Tata Xenon 2013 Review

What we liked:
>> Affordability
>> Tractable engine
>> Decent rear seat room

Not so much:
>> Woolly steering
>> Messy ride quality
>> No cruise control

OVERVIEW
>> Indian workhorse arrives in Oz
The Tata Xenon ute is a simple, robust machine with an attractive entry point of $22,990 drive-away. It's not particularly refined or sophisticated -- it doesn't even have cruise control yet -- but is pitched as a reliable workhorse, built and tested to withstand the rigours of sub-standard Indian roads.

After a day behind the wheel of the newly-launched turbo-diesel ute, it's fair to say it's not going to win any car of the year awards. But it does feel robust and the standard features list isn't too shabby.

The load lugger's best asset is undoubtedly its 2.2-litre turbo-diesel engine, delivering decent shove and very tractable at low revs. It can also tow 2.5 tonnes, has a one tonne payload capacity and dual cab models offer ample rear seat room.

Although Toyota HiLux and Ford Ranger buyers will baulk at the Xenon, there will be many who see the worth of an affordable vehicle such as this, particularly when backed by a three-year/100,000km warranty and three-year, free 24/7 roadside assistance.

PRICE AND EQUIPMENT
>> Keen pricing but key ingredients missing
Priced from $22,990 for the entry-level 4x2 single cab/chassis model and maxing out at $29,990 for the 4x4 dual-cab, the Xenon has six variants in total:

4x2 single-cab/chassis -- $22,990
4x2 single-cab pick-up -- $24,990
4x2 dual-cab -- $26,990

4x4 single-cab/chassis -- $25,990
4x4 single-cab pick-up -- $27,990
4x4 dual-cab -- $29,990

All prices are drive-away, which will sweeten the deal for small business buyers.

Both single- and dual-cab models have similar equipment levels, including leather covered steering wheel, fold down armrests for front seats, Bluetooth, USB and iPod connectivity, CD stereo, air-conditioning, floor mats, electric windows and mirrors, remote keyless entry and engine immobiliser system.

Exterior highlights include front fog-lights, load-levelling front headlights, rear mud-flaps, 16-inch alloy wheels (with 16-inch steel spare wheel), plus body-coloured front and rear bumpers and mirrors.

A seven-inch touchscreen sat-nav system with reversing camera ($2430) is optional, as is a reversing camera which can be had on its own ($745) or with parking sensors ($999). Tata will also offer sports bars, aluminium side steps, bed liners and tow bars.

The new Australian importer of Tata vehicles, Fusion Automotive, has put together a solid list of standard features for the Xenon ute, but two key features are missing – an automatic transmission and cruise control. The latter is "in the works" but Tata says an auto can only be expected in the next-generation Xenon ute, due in 2017.

MECHANICAL
>> Back to basics
The Xenon ute is not the most advanced vehicle in its class. In fact it's probably one of the most mechanically basic, but in terms of durability this could work in its favour.

Based on a low-tech but robust ladder chassis, the Xenon runs leaf springs at the rear and torsion bar front end. Ride comfort on sealed roads was firm and jiggly and the hydraulic power steering best-described as imprecise. It should feel more settled with a load in the back.

However, it did feel more at home on rougher surfaces, the torquey engine and low-tech suspension easily handling an off-road course. Wheel articulation wasn't bad, and with 210mm of ground clearance it only bottomed out once after taking a poor line through deep man-made undulations.

Brakes consist of 296mm ventilated front rotors and twin piston calipers while the rear axle gets drum brakes. Combined they provide adequate braking force and are matched with an anti-lock braking system. Supplied tyres are Apollo Hawkz A/T.

The Xenon is only available with a 2.2-litre DICOR engine built by Tata in India, and five-speed manual transmission. Peak power is 110kW at 4000rpm with 320Nm of torque between 1500 and 3000rpm. The 16-valve DOHC diesel engine has a variable geometry turbocharger which limits turbo lag.

On the road it accelerates adequately from standstill, but runs out of puff by around 3500rpm. Compliant with Euro 5 emissions standards, Tata reckons it drinks 7.4L/100km on average, with CO2 emissions of 196g/km.

Also missing is traction and stability control, but only on tight corners and under full throttle did the rear wheels struggle for traction.

The five-speed manual gearbox is neither great nor terrible, diligently shifting through gears without too much fuss and the clutch issues experienced during our test in India earlier in the year appear to have been ironed out.

All models are fitted standard with a limited slip differential and 4x4 variants have 2H, 4H and 4L modes switchable via a small dial. The 4x4 models feature a separate 4WD transfer case on the back of the transmission which is electronically controlled. While 2H and 4H models can be switched on the fly, 4L requires the vehicle to be stationary, and initiates automatically locking front hubs.

Dual-cab models measure 5125mm long, single-cabs are 4800mm, while both are 1860mm wide.

Single-cab 4x2 utes have a payload of 1080kg, dual-cab 4x4 models 880kg, and towing capacity is below average for this type of vehicle, rated at 2.5 tonnes for a braked trailer (750kg unbraked).

Service intervals are 15,000km and although capped price servicing is not yet available, Fusion Automotive says it's keen to get a system in place in 2014.

PACKAGING
>> Keeping it simple
The interior is dull, dash plastics are hard, and fit and finish average at best. It's a case of you get what you pay for here.

The aftermarket sat nav system adds a bit of razzle-dazzle to the dreary cabin, but generally speaking it's not much to look at. That said, it doesn't have to be; this is a utility vehicle after all, and the interior finishes are inoffensive.

Incidental storage is not great. The glovebox will fit a pack of smokes and a lighter and not much else, but at least there are a few cup holders and door pocket storage is reasonable.

Interior space is on par with most of its more expensive rivals. Head room is expansive, and front occupants have plenty of shoulder width. Rear seat room is decent too, particularly in terms of leg room.

That said, the ute's ladder chassis underpinnings mean you sit close to the floor (knees raised) and after an hour of driving it felt good to stretch my legs.

SAFETY
>> Unlikely to see five stars
Anti-lock brakes are the Xenon's most notable safety feature, which isn't saying much. And vehicles available to buyers in 2013 aren't offered with stability control -- that arrives from January production.

Child locks on the rear doors of dual-cab utes and driver and front passenger airbags round out the safety features. The vehicle has not yet been crash-tested by NCAP, but Tata says it's working with Australian NCAP to get this underway.

COMPETITORS
>> Great Wall utes mostly
Though Tata says its utes are not cheap, priced from $22,990 drive-away they are nevertheless pitched as a budget vehicle, priced similarly to the Great Wall utes.

That Tata has entered the light commercial segment - the third biggest in Australia - ensures it'll see plenty of potential customers. The problem is that buyers appear to be moving away from budget utes, as sales of the Chinese-made Great Wall vehicles have dropped by more than 40 per cent thus far in 2013.

Tata will be hoping its 'tried-and-tested-in-India' ute can turn around this trend.

ON THE ROAD
>> Built for work, not play
The Tata Xenon ute is easy to drive. That's the good news. The bad news is that it jiggles and jostles over bumps and undulations in the road due to a very firm ride.

After spending time behind the wheel I was impressed with the gearbox and engine in such an affordable vehicle, delivering decent acceleration and good engine braking on descents, but it's not something I'd be happy to drive on a daily basis.

As a workhorse, carting tools or materials, it would make a useful companion and though most load-bearing utes are compromised in their comfort levels, the Tata Xenon is in need of some local tuning. The lack of cruise control is not ideal either.

The steering is vague and woolly; slow to react to input at times. It's certainly not a basket case but some more precision in the steering would help.

Off-road the Tata felt more composed. Its old-school suspension setup manages decent wheel articulation. It doesn't mind hoicking a wheel up (and the LSD won't spin it wildly either) and the 4WD system seemed to cope with a few tricky approaches.

The front end's torsion bar with double wishbones isn't as malleable as the rear end, but with 210mm of ground clearance the Xenon managed to clamber through a mild off-road course effortlessly. Approach and departure angles are 24 and 21 degrees respectively.

Ultimately the Tata Xenon feels very agricultural. It's an unrefined machine in almost every way but its simplistic execution could result in a robust, reliable performer. Time will tell.

That Tata is backing the car with a three-year warranty and roadside assistance suggests it has confidence in the vehicle's longevity.

If you're after an affordable workhorse, the Tata Xenon is a viable option.

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