Over the past few years, we’ve gotten used to Chinese carmakers improving their products on an annual basis. What has one of India’s largest companies, Tata, been up to? Since the introduction of the 3,0-litre Xenon several years ago, the most significant improvement to Tata’s double-cab range was the introduction of the new 2,2-litre turbodiesel engine.
Three years after its introduction, Tata has made some notable improvements.
What has changed?
Most importantly is engine power that has increased from 104 kW to 110 kW at 4 000 r/min. Torque delivery has stayed the same at 320 N.m, although it is now available from a low 1 500 r/min. Small gains, but you can feel the difference over the previous model.
Tata has also made some visual changes. The side indicators have moved to the side mirrors, alloy wheels now fill the wheelarches while the headlights and grille have also been updated. 4×4 double-cab models now also offer a full differential lock. Safety features include two front airbags (for the first time) and ABS brakes.
Inside, the Telefunken multifunction infotainment system supplies the occupants with navigation, Bluetooth, a USB socket and even TV connectivity! There is a big but though.
On the road
We had the opportunity to drive this double cab on both tarmac and a few kilometres on gravel roads. These gravel roads were badly corrugated due to heavy rainfall. Any bakkie that is equipped with leaf spring suspension in the rear will bounce around on this type of road, but the Tata was on another level.
Both my co-driver and I had never before applied small amounts of corrective lock on such a regular basis. The rear axle moved around in spectacular fashion. Admittedly, we were driving rather fast, on purpose, but even when we slowed down the Xenon still displayed rather worrisome behaviour.
As with any four-wheel drive double cab, the Xenon does offer better grip levels once you switch (by turning a small knob) from 2H (rear-wheel drive) to 4H (four-wheel drive, high range). This improved the bakkie’s habit on this specific gravel road, but not to a level that you feel totally comfortable behind the wheel.
The loose and vague shift feel was actually the least amount of trouble we experienced with the gearbox. Our launch unit’s gearbox often jumped out of gear due to the bumpiness of the road.
On the tarmac road the Xenon performed better and the suspension coped well. However, overall the bakkie didn’t inspire any confidence.
Summary
Tata is a large company with different sectors ranging from energy, materials, chemicals, IT, engineering and obviously cars. Remember, this is a company that purchased Jaguar Land Rover in the not too distant past.
Surely, the mother company can pump some much-needed investment into the R&D branch of Tata motors? Years ago when we tested the first iteration of the 2,2-litre Xenon we noted how skew the steering wheel was when the wheels were pointed in the dead straight position. Three years on, that is still the case. One launch unit’s instrument cluster was also loose.
Price-wise, Tata does not compete with the main players, but it does with GWM. The difference is, GWM has been improving its Steed models incrementally over the past years. Tata will seriously need to pull up its socks, because at the moment it’s outclassed by the Steed 5.
Specifications:*
Model: Tata Xenon 2,2 XT 4×4 DC
Engine: 2,2-litre, four-cylinder turbodiesel
Power: 110 kW at 4 000 r/min
Torque: 320 N.m. from 1 500 r/min
Fuel consumption: n/a
CO2: n/a
Towing capacity (unbraked/braked) kg: 750/2 200
Price: R269 995
Service plan: 5 years/90 000 km
Service intervals: every 15 000 km
*According to the manufacturer
