car. Driving with a maximum level 3 recovery, you can feel your head when you lift the accelerator. It’s good for maximum range, but not good for smooth driving. You can switch to level 1 or 2 for a smooth reduction in lifting. Driving one pedal is very possible in the city with level 3 regen because the deceleration is quite strong. However, the car will not stop completely. It will crawl forward and you have to use the brakes to stop it. This is again a personal preference and we are told that according to customer feedback, Tata will or will not change in the next update. This change will only be a software update, so it can be integrated seamlessly. Simple.

The thought combination is that in recovery level 3 and sometimes in level 2 (if the deceleration is strong), the brake lights light up so that the rear car knows that the Tiago EV is slowing down. Another point to note is that level 3 recovery will not be strong when the battery percentage is 85 and above. It will show that the car is in level 3, but it will not be very slow.

Noise, Vibration & Harshness (NVH)

Well, no engine noise for starters! The only sound that came out was the vibration of the electric motor. No gears and minimal mechanical parts mean no jerks or vibrations. On the highway, the tire noise starts to squeal into the cabin before 80 km/h. You’ll hear it more because there’s no engine noise to drown out some of it.


Range concerns are a big concern for EVs. However, it’s only when you’re pushing a heavy car that you’ll notice the range and battery percentage drop at a faster pace. Tata Motors claims that under standard test conditions the Tiago EV has a range of 315 km, but under normal driving conditions, you can expect a range of ~200 km. This is enough for those who intend to drive mainly in the city.

The distance displayed on the MID varies according to the driver’s previous driving style. Therefore, we cannot depend on the range readings in our tests. There is another useful piece of information on the MID next to the speedometer labeled ‘AEC’ which stands for Average Energy Consumption and has a Wh/km reading. We got about 140 Wh/km with ~60% driving in S mode and 40% driving Quiet with the highest restoration. If you want to calculate what translates into range, just divide 24,000 (24 kWh battery capacity) by the AEC reading. In this case, we get ~171 km of distance, which is not considered The amount of time we spend in S mode. Keep the AEC numbers close to 120 Wh/km and that should translate to ~200km of range which seems doable.


Tata Motors has worked with its sister company, Tata Power, to improve the level of charging infrastructure. Also, there are many independent players popping up with charging stations everywhere. That said, we can tell you that the best place to charge your EV is at home. The cheapest + the most convenient. At an average price of Rs. 8 per unit, you will pay Rs. 192 for a full tank at home. Approximate charging time (10% to 100%) from a 15A plug is about 8.7 hours. You can opt for a 7.2kW AC charger at your home or office for Rs 50,000 to reduce charging time. Fire for 3.6 hours. The DC fast charger will charge from 10% to 80% in less than an hour.


Comfortable ride

The Tiago EV gets a MacPherson strut suspension system with two-way struts at the front and a twist-beam suspension at the rear. It rides on 14-inch rims shod with 175/65 tires. The recommended tire pressure rating is 33 PSI total.

Like most petrol cars that convert to electric, the Tiago EV’s suspension has been stiffened due to the heavy battery it carries. You will notice a firmer suspension as soon as you start driving. On some uneven roads in the city at slow speeds, there is little movement in the cabin and sometimes it feels a bit cramped. However, the suspension is quite absorbent at low speeds and you can carry some speed over rough roads. You feel more of the road in the Tiago EV, but still, the ride quality is usable and consistent enough on most city roads. It’s just a really big bump that comes in really hard, like a sharp road. On the other hand, the Tiago EV rides relatively flat on the highway. At high speeds, such as 100 kilometers per hour, you must be careful of road undulations and expansion joints.

Management & Dynamics

There are a few things that help the handling characteristics of the Tiago EV. First, it is a firmer suspension, and secondly, a heavy mechanism (battery pack + motor) that lowers the center of gravity. High speed stability is very good and you will run 110 – 120 km/h on the highway without feeling nervous at all.

Go on twisty roads and you’ll appreciate the firmer suspension. The car feels fast and you can carry good speed into corners. The suspension setup complements the chassis well and the Tiago EV holds its lines well. Changing the direction in the corner back is no problem at all. You’ll love how well-balanced the EV feels in corners. In comparison to the Tigor EV, you don’t have more weight on the rear axle, which is why it feels a tad bit more. Previously, I was concerned that the heavy battery might cause some imbalance, but we did not face any problems in our limited (acceptable) experiments. The only problem is the 175/65 rubber, which is meant for maximum expansion and not for pushing hard into corners. You’ll hear the tires squeal when the power comes out of a tight corner.


The electric power steering is a nice unit and very light at parking speeds. The turning radius of 5.1 m is user-friendly and you can easily maneuver the car with gentle inputs on the steering. It is weighted up enough that you gain speed. It is also typical of Tata steering where the weight is not added gradually. At ~50 km/h, you will notice that the steering wheel will suddenly become heavier. Very strange! EPS is dead and doesn’t have much feel or feedback from it.


The Tiago EV gets disc brakes at the front and drum brakes at the rear. Their performance, in general, is satisfactory. However, we feel that wider tires will definitely improve the car’s braking performance. Another pain point is that, like most EVs, the brakes feel rubbery and rubbery. It feels strange at first, but you will get used to it.

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