The concept of running internal combustion engine (ICE) vehicles on compressed natural gas (CNG) has been around for decades, and by opting for this set-up, users benefit from huge savings in terms of running costs, compared to traditional fuels. In the current scenario, skyrocketing fuel prices have triggered demand for alternate energy vehicles, including electrics. And it is for this reason that factory-fitted CNG vehicles have gained traction – they’re cheaper to run than petrol and the initial price premium over corresponding petrol vehicles are easier to digest (than EVs). Another reason for the rising popularity of CNG vehicles is the fact that diesels are on the brink of extinction, especially in the budget segments.
In its pursuit to increase market share, Tata Motors has once again set foot into the CNG space with offerings like the Tiago hatchback and Tigor compact sedan. And the carmaker will expand its CNG portfolio further in the coming months.
The focus of this review is its compact sedan, the Tigor iCNG, which, as its name suggests, runs on both petrol and CNG. Priced between Rs 7.85 lakh-8.57 lakh, the CNG commands a premium of Rs 90,000 over corresponding petrol-manual variants. In addition to the huge savings in running costs, the company also claims that owners won’t have to compromise on performance. We put it through our exhaustive tests to analyse this bi-fuel Tata in more detail.
The Tigor is the most distinct-looking compact sedan in the country due to its fastback-like profile lent by its sloping roof and stubby boot. With its recent makeover, Tata has boosted the Tigor’s premium quotient with dollops of chrome across its exteriors. The front grille features attractive tri-arrows elements that appear to be radiating from the dominant ‘T’ logo. The ‘humanity line’ or the bar that underlines the grille and the (new) sharper headlamps is prominently defined. The chrome treatment continues on its bumpers, fog lamp housings and window line. Interestingly, instead of the petrol’s 15-inch alloys, the iCNG gets stylised 14-inch steel wheels, which not only keeps the bean counters at Tata happy, but also aid ride quality (more on that later). A small ‘iCNG’ badge on its boot is this version’s only other identifier.
Attractive tri-arrows appear to be radiating from the Tata logo.
On account of the added weight and a newer suspension, its ground clearance drops to 165mm, which is 5mm lower than its petrol counterpart. However, during our tests, it cleared even the unusually tall speed breakers without grazing its underbelly. Other dimensions remain identical to the petrol iteration, and it remains one of the smallest compact sedans on sale.
Like its exteriors, it carries forward the facelift version’s interior enhancements such as a new 7.0-inch touchscreen infotainment as well as a digital instrument panel. Unique to the iCNG is a dedicated button to switch between petrol and CNG modes, and its digital gauge features two tank readings – one for petrol and the other for CNG. Conforming to safety regulations for CNG vehicles, it also accommodates a fire extinguisher beneath the front passenger seat.
Clever use of textured plastics enhances the cabin’s perceived quality.
While on that topic, its front seats are high set, but they’re comfortable, and space in general is quite good. Clever use of textured plastics and colours enhance the cabin’s perceived quality, and its roof liner feels so premium that it can easily pass muster in cars thrice its price. Plenty of storage areas further add to its practicality.
Front seats are high-set and are quite comfortable; cushioning is a bit firm.
Certain fundamental design flaws remain, such as its thick A-pillar that hampers visibility at intersections, and its rear door design that could injure the uninitiated due to an unusually large distance between the outside door handle and the door edge. What could have been better is the new touchscreen; while its resolution and interface look dated, the sound quality from its Harman Kardon audio system is undeniably best-in-class.
New touchscreen feels a bit dated; Harman speakers are best in class.
The boot accommodates a 60-litre (water equivalent) CNG tank, and with its mounting in place, its luggage carrying capacity has halved, from 419 litres in the petrol version to merely 205 litres, which is enough for a couple of soft bags. The space saver spare sits below the boot floor, but access is hindered due to the CNG mounts, and it takes some effort to remove the tyre and tuck it back in place through the narrow opening. Additionally, a tyre repair kit is part of standard equipment.
Access to the spare is hampered by the CNG tank mounting.
The 1.2-litre non-turbo engine gives users the flexibility to run either on petrol or compressed natural gas. With the BS6 iteration of the Tigor, Tata made some tweaks to this engine and modified its final drive ratio for shorter overall gearing than the BS4 iteration, to enhance acceleration and drivability. The company has carried over the tune and gearing in this iCNG version, so it still produces 86hp and 113Nm of torque. And even though it is 100kg heavier than the standard petrol car, its drivability and engine character feel quite familiar.
There isn’t a perceptible performance deficit in CNG mode.
The three-cylinder engine isn’t devoid of vibrations and you can feel it flutter on its mounts at idle, although these do smoothen out on the move. Refinement levels are acceptable, and it only sounds thrummy when spun harder. What’s nice is that this engine feels sufficient for the daily urban grind and does reasonably well to keep pace with the flow of traffic on the highway. It is an able commuter, but responses could have been sharper.
There are two dedicated gauges, one for CNG, other for petrol.
Also, due to a flattish mid-range, any drop in speed will warrant a downshift or two to regain momentum. While its lethargic 17.25sec 0-100kph time will hardly matter to owners, its overall average fuel economy of 12.7kpl is a number that will certainly leave owners yearning for better fuel efficiency. What’s interesting is that, by default, the Tigor starts in CNG mode. Only during chilly winters, when coolant temperatures drop below 20degC, the engine will start on petrol first and automatically switch to CNG once it reaches optimum running conditions.
By default, it starts in CNG mode; users can switch modes on the fly.
Tata claims that drivability doesn’t feel compromised in CNG mode. One of the measures adopted are high-pressure 4 bar injectors that enhance combustibility and performance compared to the commonly used 2 bar set-ups. We’re happy to report that their efforts have paid off, and even though this engine makes just 73hp and 95Nm of torque in CNG mode, the difference in day-to-day driving is indistinguishable. Some flat spots and inconsistencies across the rev band felt in petrol mode are nicely smoothened while running on CNG, and power delivery also feels much cleaner. In addition to a smoother drive experience in CNG, the engine also emits significantly lesser greenhouse gases and negligible particulate matter compared to petrol.
In the interest of safety, the engine will not crank if the fuel flap is open.
For academic purposes, the CNG’s performance deficit is only noticeable when driving flat-out from 0-100kph, where it takes a second more than the petrol. A majority of CNG buyers will almost never venture into the full throttle or high-revving territory throughout their ownership, and hence won’t feel any performance deficit in CNG. What came as a surprise to us were its in-gear acceleration timings from 20-80kph in third gear and 40-100kph in fourth gear, which are identical to the petrol, despite the 15 percent torque disadvantage.
60-litre tank accommodates around 10kg of compressed natural gas.
Shifting focus to a matter of greater interest – its efficiency. The CNG delivers 16.85km per kg in the city and 25.86km per kg on the highway, the latter almost matching the company’s claimed 26.49km per kg figure. Not only does a kilo of CNG cost around 60 percent less than petrol (Rs 72 per kg versus Rs 111 per litre in Mumbai), the average running cost of CNG works out to Rs 3.3 per km, which is almost a third of petrol’s Rs 9.6 per km.
The Tigor’s tank accommodates around 10kg of gas, resulting in a real-world range of around 170km in the city, and 260km on the highway on a full tank of CNG. Owners will have to make peace with long queues at CNG pumps, due to limited stations, and an ever-increasing number of CNG users.
The Tigor iCNG competes with the Hyundai Aura CNG and Maruti Dzire CNG. While we haven’t put the competition through our tests, Hyundai and Maruti Suzuki claim efficiency of 28.4km per kg and 31.12km per kg of CNG, respectively, which are higher than Tata’s claim of 26.49km per kg. The Aura too has a larger 65-litre tank (versus the Tigor’s 60 litres), resulting in a longer travel range on a tankful of CNG. On the other hand, the Dzire’s tank is smaller, at 55 litres, but it weighs 130kg lesser than the Tigor. And owners claim to achieve far greater efficiency numbers than our Tigor iCNG’s real-world numbers.
Usable space is halved from 419l to 205l, leaving enough room for two soft bags.
To accommodate the added weight of the CNG tank in the boot, the Tigor gets a new semi-independent rear suspension with dual path struts and a twist beam. Additionally, smaller 14-inch wheels with a thicker tyre sidewall provide an added layer of cushioning. Still, there is no getting away from the fact that the iCNG rides a bit firmer than the petrol, and this difference is particularly felt while seated at the rear where sharp movements and road shocks aren’t as nicely contained.
Small 14-inch steel wheels and tall sidewall tyres aid ride comfort.
What’s nice is that the Tigor drives confidently and exudes a sense of toughness that we’ve come to associate with Tata models. Owners will appreciate its light steering, tight turning radius and the effort-free clutch, all of which make it a breeze to drive. Its brakes, however, haven’t been upgraded to compensate for the added weight. In a panic braking scenario, this is reflected in the longer 31.59m stopping distance from 80-0kph, which is 3.69m more than the lighter Tigor petrol.
Rides a tad firmer and ground clearance is 5mm lesser than the petrol.
Tata has broadened the Tigor range with the iCNG, bridging the gap between its petrol and all-electric versions, in terms of affordability and running costs. The Rs 90,000 premium it commands over the petrol is easily justified by not just the lower operating costs, which are almost a third of petrol, but also with the peace of mind of an OEM fitment that complies with all the necessary safety standards and is backed by Tata’s two-year or 75,000km standard warranty.
What owners will also appreciate is the CNG’s performance, which isn’t compromised compared to the petrol’s, and when paired to light controls, the Tigor makes for an easy-to-drive, capable commuter. Better fuel efficiency in both, petrol and CNG mode would have certainly made it more appealing, especially when you view it in the light of its competitors that offer more refined and fuel-efficient four-cylinder engines and longer CNG tank range. The Hyundai Aura CNG also offers better value, whereas the Maruti Dzire CNG, although a bit pricier, is much larger in size. So, in summary, while the Tigor iCNG isn’t the best in its segment, it is still an able and economical runabout. This is the one to pick from the Tigor range for users who prioritise running costs and are willing to compromise on boot space.
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