Tata Curvv.ev Review: Ahead Of The Curve?

Introducing the Curvv.ev is a strategy not just to boost Tata Motor’s EV strategy, but also to show the world that it is evolving when it comes to battery technology. There’s also the intent of stepping on grounds, that the company yet has not been able to tread. While success in all these scenarios is of course the end goal, doing something different, can be challenging and with the Curvv, Tata is not treading on the side of caution. But does this strategy work? Does it have what it takes? Our review tells all.

Tata Curvv.ev: Design

I have spoken in detail about the Curvv’s design. The Coupe SUV's body style might not be to everyone’s liking, but the visual impact it has cannot be denied. It’s the first time that Tata Motors has dabbled into this and that’s because it’s globally trending, but it has kept things simple on the design front, no outrageous lines on the side and the 18-inch wheels fill the wheel wells perfectly. The front looks smashing, and the LEDs do justice to the overall design and this design is specific to the EV version.

But it might look a little disproportionate at the rear and that’s because the C-pillar is quite wide when compared to the A and B-pillar. And the haunch is a bit heightened at the rear when compared to the rest of the car. To tell you the truth, the Citroën Basalt, looks more proportionate than the Curvv. The LED DRLs up front, look good and the rear strip too adds to the signature lighting from Tata Motors. But there’s more to the boot than meets the eye.

Tata Curvv.ev: Boot Space

The boot opens like a notchback (compare it to the Skoda Octavia) and it opens space for 500 litres. That’s massive. My colleague Hussain could easily fit in it without any problems. But then there are also the 60:40 split seats, so there’s good enough space to store some more things as well with the rear seat down.

Tata Curvv.ev: Performance & Range

The Curvv.ev will be available in 2 battery packs – 45 kWh and 55 kWh but I had only the latter. There’s 164 bhp on offer and the power delivery is gradual. It’s not that sudden burst of power after which there’s a lull. It’s gradual, seamless and very entertaining. It’s fast too. 0-100 kmph is done in just 8.6 seconds and all through the progression of power, there’s meaty torque on offer. The three drive modes (City, Eco, Sport) are targeted towards specific driving habits and that is standard on the car. Spirited driving will cost you a charge but it is the most entertaining of the lot, providing power throughout the time your foot is on the accelerator.

The battery pack is not new, but the prismatic cells are. The prismatic cells the battery pack incorporates are new and that helps in faster charging times. It can charge from 10-80% in 40 minutes using a 70 kW or higher charger and that’s great. Even during our drive, we drove over 110 km through different terrains, mountains and highways but the drop in charge was about 40 per cent, which going by Tata’s history is not much. The real-world range that Tata expects the car to provide is 400-425 km on a single charge, though ARAI’s figure stands at 585 km.

Then there is the 3 Regen Modes, just like in the Nexon EV and that ensures that power is retained. Level 3 is more like single-pedal driving and provides more power back to the battery.

Tata Curvv.ev: Ride & Handling

The steering design is new, and I got to know it a little better throughout the drive. I had my doubts about how the Curvv.ev would handle and now after having taken it through various routes like mountains and highways, and narrow potholed roads, I must say, it surprises me. The steering is a tad late to respond but it’s miniscule and you won’t notice it. But it carries weight which does not make it lifeless.

Up front, there’s nothing to complain about. Large potholes, small ones too, dealt with ease. And it’s pretty rugged to go off the beaten path too, with some soft roading. And at the rear, it is pretty bouncy. Now the springs are a bit tightly wound and that’s why there’s a slight kickback for the rear passengers. But that’s not the only thing that will make the people in the backseat uncomfortable.

Tata Curvv.ev: Interiors

With a wheelbase of 2560 mm, it falls short of some of the compact SUVs in the segment. The wheelbase is just 50 mm more when compared to the Nexon. Now that does not translate into much space here. For a tall person like me, knee room is a concern but there’s no problem with regards to head room. In contrast, the front is very well-appointed.

The star of the show is this 12.3-inch touchscreen infotainment system. Now it's not new. We had seen this in the Nexon as well. This is only available in the top-end variant, but it's there for a reason. This is as tech-heavy as it gets. Now, this one is powered by the Snapdragon Digital chassis platform by Qualcomm and that makes it intuitive as well. On the features front, V2L technology and V2V tech are standard on the car and that’s something.

Tata Curvv.ev: Safety

With the Curvv.ev, Tata has taken its usual stance when it comes to safety… it’s loaded with it. 6 airbags, ESP, and a lot more are standard. The company says it’s most likely to get a 5-star safety rating. This top-end variant that I was driving came with Level 2 ADAS which works well, but that’s restricted to the top-end, empowered plus variant only.

Tata Curvv.ev: Verdict

Now when it comes to price, the Curvv.ev begins from ₹17.50 lakh to ₹21.99 lakh (ex-showroom, India). Yes, there’s a slight overlap with the Nexon EV which is priced between ₹14.49 lakh to 19.49 lakh (ex-showroom, India). Its closest rival – the MG ZS EV costs a bit more on the top-end variant. but the top end of the Mahindra XUV400 is just ₹20,000 dearer than the base variant of the Curvv.ev.

Having said that, the Curvv.ev is far ahead in terms of feature offerings. But it does not set the benchmarks on all fronts. Tata’s learning CURVV (pardon the pun) is massive on this one and it will boost its EV sales because it will get attention. It’s a product that’s ahead of the curve.