Altroz iTurbo Manual: A Hot Hatch with the Right Transmission?

Not many hatchbacks in recent times have stirred as much talk as the Altroz iTurbo. Tata gave enthusiasts what they were asking for, a stronger 1.2-litre turbo petrol option, but then stopped short of combining it with the much-hyped DCA gearbox. Instead, the iTurbo is still a manual-only offering, and that has shaped its character as one of the few genuinely engaging turbo-petrol hatchbacks under ₹10 lakh.

So in 2025, as the used hatchback market matures, does the Altroz iTurbo still make sense for those seeking a mix of fun and practicality?

What Exactly is the Altroz iTurbo?

The Altroz iTurbo debuted in 2021, powered by a 1.2-litre turbocharged petrol engine producing 110 bhp and 140 Nm. On paper, it sits perfectly between the naturally aspirated Altroz and rivals such as the Polo TSI or Hyundai i20 Turbo. Unlike the Nexon, where the same motor generates more power and torque, Tata intentionally dialled it back, for packaging reasons, and also to protect the SUV's positioning.

What it gave the Altroz was a much-needed kick. The naturally aspirated motor was competent but flat, the iTurbo added real drivability. In Sport mode, throttle response is more keen, mid-range pull is more aggressive, and highway runs feel far less strained. The 5-speed manual gearbox complements this setup well, delivering adequate control for enthusiastic driving, though some owners still find it a bit notchy in stop-go traffic.

Ride, Handling and Everyday Usability

Even without the DCA, the iTurbo has a lot going for it. The tuning of the chassis continues to be outstanding in the segment: stable at highway speeds, planted on rough stretches and confident in corners. It may not carve corners like a Fiesta S or Polo, but for its class, it delivers one of the most sorted rides you will find.

Cabin space is another plus and that’s general across Altroz models. Four adults can travel comfortably, there is plenty of rear legroom and the 345 litre boot is decent for weekend trips. Features such as Xpress Cool AC, the Harman sound system, connected car tech (iRA), auto headlamps, rain-sensing wipers and ventilated seats (on higher trims of Altroz Racer) make the Altroz iTurbo feel well-rounded for family buyers too.

However, refinement is still an area where the iTurbo shows its three-cylinder roots. Engine noise becomes noticeable beyond 3,000 rpm, and clutch travel can feel heavy in bumper-to-bumper conditions. For buyers prioritising ease of driving over performance, this manual-only setup can take some getting used to.

Fuel Economy and Ownership

Turbo-petrols are never about outright efficiency, and the Altroz iTurbo is no exception. Owners generally report about 12-13 km/l in the city and 16-17 km/l on highways if you drive light-footed. Push it hard in Sport mode and the numbers fall fast: that's just the nature of turbo motors. You can check our full Tata Altroz mileage guide for tips to increase mileage.

Where Tata scores is in the service and running costs. Routine services clock in well around the ₹5,000–7,000 range and common consumables such as filters, fluids and even brake pads are fairly priced as compared to German rivals like the Polo TSI. Parts availability has also improved dramatically in recent years, making the Altroz iTurbo a safe buy in the long run.

For those looking at a 2nd hand Tata Altroz, the iTurbo is not very common in the resale market compared to the NA petrol, and this keeps the demand strong. Low-km clean examples in particular are more likely to hold their value as enthusiasts seek them out.

How Does It Stack Against Rivals?

The premium hatchback space is small, but competitive. Here's where the Altroz iTurbo stands:

• Hyundai i20 Turbo (DCT): The i20 offers more polish, with its 7-speed DCT, direct injection engine and premium cabin.
• Volkswagen Polo TSI: Remains the pinnacle of driving enjoyment, but is a pain to maintain or source parts these days.
• Honda Jazz CVT: Easy to live with, but nowhere near as engaging as the iTurbo.

In this context, the i20 turbo does make more sense if you are looking for the turbo option in a hatchback with an automatic transmission. When compared to other rivals, iTurbo does stand out, but you have to settle for the manual.

Resale and Market Position

The iTurbo was on sale between 2021 and 2024 before being replaced by the short-lived Altroz Racer, which itself was discontinued in May 2025. Today, the Altroz is offered only with a 1.2-litre petrol, 1.5-litre diesel, and a 1.2-litre CNG option, so the iTurbo was a short but unique chapter for the Altroz.

That's why the Altroz iTurbo is in a niche. Sales numbers were always stronger for the diesel and NA petrol trims, however, the iTurbo continues to have a cult-like appeal amongst enthusiasts looking for a fun car without entering the SUV space.

Expect 5-year-old Altroz units to hold about 50-60% of their original value, but the iTurbo resale value could slightly vary depending on demand. For buyers browsing used Tata Altroz on CARS24, the iTurbo tends to get snapped up faster than the NA petrol DCA because it offers something harder to find: genuine driver involvement in a hatchback under ₹10 lakh.

Summary 

The Altroz iTurbo is Tata's solution for those who want more excitement in a hatchback without compromising space, comfort, or safety. The 110 bhp turbo-petrol gives it the punch that the regular Altroz didn't have. Though it doesn't have the DCA automatic, which keeps it from being the full-blown hot hatch that enthusiasts prayed for, it still offers fun performance with sensible ownership costs.

For families, it is still a practical everyday hatch with 5-star safety, good features and space. And for those browsing the resale space, a pre-owned Tata Altroz iTurbo continues to attract a good deal of demand.