Tata Tiago

Overview of the car




24 Mileage

35 Litres


5 Seater

2 Years / 1,00,000 Kms

Performance Metrics


Top Speed


0-100 kph


Turning Cycle
Tech Specs


1047 cc
Max Power
69 bhp
14.3 kgm
Number of Cylinder(s)


Wheel Base
2400 mm
Ground Clearance
165 mm
242 ltrs
Turning Circle
9.8 mtrs
Click to view the car dimensions chart

Suspension & Chassis

Front Suspension
Mc Pherson Strut with Coil Springs
Rear Suspension
Twist Beam with Dual Path Strut
Steering Type
Power Assisted (Electric)
Front: 155/80 R13
Rear: 155/80 R13
Front Brakes
Rear Brakes
Reviews and Video

Narain Says

There is an underlying firmness to the ride and vertical movements are sharper than what you’d get on the Bolt but the Tiago still rounds off the potholes very well also handles well thanks to the excellent overall grip.


Hormazd Says

The Tiago looks attractive, comes with plenty of equipment and has a cabin that could very well belong to a more expensive car. But the lacklustre engines take much away from what is otherwise a well-rounded package.

TorqueX Review

What you’ll like?

Value for money,Cabin design and quality

What you won’t like?

Engine vibrations

TorqueX Says

The Lacklustre Engines Take Away from An Otherwise Well-Rounded Car

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Autocar Review

Tata Tiago Review, Road Test

Tata Tiago

It’s been about two months since the Tata Tiago entered our long-term fleet, but every time I step into it, I can’t help but touch the roof and run my hand through the dashboard before I drive off. No, it’s not some kind of a nervous disorder, but a sense of deep admiration (and disbelief) I have for the Tiago’s top-quality cabin. Who would have believed that Tata could do quality? This maybe a budget car, but it feels anything but budget. Forget similarly priced rivals like the Maruti Celerio and WagonR, which are as posh as a cave in comparison, the Tiago feels more premium than even pricier cars like the Honda Brio and Toyota Liva. The plush seat fabrics, richly textured dashboard top and the woven roof lining are some of the quality bits that belong to far more expensive cars. In fact, the new Toyota Innova, which costs over four times as much, uses a cheaper knitted roof liner.

Yes, Toyota can get away with doing a few things on the cheap, whilst Tata, to win hearts, has thrown serious cash into the Tiago. And it shows – in the overall quality, in the sales figures and, sadly (for the shareholders), on the balance sheets too! I have to stop wondering how much Tata spent on the Tiago and get down to the business of driving it.

Tata’s all-new, all-aluminium, 1.2-litre, three-cylinder Revotron engine made its debut in the Tiago when it was launched in April this year, but somehow I’ve never warmed up to it. No doubt, it does the job quite well but as far as I’m concerned this engine is still a work in progress. Fire up the motor and it’s quite smooth, and it doesn’t rock on its mounts like a typical three-cylinder unit. It is fairly quiet too, and again, points to generous (and expensive) amounts of sound-deadening material used. My beef, however, is the hesitant power delivery, which has lots of flat spots and the odd hiccup at really slow speeds. It’s most obvious leaving home every morning when I have to cajole a cold Revotron up my steep exit driveway. Once it’s up to operating temperature, the Revotron improves, but the jerkiness at lows speeds – exacerbated by the ten-day Ganesh festival in Mumbai which dragged traffic down to a painful crawl – doesn’t go away. Poor calibration is the culprit and tuning the ECU further is something Tata needs to work at. 

Light controls make the Tiago easy to drive in heavy traffic.

Soldiering slowly up Peddar Road in third gear is my real-world test of any engine’s torque. The Tiago didn’t quite pass it with flying colours, which meant frequently downshifting to second. No, this isn’t a torquey engine with loads of grunt but if you don’t ask too much of it, you won’t find it underpowered either. It’s surprisingly responsive off the line and with gentle throttle inputs you can comfortably keep up with steady flow of traffic.

What the Ganesh gridlock also revealed is that the Tiago, despite being a relatively heavy car, is genuinely effortless to drive. On one of the Visarjan days, the 7km drive home took me over an hour, but the light and progressive clutch took the sting out of the awful bumper-to-bumper conditions. And unlike the Zest and Bolt which had no place to park your left leg, the Tiago has a dead pedal which certainly came in handy when idling for ages at clogged junctions. The steering too is pretty light, and though it’s not as accurate or feelsome as the bigger Bolt’s, the well-finished wheel is great to grip.
Our Tiago has been city bound from the time we got it, except for a solitary trip to Pune. The 85hp, 1.2 motor feels a bit overwhelmed on the fast Mumbai-Pune Expressway, and you really need to wind the engine up to overtake quickly. But again, if you don’t want a rapid change of pace, the Tiago will cruise quite happily.

The expressway also highlighted the Tiago’s biggest strength – that planted, big-car feel which smaller cars simply can’t match. For Rs 5.34 lakh (on-road, Delhi), you just won’t get a car that feels this solid. It thumps through the potholes that smaller cars bounce in and out of and, on the moonscape that is the highway just after Vashi, the Tiago’s 170mm ground clearance came in handy.

It’s a free-for-all on that monsoon-destroyed road with trucks, buses and cars jostling around perilously close to the Tiago, but it didn’t stress me out. Knowing the price of the Tiago and subsequently that it would be cheap to fix, I subconsciously developed a casual attitude about the odd scratch or ding I might pick up wiggling between trucks.

Fuel efficiency? We got an average of 10.5kpl, which isn’t great, but this figure is a bit misleading as the Tiago spent a lot of the past month idling in traffic. To be fair, I never used ‘Eco’ mode even once, but I wasn’t too fussed about saving extra litres at the pump. It’s the car itself which takes your money far. I have to say I’m still gobsmacked by the sheer content that’s packed into the Tiago. Tata coined the line ‘More car per car’ with the Indica, and now, 18 years on, that claim has never been truer.



Fact File



Price when new Rs 5.34 lakh (on-road, Delhi)
Test economy 10.5kpl (overall)
Maintenance costs None
Faults None
Distance covered 3700km

Comfort & Convenience

  • Central Locking
  • Remote Locking
  • Total Immobilizer
  • Climate Control
  • Remote Boot Release
  • Remote Fuel Lid
  • Front Fog Lamps
  • Rear Wiper
  • Rear Defogger
  • Front Power Windows
  • Rear Power Windows
  • Trip Computer
  • Electric Adjust wing mirror
  • Dead Pedal
  • Cruise Control
  • Paddle shifters
  • Sunroof
  • Refrigerator
  • Rain Sensing Wipers
  • Air Conditioner
  • Electric Sun Blinds
  • Leather Wrapped Steering
  • Reversing Camera
  • Hill Start Assist
  • 360 degree camera
  • Heads Up Display
  • Stop/start
  • Daytime running lights
  • LED Lights
  • Adaptive headlights
  • Headlamp Washers
  • Rear AC Vents
  • Rear Power Outlet

Drivers Aid & Safety

  • ABS
  • ESP
  • EBD
  • Brake Assist
  • Parking Sensors
  • Airbags Total


  • Driver Seat Height Adjust
  • Split rear seats
  • Leather Upholstery
  • Folding Rear Seats
  • Front Adjustable Headrests
  • Rear Adjustable Headrests
  • Passenger Seat Height Adjust
  • Lumbar Support
  • Third row of seats
  • Seat Massagers
  • Seat Memory
  • Cooled Seats
  • Electric Seats
  • Driver Seat Power Adjust
  • Rear Seat Foldable Table
  • Rear Seat Centre Armrest

Entertainment & Communication

  • TouchScreen Audio System
  • Audio system (with Radio)
  • USB Port
  • Bluetooth & Streaming
  • Steering Audio Controls
  • Speakers
  • Hands Free Telephony
  • Satellite Navigation
  • Single CD Player
  • Rear seat screens
  • Subwoofer
  • Voice activated controls

Tyres & Wheels

  • Spare wheel
  • Space saver
  • Alloy Wheels
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