Tata Xenon Crew Cab 2.2L DICOR 4×4 DLE
Content
- Video
Because you are laughing at yourself. Tata is Indian and, at least in our country, has no (known) history, and she evokes funny associations with us, still living fossils from the south with knowledge of the Croatian language.
You can of course stop reading here, but keep trying. Since this is the very first Tata tested in Auto magazine, it deserves at least a brief introduction. This is true.
Dad like the company was founded in 1935 and started production of locomotives, but only entered the automotive sector in 1991. Today it is a multinational company with a number of foreign companies, factories in India (5), as well as in Argentina, South Africa and Thailand.
They own the former Daewoo cargo division and Hispano Carrocera, a (European) bus specialist. In addition, they tackled what Ford could not curb: in 2008 they bought JLR or Jaguar and Land Rover from him, which also hide the brands Daimler, Lanchester and Rover.
So much knowledge and action, if you suddenly think, shoo, instead of Tate Xenon, I prefer to buy a Land Rover Defender - even then you really buy a Tato.
The next mistake is to look at Daddy Xenon as a personal car. Because it's not. Xenon is what, say, Nissan Pickup, that is, a working machine, a tool. Therefore, other criteria apply to it. If we have such glasses before our eyes, then we find that xenon is a good working machine.
Basically, it does not differ significantly from similar products: it has a rigid chassis, in this case a two-seater cabin with five seats, the size of the rear box is 1 x 43 meters (with a side height of 1 meters), under the chassis, which cannot be chunky (double wishbones at the front, rigid axles at the rear, and all of the impressive dimensions), plug-in four-wheel drive and an engine that's a lot more modern than you might think.
Good, it's really loud and shaky, but this is basically all diesels until they are tamed. This was not particularly tamed, which is directly related to the price of Xenon. Namely, this one (for individuals) costs about 18 thousand and I ask you to keep this information in your head while you are reading this entry.
Then the engine... DICOR, Common Rail direct injection. Information from India is scarce, but it is alleged that this machine is also a Tatin design, and the cylinders are fueled through a common water system with a pressure of 1.600 bar. This is not the latest technology, but modern.
This is, of course, adapted to the intended purpose of the vehicle; hence he's not some sports freak, but he spins great and even in fourth gear it spins up to 4.200 times per minute, which is the red field limit. At that time, the speedometer shows a good 160 kilometers per hour, and in fifth (last) gear, it accelerates down the counter to almost 180 kilometers per hour.
For example, at 170 kilometers per hour, it rotates at 3.500 rpm; Enough (a little) so that quiet souls can squeeze it out at full power all the time without harming it.
Since this engine is powered, as already stated, by a running machine, it gives up the love of high revs (eg 4.500 and above) in order to be friendlier at low revs. It's very responsive at idle, and when you crank up the revs to a good 1.000 it already pulls well. Prefers from 2.000 to 3.500.
For 50 kph in fifth gear it should spin at a good 1.000 rpm, which is way too low as it shakes a lot, but still accelerates. At a speed of 70 kilometers per hour it is already 1.500 rpm, and even better - 90 kilometers per hour when it rotates at 1.900 rpm; then it seems to be the softest, there is little vibration and noise, fuel consumption is low.
Well, at 130 km / h in fifth gear and at 2.700 rpm (and a quarter of the gas on the pedals in the eyes) it is still far from “torment”, as clearly indicated by the calmness of the mileage and ultimately modest consumption. In fact, the engine is also characterized by the fact that in the cold it heats up quickly enough to start heating the interior.
To summarize this whole engine theory from a practical point of view: 140 "horsepower" is a quarter of a cent less than two tons of dry weight, good driving characteristics and a fully open throttle valve translate at the gas station into (for the mentioned values) a modest 12 liters of diesel fuel by 3 kilometers, and driving in the economic zone easily drops this value below 100.
And that's with just a five-speed transmission that seems to be well adapted to the torque and power characteristics of the engine.
However, this work machine is not only designed for road use, but also off-road... Behind the steering wheel, a rotary knob is timidly hidden, which, with the help of an electric signal, first activates the four-wheel drive, and then the gearbox. Even when compared to the most expensive SUVs, the on and off speed and reliability are excellent.
This is Xenon's belly 20 centimeters above the ground, the tires are narrow enough and have a rough profile, and the rear differential is partially self-locking (LSD), so the Xenon easily fulfills the factory promises off-road. Of course, there are more powerful SUVs out there, but there aren't many of them, and they tend to be just as expensive, only perhaps with some extra zero at the end of the price.
And, perhaps not unimportantly, a few more words about appearance... Basically, the pickup is the same no matter the brand, but the Xenon's front end is charmingly aggressive, thanks largely to Thomas Ashton, the designer, and in particular, of course, thanks to the Xenon's cool protection (unfortunately, it's plastic, which is the only flaw in the field). light gray and intermittently protruding wings.
The good side is also that it is not no beauty off road accessories, such as protection of pipes for thresholds, etc., as they have so far proved to be a weak link in this area and therefore more or less only as an element of beauty.
So far, xenon - as you probably noticed - has received mainly the equipment is very good - excellent. But since we have to treat cars (also) as cars, of course xenon doesn't feel very good. Let's start where we left off - with the appearance.
As soon as we sit down inside, we notice that there "Design" is not really are only the elements listed in the prescribed or agreed sense. The steering wheel is big and thin, but the gauges with the case seem to be tilted (left side slightly down and away from the driver), the steering wheel too (left side towards the driver) and in the middle the gauges to the right seem to be offset.
They just stand out from everything neat technical gauges (and well-readable) exterior, two-tone seats and a multi-faceted ceiling with four light bulbs. Oh yes, if the driver turns his head to the right, he will also notice an analog clock in the center of the dashboard, which, at night at least, appears to be a Movada product. ...
Interior materials are very inexpensive to touch and look, but they are probably also less sensitive to dirt. The average driver of the average modern car will notice that the pedals are good, but also that no support for the left leg.
That the air conditioning (albeit manual) is extremely efficient, but that the gap in the middle of the dashboard cannot be closed individually or completely. That the movements of the gear lever are short and quite precise, but extremely difficult, and the lever itself is too bulky for the average hand.
That the front seats are reasonably comfortable, but with no lateral support and too short a longitudinal seat. That there is plenty of knee room in the back, and that comfort is like sitting on a park bench, and that a rigid axle suspended only from leaf springs doesn't help much.
The steering wheel is leather-wrapped and ergonomic to grip, but the steering is exceptional and extremely inaccurate. That the sliding window is electric, but the noise inside the engine and the wind is still too much for today's minimum requirements for sound comfort.
That there are very few blind spots and the wipers effectively wipe, but with a little rain they also whine. That the levers on the steering wheel are technically very good, but that the turn signals do not have a sound signal, and that the driver does not see the light signal either (when the steering wheel is down).
These gauge readings are fast and accurate, but the engine already behaves unusually in corners with a quarter of the fuel (according to the gauge) in the tank. Serve cricket here (pin in driver's door to lock) and there (box in front of passenger).
And that the interior, if you check the factory promises of permissible water depth, is also unsolvably wet with air conditioning.
At the same time, driving seems - if you subtract the inaccuracy of the steering wheel and discomfort on short bumps - by far the best part of xenonwhen we look at it as a passenger car. However, the extremes of this trip deserve a brief description. Xenon behaves very well on dry pavement, but in fast corners it does not feel pleasant due to its tall, soft and highly profiled tires.
On wet, slippery asphalt, acceleration in the first two gears is inconvenient, since the rear axle (as said, suspended only on leaf springs) oscillates around its own axis due to the rotation of the wheels at idle speed and the slightest irregularities on the move. the land instantly and uncontrollably takes over the rear.
This is best on gravel, where the rear feels fun, easy to handle and well-controlled as long as there are no holes or dimples in the base.
But even this party can't make up for the major drawbacks of this Tate, and that's it. chapter on security. Safety precautions through the eyes of a modern car buyer - no. The Xenon has just four automatic seat belts and four head restraints (and a fifth two-point seat belt) and that's it. Oh yeah.
When the engine is running and the driver opens the door, the hazard lights will automatically turn on. There xenon failed the exam to qualify as a place and time, the corresponding passenger car.
Of course, the fact that the Tata is not a truck is not possible without safety equipment, and the law does not mandate airbags, electronic aids or other methods that could protect passengers in the event of an accident. Error, but not dad in this case. ...
Vinko Kernc, photo: Aleš Pavletič
Tata Xenon Crew Cab 2.2L DICOR 4×4 DLE
Basic data
| Sales: | Avto Celje doo |
|---|---|
| Base model price: | 14.125 € |
| Test model cost: | 14.958 € |
| Power: | 103kW (140 KM) |
| Maximum speed: | 160 km / h |
| Mixed flow ECE: | 8,5l / 100km |
| Guarantee: | 3 years or 100.000 3 km total and mobile warranty, XNUMX years rust warranty. |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 1.900 € |
|---|---|
| Fuel: | 13.050 € |
| Tires (1) | 848 € |
| Compulsory insurance: | 3.280 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 3.472 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 26.990 0,27 (km cost: XNUMX) €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - turbodiesel - front-mounted transversely - bore and stroke 85 × 96 mm - displacement 2.179 cm? – compression 17,2:1 – maximum power 103 kW (140 hp) at 4.000 rpm – average piston speed at maximum power 12,8 m/s – specific power 47,3 kW/l (64,3 hp / l) – Maximum torque 320 Nm at 1.700-2.700 rpm – 2 overhead camshafts (timing belt) – 4 valves per cylinder – Common rail fuel injection – exhaust turbocharger – charge air cooler. |
|---|---|
| Energy transfer: | rear wheel drive with the ability to manually turn on all-wheel drive - 5-speed manual transmission - gear ratio I. 4,10; II. 2,22; III. 1,37; IV. 1,00; V. 0,77; - differential 3,73; gearbox, gears 1,000 and 2,720 - rims 5,5 J × 16 - tires 205 / R 16, rolling range 1,91 m. |
| Capacity: | Performance (factory): top speed 160 km / h - acceleration 0-100 km / h: no data - fuel consumption 8,5 l / 100 km, CO2 emissions 224 g / km. Load capacity (factory): Climbing 41° - Permissible side slope: N/A - Entry angle 24°, Transition angle 15°, Exit angle 21° - Permissible water depth: N/A - Ground clearance 200mm. |
| Transportation and suspension: | off-road pickup - 4 doors, 5 seats - self-supporting body - front single suspension, torsion bars, telescopic shock absorbers - rear rigid axle, leaf springs, telescopic shock absorbers - front disc brakes (forced cooling), rear drum brakes, mechanical parking brake on the rear wheels (lever between seats) - steering wheel with balls, power steering, 3,8 turns between extreme points. |
| Mass: | empty vehicle 1.950 kg - permissible total weight 2.950 kg - permissible trailer weight with brake: 2.000 kg, without brake: 750 kg - permissible roof load: no data. |
| External dimensions: | vehicle width 1.860 mm, front track 1.571 mm, rear track 1.571 mm, ground clearance 12 m. |
| Inner dimensions: | front width 1.410 mm, rear 1.420 mm - seat length 480 mm, rear 480 mm - body length 1410 mm, body width 1040-1400 mm - handlebar diameter 400 mm - fuel tank 65 l. |
| Box: | Trunk volume measured with AM standard set of 5 Samsonite suitcases (278,5 L total): 5 places: 1 suitcase (36 L), 1 suitcase (85,5 L), 2 suitcases (68,5 L), 1 backpack (20 l). l). |
Our measurements
| T = 11 ° C / p = 1.020 mbar / rel. vl. = 37% / Tires: Goodyear Wrangler ER Radial 205 / R 16 / Condition: 3.825 km | |
| Acceleration 0-100km: | 13,6s |
|---|---|
| 402m from the city: | 19,1 years ( 115 km / h) |
| Flexibility 50-90km / h: | 11,6 (IV.) S |
| Flexibility 80-120km / h: | 18,7 (W) p |
| Maximum speed: | 163km / h (V.) |
| Minimum consumption: | 9,3l / 100km |
| Maximum consumption: | 12,3l / 100km |
| test consumption: | 11,6 l / 100km |
| Braking distance at 130 km / h: | 106,3m |
| Braking distance at 100 km / h: | 59,6m |
| AM table: | 44m |
| Noise at 50 km / h in 3rd gear | 60dB |
| Noise at 50 km / h in 4rd gear | 59dB |
| Noise at 50 km / h in 5rd gear | 58dB |
| Noise at 90 km / h in 3rd gear | 70dB |
| Noise at 90 km / h in 4rd gear | 68dB |
| Noise at 90 km / h in 5rd gear | 66dB |
| Noise at 130 km / h in 4rd gear | 72dB |
| Noise at 130 km / h in 5rd gear | 70dB |
| Idling noise: | 42dB |
| Test errors: | unset (different) headlamp beam height |
Overall rating (231/420)
If we look at this Tato as a tool or a working machine, then it fully fulfills its mission. However, as a passenger car, it lags far behind what we are used to today.
Exterior (10/15)
In appearance, it is not inferior to more modern competitors, in some elements it also surpasses them.
Interior (67/140)
Feeling spacious, but lacking in driver space. Nice air conditioner but very cheap materials and scarce equipment.
Engine, transmission (38
/ 40)The engine, transmission and drivetrain are very good, and the chassis and steering are well below modern standards.
Driving performance (40
/ 95)The gear lever is awkward, but the movement is good. Lego on the road damages tires that are more or less intended for off-road use only.
Performance (24/35)
It easily keeps up with today's traffic, regardless of the type of road.
Security (46/45)
Fully lit in the safety section. There are a few bright spots on it, but in reality there are few of them.
Economy
Amazingly affordable fuel economy and the best price for this type of vehicle. And also a big loss in value.
We praise and reproach
engine
meters
air conditioning efficiency
field capacity
body numbness in the field
consumption
small blind spots
knee behind
without protective equipment
extremely inaccurate steering gear
interior (materials, workmanship, appearance)
shock mitigation
discomfort on the back bench
poorly directed rear (toga) to the side
too short longitudinal
ineffective air conditioning in the back seat
