Tata Xenon 2013 Review - International

As first drives go this one is short on distance but potentially long on significance.

It’s a steer of a pick-up truck that’s actually been in existence since 2007, on a bitumen test track maybe three or four km long with 180 degree turns at either end and a bit of rough concrete in the middle. The subject, Tata’s Xenon, is not even new to Australia, having been sold here since 2009. But now it’s about to get a big push courtesy of new distributor, Walkinshaw Group operation, Fusion Automotive.

From October [2013], Fusion will be the corporate face of Tata Down Under. So, the Xenon isn’t so much the big news about all this, more that Fusion and Walkinshaw is in on the ground floor as the motoring division of the giant Indian conglomerate prepares to unleash a whole slew of modern new passenger vehicles, SUVs and commercial vehicles upon the world.

There’s going to be obvious volume opportunities for Fusion in Australia -- and potentially other places -- but also, as shown by the Tuff Truck concept, the Walkinshaw Automotive Group’s engineering and design abilities are also likely to be called into action by Tata. Considering the direction Australian automotive industry is headed, and the likely impact that will have on the blue ribbon Holden Special Vehicles business, that’s great news for the Walkinshaw business.

Truth be told, I’m quite happy to be tasting the Xenon within the placid environment that is Tata’s Pune R&D centre and assembly plant. I’ve driven in India previously and I’m quite prepared to wait for the Xenon local launch to drive it in the real world. Beyond the gates it can get pretty crazy on those public roads.

Or what passes for roads because it can also be pretty rough and tough out there even on main thoroughfares with their broken concrete, giant potholes and water crossings. Considering the Xenon, with its simple and rugged ladder frame and leaf spring rear suspension, has been designed to cope with that, then it should be easily tough enough for Australia. Time will tell…

The Xenon package has already been detailed, but in essence Fusion will be offering a 2.2-litre turbo-diesel engine with 110kW and 320Nm, a five-speed manual gearbox, 4x2 or 4x4 drivetrains and cab chassis, pick-up and dual-cab pick-up bodies. The engine will be Euro 5 and stability control will be standard across the range. Pricing will top out under $35,000.

Light commercial (and crew cabs especially) have grown enormously in popularity in Australia as they have become the work and play choice of Australia’s tradies. There is now quite a range on offer and Fusion sees the Xenon fitting in above the likes of the Chinese Great Wall and below the established Japanese and other models including the Aussie-developed Ford Ranger.

That seems a pretty sound call, judging by our experience of two Xenon crew cab 4x2s that had literally rolled straight from the nearby assembly line, their seats still protected by plastic wrapping.

The first exterior impression is positive. The upward sweep of the rear door glass adds a touch of panache to an otherwise workmanlike design. Alloy wheels standard on all Aussie models bring a measure of toughness.

Inside, the Xenon is devoid of style, but that’s nothing more than is to be expected.

The driving position is that classic ladder frame high floor-straight leg combination, the steering wheel adjusts for height only and the seats are as flat as punctured tyres. The interior materials are hard to the touch, cheap looking and the panel gaps are obvious. But while it’s built down to a price it seems bolted together without obvious issues and the actual presentation of the new instrument panel is fine.

Rear seat space is tight, roughly akin to a Toyota HiLux. Storage is limited front and rear. There are four door pockets but no centre lidded bin and the glovebox is tiny.

Crank the common rail direct-injection ‘Dicor’ four-cylinder into life and there’s a clear diesel rattle. But vibrations are not so obvious, merely tingling through the firewall. Clutch take-up is very late, which makes it easy to flare the revs on changes until you adjust. The gearshifts themselves are neat and quite positive.

Two-up with no load, acceleration of the Xenon is strong, whisking up to well over 100km/h quite eagerly. Road noise is readily apparent at those sorts of speeds.

Disconcertingly for one-tonners without a load, both Xenons felt like they rode too softly, with a notable lack of control in the rear on the lumpier concrete sections. There was also plenty of body roll around the bends.

The steering of the two cars diverged notable – one wasn’t aligned properly, yet steered quite cleanly. The steering wheel of the other was straight but there was a significant amount of friction in the system like the tyres weren’t pumped up properly.

We mentioned it to the Tata people but had received no explanation before we left, except that both cars had yet to go through their post assembly and pre-delivery checks.

Our brief impression is that the Xenon is no Ranger, but nor is it objectionable. Given the pricing and equipment proposition there is every chance it will eke itself a niche.

But watch this space... Or at least the spaces around the Xenon in Tata’s Australian dealerships -- because the chances are that before too long they will be filled by some pretty interesting vehicles.

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