NOTE: THIS ARTICLE WAS FIRST WRITTEN BY ME FOR BUSINESS STANDARD MOTORING, WHERE I WORKED FOR TWO YEARS, AS ROAD TEST EDITOR
’’So four years after they launched it, they’ve finally given the Indica the boot!’’ That, I admit, is what I thought when we got an invite to attend the media launch of the Indigo, Tata’s new C-segment sedan. They have, after all, sold more than two lakh Indica hatchbacks in the last few years, and what better way to get into the next higher class (where a boot is essential...) than by tacking on a boot to their existing car. And hence we have the new Indigo, a ’booted’ Indica.
Pre-conceived notions are often proved wrong, and so it was - to a large extent - in this case. On the day of the launch, when we actually got to spend some time driving the new Indigo, the new car came across as more than just ’’an Indica with a boot’’. Almost two years in the making, the Indigo has some sound engineering behind it if nothing else. Styling is a matter of personal preference, but I still do think that the boot looks like an afterthought. The front end looks rather bulbous compared with much more svelte rear, and two ends look like they belong to different cars.
But coming back to what is perhaps more important than the styling, the Indigo certainly seems to have substantial engineering thought behind it. This is no crude hatchback-to-sedan conversion, and everything - from the packaging to the suspension to the powertrain - has been suitably refined and modified. For starters, the wheelbase, at 2450mm, is longer than the Indica’s by 50mm and the extra length has been used to give more space to rear seat occupants. Tata engineers were at pains to point out that occupant comfort was a design priority with the Indigo, and that not only does the Indigo has class-leading leg and headroom, even the doors open a full ninety-degrees to allow people to get in and out easily.
At the front, the Indigo continues with the Indica’s McPherson strut setup, but there’s an all-new independent multi-link setup at the back. And finally, the engines - the Indigo has been launched in petrol and diesel versions. The Indica’s 1405 CC diesel engine has been turbocharged (which makes this the only turbodiesel in this segment) and makes 62 horses, and 12.9 kgm at 2500 revs. The old 1405 CC MPFI petrol engine has also been reworked, and now makes 85 bhp (a 10 bhp increase) and 11.4 kgm of torque at 3000 rpm. So with all these tweaks, how is the Indigo to drive?
First up was the petrol-engined GLX and inside, the first thing to catch my eye was the carbonfibre-effect plastic trim on the instrument console. Fake carbon is very 1990s, and to me, looks rather tacky. But there were also the 200 kph speedo, and the rev-counter which was marked all the way to 8000! Hmm... looked like there was some excitement in store! And indeed, flooring the pedal got the petrol Indigo off to a brisk wheelspinning start, and the car accelerated to 120 in about the same time it would have taken an Accent (no stopwatch here, hence no timing figures...) or maybe an Esteem to get there. The steering was precise, and not vague or over-modulated, which was a blessing! The only sticking point seemed to be the five-speed gearbox, which was a bit rubbery and tended to baulk while shifting quickly. The car, riding on its 14-inch wheels, could be thrown around with abandon without fear of losing the plot, but the 175/65 MRF ZVTS radials had more squeal than a bunch of teenage girls catching their first glimpse of Brad Pitt.
At speed, the suspension felt reasonably taut and the car remained composed while cornering at high speeds. Most of the time you only get mild understeer, and I’d say that the car would be pretty safe in panic situations. The brakes too, are adequate. Braking hard from 100 kph produced no untoward drama, and the car stopped without veering too far off a straight line. That the Indigo has good handling/cornering/braking characteristics should perhaps not be such a surprise, given that a team of people from Tata Engineering spent many months honing these aspects of the car at MIRA (Motor Industry Research Association) testing/R&D facilities in England.
Then, it was time to get out of the petrol GLX and get into the diesel LX. Being two dozen horses down on the petrol, this car felt decidedly sluggish in comparison - but that is to be expected. Economy would be the LX’s forte, and I suppose it has the potential to do well on that front. The good thing about this turbodiesel is that the NVH factor is none too obtrusive, and once we were inside, with the windows rolled up and the aircon switched on, we were comfortable. Like the petrol, the diesel car’s gearshift was a tad rubbery, and did not encourage speedy shifts, but the car accelerated quickly and cleanly enough for our liking. It certainly does not have the performance edge of the Accent CRDi, but then that car has a slightly larger engine, and the more contemporary common rail direct injection technology which the Indigo doesn’t. On the flip side, the Indigo’s mill does not quake and tremble as much as the Accent CRDi’s. The diesel Indigo’s 62 bhp doesn’t really make for much driving pleasure, but is adequate for family sedan duties.
For now, I’d say I’m impressed. The Indigo might not be the flashiest, fastest or best-looking car in its category, but it complies with at least some European crash test norms, and seems to be a well-engineered product. And finally, it’s priced right - with base-model petrol and diesel variants starting at Rs 4, 38, 000 and Rs 4, 80, 000 respectively, the Indigo is well-placed to win any price wars that ensue. Looks like this could be Tata’s next big success story...