TATA Curvv

The Curvv EV and Curvv may be based on separate platforms but both look nearly identical to one another. At least at first several glances. The most prominent design element on both, of course, is the sloping roofline itself. The flush door handles with lights are also shared and both models stands on 18-inch wheels although the alloy designs are different.

Even the face is sort of similar - stretched LED light bar and the placement for the Tata logo. But there is obviously no charging flap on the Curvv and the LED headlight units are vertically stacked instead of the triangular shape on the electric version. The grille, however, is the biggest differentiation as the Curvv gets a blackened design with horizontal chrome elements instead of a closed grille that is on Curvv EV.

From the rear, the Curvv looks its sporty best while still baring a minimalist design. The stretched LED tail lamp is spread across the entire length of the trunk while a high rear bumper and a spoiler add to the visual character at play. The rear glass, however, is once again quite small which hampers visibility from inside the cabin.

Once again, the cabin of the Curvv is largely similar to that of the Curvv EV. The one biggest difference for me though is the massive boot that the engine-powered model gets - 500 litres. The cargo area at the very back is outright humongous and can fit luggage placed not just side-by-side but several on top of one another too. And the fact that you can open the boot with gesture control as well as set the height to which the trunk door opens are neat additions as well.

But over to the business end of the cabin - the dashboard layout is pleasant enough with the purple/lavender colour scheme used generously in our particular top variant. The free-standing infotainment screen remains one of the best in the segment, but as long as every function works as it is meant to. At least in our review unit, it did not throw up any glitches although we heard a few others complain about certain functions not working as intended. No complaints against the all-digital driver display or the nine-speaker JBL sound system either.

What is slightly weird though is that the steering alignment is a bit crooked and that the steering itself can only be adjusted for rake, not reach. Hard plastics are plenty in the front half of the cabin too while there are no cup-holders barring two inside the glove-box. What this means is that while premium functions like electronically-adjustable driver seat, wireless phone charging, wireless support for Android Auto and Apple CarPlay, a panoramic sunroof, voice-activated control functions and seat ventilation are great, the Curvv cabin isn't too big on simple and practical additions. The storage section on the doors are also rather limited, especially at the back, and the front passenger seat could have also incorporated the electronic seat adjustment functionality.

At the back, space is quite adequate despite the sloping roofline. There is decent among of kneeroom, under-thigh support, legspace and room for feet and even the headroom for someone with an average height - I am 5 feet 8 inches - is fine. The rear seats can be split-folded but the recline is a bit too much for my personal preference.

And there are still some very glaring quality control issues - the casing surrounding the rear AC vents came out entirely in our hands and panel gaps were very visible elsewhere too. Tata Motors has to seriously look at fixing these repeated issued into their models.

Overall though, the Curvv does a good job of catering to both the front and rear occupants with a respectable lineup of features and a comfortable space.

Now here is where the Curvv, absolutely obviously, has to prove its very own unique mettle and it is not just against its electric twin but against the direct rivals it is taking on.

Curvv is the only mid-size SUV in the market at present which also comes with a seven-speed dual-clutch automatic (DCA) transmission. Unfortunately, we did not get much time to experience this version entirely but in the short span we did, came out mighty impressed with its absolutely thrilling drive trait. The 1.5-litre Kyrojet diesel engine does lack refinement in terms of grunt and groan. But that's only on the outside. Not much of that engine noise gets filtered into the cabin and paired to the DCA and the 'Sport' mode, it will put a smile on the face of an enthusiastic driver. The gearbox numbers tick along really well and there is hardly any lag or kickback feel that we experienced as we pushed the SUV around on straight as well as curving highway stretches. We wish though that we had more time with it.

Instead, time was spent mostly with the new Hyperion 1.2-litre petrol motor that is also paired to either a six-speed manual box or a seven-speed DCA. Our review unit had the former and it was clear from the word go that the manual stick is slick and with impressively large range. We even pulled the SUV to 4000 RPM mark at 80 kmph with the third gear, and the Curvv kept pulling and pulling. And pulling.

The ride itself though is a bit stiff and the suspension set up could have been softened a tad. But on broken road stretches, this actually comes across as a boon with a high ground clearance of over 208 mm also evoking a whole lot of confidence.

Where the Curvv came out a bit iffy though is with the spongy brake and the clutch lever is quite free. There is a palpable sense of vibration that seeps in from the foot every time the gear is adjusted which blunts the charm of driving what is otherwise a very eager vehicle.