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SUV Tata Hexa Diluncurkan di Rs. 11.99 lakh SUV Hexa diresmikan oleh Tata Motors di 2016 Geneva Motor Show dalam bentuk konsep yang mengikuti debut India di Expo Auto 2016. Hexa adalah model all-new yang memiliki gaya crossover-ish namun perangkat kerasnya cocok untuk perjalanan off-road ringan. Peluncuran Tata Hexa yang baru berlangsung pada tanggal 18 Januari 2017. Harga Tata Hexa di India dimulai pada Rs. 11.99 lakh (ex-showroom Delhi). Pada titik harga seperti itu, saingan Hexa the Mahindra XUV500. Test Drive dari Hexa baru telah dimulai di dealer resmi Tata. KLIK DI SINI untuk TATA Hexa Test Drive Review. Selain itu, baca terus untuk harga Tata Hexa Price yang baru, rincian peluncuran, spesifikasi dan jarak tempuh India Tata telah meluncurkan sejumlah peluncuran baru untuk pasar India. Selama beberapa bulan ke depan, Tata akan meluncurkan SUV kompak Kite 5 dan Nexon. Hexa menjadi model Tata paling mahal. Peluncuran Hexa akan diikuti oleh Tiago AMT, Kite 5 dan Nexon pada tahun 2017. Anda dapat melihat Hexa baru di Hexa Experience Center yang baru saja diluncurkan. Tata Hexa India TVC Harap Catatan- Semua trim di atas akan ditawarkan dalam konfigurasi 6 Seater dan 7 Seater. Harga Tata Hexa mulai dari Rs. 11.99 lakh (ex showroom). Pada titik harga ini, Hexa tampil sebagai proposisi nilai-untuk-uang. Pemesanan untuk Hexa sudah terbuka dan Tata mengklaim Hexa menerima sekitar 250 pemesanan hanya dalam beberapa hari. Ini melihat saingan utama Hexa dan harga mereka 8211 Tata Safari Storme Rs. 12.0-18.03 lakh Rs. 9,99-14,60 lakh Rs. 10.51-15.36 lakh Toyota Innova Crysta Renault Lodgy Stepway Rs. 13.73-20.93 lakh Rs. 8.88-13.04 lakh Rs. 9.44-11.27 lakh Hexa harganya sedikit lebih rendah dari XUV500. Ini juga akan memakan biaya kurang dari Innova Crysta. Namun, ini lebih mahal dari pada Safari Storme. Seperti halnya produk Tata lainnya, nilainya sangat tinggi untuk mendapatkan uang. Tata Hexa Mileage Kami berharap Hexa memiliki jarak tempuh rata-rata lebih tinggi dari pada Safari Storme. Ini berarti bahwa Hexa bisa menawarkan jarak tempuh 12 KMPL di kota dan sekitar 15 KMPL di jalan raya. Tata Hexa Spesifikasi Panjang x Lebar x Tinggi 4788 x 1903 x 1791 mm Tipe Roda dan Ukuran Baja 16 inci (XE, XM) Paduan 19 inci (XT) Pemindahan Tipe Mesin 2.2 liter Varian Varietas Diesel 400 Diesel 5 Manual Kecepatan 6 kecepatan Manual dan 6 Speed ‚Äč‚ÄčAuto 12-15 KMPL (diperkirakan) Four Wheel Drive Terlihat di atas adalah spesifikasi resmi Tata Hexa. Mesin di Tata Hexa adalah mesin diesel 2.2 liter yang familiar. Ini tersedia dalam dua samaran 8211 VARICOR 320 dan VARICOR 400. Motor yang lebih bertenaga menghasilkan 154 bhp dan 400 Nm. VARICOR 320 menawarkan 149 BHP dan 320 Nm. Mesin ini juga menyalakan Tata Safari Storme. XM dan XT trims of Hexa akan tersedia dengan baik manual 6 kecepatan atau transmisi otomatis 6 kecepatan. Sebuah torsi pada permintaan sistem penggerak empat roda tersedia pada varian XT top-end. Dimensi Tata Hexa Dari segi dimensi, Tata Hexa yang baru berukuran 4.788 mm, lebar 1.903 mm dan tinggi 1.791 mm. Ini memiliki jarak sumbu roda 2.850 mm. Ini berarti banyak ruang kabin. Hexa memiliki ground clearance 200 mm. Ini memiliki kapasitas tangki bahan bakar 60 liter. Tata Hexa Fitur Lampu depan proyektor Chrome Applique pada Grille Grille Radiator untuk Konsol Instrumen Sistem Infotainment Touchscreen Roda Paduan 19 inci Pelapis Faux Skid Taillights Premium Pipa Exhaust Ganda Pelapis Kulit Premium 10 Speaker JBL Sistem Audio Roda kemudi yang dibungkus kulit Semua Roda Drive oleh Borg Warner Mode Mengemudi Ambient Lighting untuk Cabin ConnectNext App Control Fitur ini akan membuat Hexa menjadi mobil yang paling banyak dimuat dalam kisaran harganya. Fitur seperti 10 JBL Audio System dan Super Driving Modes membuat Hexa menonjol. Skor Hexa dengan baik bahkan di sisi keselamatan. Fitur Keamanan Tata Hexa Enam Airbag Anti-Lock Braking System (ABS) Distribusi Brake-Force Elektronik Rem Brake Pre-fill Sensor Pengatur Daya Imobilisasi Sensor Belakang Sensor Belakang Kamera dengan Pedoman Aktif Tata Hexa Design Review 8211 Exterior Oke, ada sedikit kemiripan dengan Aria, namun Tata telah berbuat cukup untuk memberi mobil itu identitas uniknya. Di bagian depan, bonnet baru ini jauh lebih datar dan memiliki desain kerang-kerang. Lampu depannya terlihat canggih dan kisi-kisi dengan sisinya yang lebar dan krom cukup untuk menutupi kesamaan. Bumper adalah sorotan utama di sini yang memiliki bendungan udara rendah yang lebar dengan disamping aluminium disikat. Fitur lampu kabut yang berotot dan berotot pada lampu LED daytime running menghasilkan ujung depan yang sangat menarik. Sementara Tata menegaskan Hexa adalah model all-new, masih ada beberapa kemiripan dengan Aria di profil samping. Namun, Hexa memiliki kelongsong plastik untuk lengkungan roda. Menariknya, cladding menampilkan Range Rover Evoque seperti kink pada kurva yang mungkin bisa menjadi petunjuk untuk keterlibatan yang lebih besar dari insinyur Land Rover. Bagian belakang telah sepenuhnya direnovasi. Sekarang fitur horisontal Volkswagen seperti lampu ekor menambahkan dosis karakter yang sangat dibutuhkan ke ujung belakang, seperti halnya knalpot ganda, pelat selip imut selesai dengan aluminium disikat, pilar hitam, dll. Tata Hexa Desain Interior Review Tata Hexa Fitur interior hitam dan satu dapat melihat dengan jelas petunjuk dasbor Zest dan Bolt8217s di dalamnya. Konsol tengah memiliki layar sentuh yang menonjol dengan surround piano hitam dan tema sudut keseluruhan bekerja dengan cukup baik. Roda kemudi telah diangkat langsung dari Zest yang menampilkan kontrol audio dan telepon dan selesai berwarna hitam dengan aksen perak. Konsep yang dipamerkan di Jenewa ini menampilkan konfigurasi enam kursi dengan kursi kapten untuk barisan tengah. Ada soket listrik 12V dan ventilasi AC untuk penumpang kedua dan ketiga. Lubang cubby yang berjajar atap dari Aria telah dilepas dengan berpaling dari atap berlapis kain yang jauh lebih rapi. Keselamatan kerja dipastikan oleh 6 kantung udara di atas kapal, Electronic Stability Control, lampu depan proyektor otomatis dan wiper penginderaan hujan. Desain versi produksi Hexa bukanlah kepergian utama dari bentuk konsep, berdasarkan apa yang dipamerkan di Auto Expo. Hexa pasti menjadi crossover yang sangat bagus. Kemungkinan untuk mengaduk-aduk sedikit di ruang lacs 11-18. Tata telah jelas mengambil lompatan besar ke depan dengan konsep Hexa. Hal ini sejalan dengan apa yang terjadi dengan Zest and Bolt. SUV Tata Hexa merupakan prospek menjanjikan lain dari Tata Motors dan semoga kinerjanya jauh lebih baik daripada Aria. Perhatikan ruang ini lebih banyak lagi. Tata Hexa Color Options Tata menawarkan Hexa dalam lima warna cat termasuk Tungsten Silver Arizona Blue Sky Grey Platinum Silver Pearl White Tata Hexa Engine dan Transmisi Crossover mendatang Tata8217 dijual dengan mesin diesel 2.2 liter Varicor 400. Kita sudah melihat mesin ini di Safari Storme. Unit ini menghasilkan 156 bhp tenaga max dan torsi puncak 400 Nm. Manual enam kecepatan ditawarkan sebagai pilihan transmisi standar. Ada juga pilihan transmisi otomatis 6 percepatan yang ditawarkan. Tata Hexa mendapatkan setup All Wheel Drive bersama dengan Mode Penggerak 8216Super. Tampak amp Styling Fitur Interior Powerfull Engine Wide Service Network Rentan Bangun Kualitas Rata-rata Mileage Bahan Bakar Tata Hexa Walk-around Review Video Nantikan Blog Mobil India untuk lebih banyak harga Tata Hexa dan rincian peluncuran India. Juga, menurut Anda, berapa harga Tata Hexa di India seharusnya Marilah kita tahu dengan mengomentari di bawah ini. Harap Anda memeriksa Tata Review Test Hexa Test kami. TATA Hexa 2015 yang baru terlihat seperti RANGE ROVER EVOQUE similary namun Hexa berukuran 6 seater dan lebih panjang dari RANGE ROVER EVOQUE. Tapi saya suka kedua dua mobil saat ini TATA HEXA mengalahkan yang terjual lebih banyak ketimbang mahendra xuv500 yang terlihat bijak dan berkinerja bijak. Dalam fitur mahendra adalah memimpin pada balapan. 8230 Aria dan kesan pertama menunjukkan bahwa mereka telah melakukan pekerjaan yang layak yang dapat Anda baca di sini. Namun, rata-rata pembeli India cukup matang untuk memahami bagaimana mobil tersebut benar-benar berada atau 8230 8230 sedang berspekulasi bahwa desain Tata Q501 akan sangat terinspirasi oleh konsep Hexa baru yang baru-baru ini diperkenalkan oleh Tata Motors di Geneva Motor Show tahun ini. . Mobil Hexa 8230 I yang baru untuk pinjaman 8230 Tata Hexa 8230 8230 The Aria tidak pernah benar-benar lepas landas meski merupakan produk yang sangat kompeten. Ini mengirim insinyur Tata8217s kembali ke papan gambar dan mereka sekarang telah menemukan Hexa. Pada dasarnya versi Raided yang berat dari Aria, Hexa mendapatkan eksterior yang lebih besar, yang sekarang lebih mirip SUV, interior kualitas baru yang lebih baik dan mesin yang diperbarui. Ini akan menarik tenaga dari unit Varicor 400 Diesel Safari8217s yang dikawinkan dengan Manual 6 kecepatan atau Auto 6 kecepatan. Juga, seperti Aria, akan ada sistem AWD opsional. Hexa akan menjadi produk Tata baru kedua yang akan diluncurkan tahun ini. Yang pertama adalah Tiago. Hexa, yang menjadi crossover SUV-MPV, akan memakai Mahindra XUV500, Toyota Innova, dan Honda BR-V. (Baca lebih lanjut.) 8230 1. Atap atap perlu dipertimbangkan. 2. Sebaiknya ganti desain head lamp, tidak seperti aria. Storme sangat menarik. 3. Mengapa tidak 4 x 4 transmisi otomatis 4. Interior plastik harus disempurnakan. 5. Beri nuansa kokpit pesawat terbang. 8230 TATA HEXA 8230 Interior tata hexa..i tidak seperti bcs toyota innova crysta ka jo interior hai..vo bahut smart hai .. lebih dari tata hexa .. belok zigzag jendela disign dari tata hexa saya tidak suka..plzz improvement Di it8230tapi mobil terlihat sangat cerdas lebih banyak daripada campare untuk toyota innova crysta .. 8230 Tata Hexa 8230 TATA Hexa adalah SUV terbaik dibandingkan dengan Innova crysta, Mahindra XUV 5oo dan suv8217 lainnya. Ini memiliki fitur yang sangat bagus yaitu ESP (electronic stability program) yang tidak disebutkan di atas. Ini sangat halus untuk dikendarai daripada kendaraan lainnya. Orang tidak cukup berani untuk memiliki kendaraan rata yang berpikir bahwa, setelah satu tahun suara gemuruh akan dimulai dan mesinnya akan melaju lebih dari satu lakh km. Dimana seperti, gadget elektronik, terlihat, desain bodi tidak bisa mengalahkan dan terlihat bijak Hexa sangat bagus dan jika harganya di bawah 15 kekurangan untuk top end maka akan super dooper hit. Saya harap Anda akan memperjelas keraguan atau kesan salah banyak tentang tata kendaraan. Tinggalkan mobil asing sekarang saatnya memilih mobil indian yang menakjubkan dalam bentuk heksa. Wow apa mobil. Apa prosedur pinjaman untuk membeli mobil ini HARGA HARUS 16 LAKHS MAKSIMUM UNTUK AKHIRNYA KEMUDIAN HANYA ORANG YANG AKAN MEMPERTIMBANGKAN TATA. LAINNYA TOYOTA, NISSAN, RENAULT, CHEVROLET LEBIH LEBIH BAIK UNTUK PANJANG. Hanya Tata hexa yang berkisar antara 12-14 lakh jauh lebih baik. Lain lagi yang masuk akal untuk Toyota crysta 8230 Xenon Yodha Pickup truck menjadi produk Tata pertama untuk tahun 2017. Peluncuran Hexa yang banyak ditunggu, pada tanggal 18 Januari, sekarang akan mengikuti pengenalan Xenon Yodha. Xenon Yodha yang baru telah berkencan dan berdoa hexa akan menjadi lebih baik daripada membuat produk di India dan semua yang terbaik. Titik harga akan menjadi breakpoint untuk Tata Hexa, jika harga di babak pertama pengiriman tidak memenuhi harapan pelanggan maka akan menjadi usaha sia sia. Harga perlu melemahkan semua pesaing, dengan jenis diskon yang terjadi dengan persaingan sangat penting menjadi 10 di bawah XUV amp 15 sampai 20 di bawah Innova. Ini akan memberi kesan agresif masuk ke segmen ini. Amp yakin kenaikan harga bisa diatur secara bertahap. SANGAT DINAMIS. BAIK MENCARI DAN TERBAIK DALAM KENDARAAN FEATURED pasti akan luar biasa jika harganya lebih rendah seperti sekarang dibandingkan dengan xuv 500 w10 dan hexa xt 42. Sepertinya xuv banyak memimpin fitur. Jika heksanya sekitar 50 k atau lebih kurang dari xuv. Maka saya akan membeli hexa definetely tanpa keraguan .. Apakah ada tawaran pertukaran dengan Tata Safari Storme Bukan yang kita ketahui. Anda selalu dapat memeriksa dengan dealer lokal Anda untuk mengetahui penawaran saat ini yang tersedia di 8230 yang kinerjanya buruk. Penjualan XUV500 yang kuat kini mendapat ancaman dari Tata Hexa yang baru. Pabrik tersebut membutuhkan sebuah peluncuran baru segera untuk mencakar kembali beberapa pasar yang hilang 8230TATA STEEL Jamshedpur Plant (Jamshedpur) Pada tahun 1919 Lord Chelmsford menamai kota Jamshedpur untuk menghormati pendirinya, Jamshedji Nausherwanji Tata, yang pada hari ulang tahunnya dirayakan pada tanggal 3 Maret sebagai Hari Pendiri . J. N. Tata telah menulis surat kepada putranya Dorabji Tata tentang visinya tentang sebuah kota besar di daerah tersebut. Pada Hari Pendiri, Taman Jubilee seluas 225 acre (0,91 km2) dihiasi dengan lampu penerangan yang cemerlang selama sekitar satu minggu, menarik orang-orang dari seluruh penjuru negara. Kota ini memiliki beberapa nama panggilan termasuk Steel City (yang direferensikan selama kampanye Kota Baja TATA Steels Green City - Kota Bersih) Tatanagar setelah nama stasiun kereta api Stasiun Kereta Api Tatanagar atau hanya Tata untuk menghormati kehadiran perusahaan Tata yang signifikan di Kota dan daerah sekitarnya.Pada pergantian abad ke-20, Tatas ingin membangun pabrik baja di India. Jamshedji Tata pergi ke Pittsburgh dan meminta ahli geologi Charles Page Perin untuk membantunya menemukan situs tersebut untuk membangun pabrik baja impiannya di India. Pencarian untuk situs yang kaya akan sumber daya yang dibutuhkan untuk pabrik tersebut, yaitu besi, batu bara, batu kapur dan air dimulai pada bulan April 1904 di Madhya Pradesh hari ini. Para prospectors, C. M. Weld, Dorab Tata dan Shapurji Saklatvala, membutuhkan waktu hampir tiga tahun dalam pencarian yang sungguh-sungguh di hamparan medan yang tidak ramah untuk menemukan lokasi yang sesuai. Suatu hari, hampir secara tidak sengaja mereka menemukan sebuah desa bernama Sakchi, di dataran dataran tinggi Nagpur Chhota Nagpur yang padat berhutan, di dekat pertemuan sungai Subarnarekha dan Kharkai. Tampaknya menjadi pilihan ideal dan tempat itu dipilih. Pekerjaan pembangunan awal dilakukan oleh Durrell Co, sebuah firma teknik sipil yang dijalankan oleh Lawrence Samuel Durrell, ayah dari naturalis Gerald Durrell (yang lahir di sini) dan novelis Lawrence Durrell. Ditugaskan oleh keluarga Tata pada tahun 1920, Durrell bertanggung jawab untuk membangun pabrik tinplate, pabrik pembuatan batu bata, gedung perkantoran, rumah sakit dan lebih dari 400 rumah pekerja. Rencana jamshedjis untuk kota sudah jelas. Dia membayangkan lebih dari sekedar deretan hutments pekerja. Dia berkeras membangun semua kenyamanan dan kenyamanan yang bisa disediakan sebuah kota. Akibatnya, banyak daerah di kota ini direncanakan dengan baik dan ada tempat rekreasi umum yang hebat seperti Taman Jubilee. Sambil membangun kota yang indah ini, kata Jamshedji Tata. Pastikan untuk meletakkan jalan-jalan lebar yang ditanami pohon rindang, setiap jenis tumbuh dengan cepat. Pastikan bahwa ada banyak ruang untuk halaman rumput dan taman menyimpan area yang luas untuk sepak bola, hoki dan taman yang memperjuangkan area untuk kuil Hindu, masjid Mohammedan dan gereja-gereja Kristen. Seperti apa kota ini sekarang merupakan bukti rencana visionernya. Jamshedpur adalah satu-satunya kota di India tanpa kotamadya. Tanggung jawab untuk konservasi dan perawatannya sepenuhnya diasumsikan oleh Tata Steel, sangat mungkin merupakan situasi unik di dunia. Legenda menyebutkan bahwa pada akhir tahun 1980an ketika pemerintah negara bagian mengusulkan sebuah undang-undang untuk mengakhiri administrasi Tatas di Jamshedpur dan membawa kota tersebut di bawah sebuah kotamadya, penduduk setempat bangkit untuk melakukan demonstrasi dan mengalahkan usulan pemerintah tersebut. Pada tahun 2005, sebuah proposal serupa sekali lagi disiapkan oleh para politisi yang melobi. Target pemirsa adalah kelas pekerja. Sebagian besar ini berpihak pada pemerintah dan mengadakan rapat-rapat protes di luar kantor Wakil Komisaris East-Singhhhum. Namun, tujuannya tidak pernah tercapai dan Jamshedpur tetap tanpa kotamadya sampai saat ini - dan layanan kualitasnya terus berlanjut.Geografi Jamshedpur terletak di 2248N 8611E 22.8N 86.18E 22.8 86.184. Ini memiliki ketinggian rata-rata 135 meter (442 kaki). Jamshedpur terletak di daerah perbukitan, dan daerahnya cukup tidak merata. Jamshedpur menempati sekitar 2,03 dari luas wilayah Jharkhand. Luas wilayah Jamshedpur adalah 149,23 km persegi. Khasiat Jamshedpur memiliki iklim yang beriklim sedang. Musim panas dimulai pada pertengahan Maret dan bisa sangat panas di bulan Mei dan Juni. Variasi suhu selama musim panas adalah dari 35 42C meskipun kota ini telah menyaksikan suhu yang lebih tinggi dari ini dalam beberapa tahun terakhir. Di sisi lain suhu minimum selama musim dingin adalah 8C. Padahal, waktu terbaik untuk berkunjung ke kota adalah antara bulan Oktober dan April. Selama bulan-bulan ini, kota ini bahkan menerima burung migran. Iklim Jamshedpur ditandai dengan musim barat daya. Jamshedpur mendapat curah hujan lebat dari bulan Juli sampai September dan menerima sekitar 1200 mm curah hujan setiap tahunnya. Pada sensus 2001 di India, 8 Jamshedpur memiliki populasi 1.134.788 dan berada di peringkat 28 di antara 35 juta-plus kota di India sesuai dengan sensus 2001. Laki-laki adalah 53 dari populasi dan perempuan 47. Jamshedpur memiliki tingkat melek huruf rata-rata 82, lebih tinggi dari rata-rata nasional 59,5. Di Jamshedpur, 11 penduduk berusia di bawah 6 tahun. Bahasa percakapannya bahasa Hindi. Namun bahasa kesukuan seperti Santhali dan Ho juga diucapkan di beberapa bagian kota. Penduduknya kosmopolitan karena migrasi orang-orang dari seluruh penjuru negeri untuk bekerja di berbagai industri yang ada di kota. Terlepas dari populasi suku asli, kelompok etno-religius lainnya adalah orang Bengali, Biharis, Punjabis, Oriyas, Gujaratis, Marwaris dan Muslim. Ada juga jumlah India Selatan yang kecil namun signifikan, terutama dari Andhra Pradesh Tamil Nadu dan Kerala. Festival besar yang dirayakan termasuk Makar Sakranti, Durga Puja, Deepavali, Holi, Natal, Idul Fitri, Id-uz-Zuha dan Chhath.Jamshedpur, sebagai rumah bagi perusahaan Iron and Steel swasta pertama di India (yang terbesar keenam di dunia ), Tata Steel, biasa disebut Tata Nagar sebagai hasil kehadiran perusahaan yang signifikan. Daerah sekitar Jamshedpur kaya akan mineral, termasuk bijih besi, batu bara, bauksit mangan dan kapur. Ini adalah kota industri modern yang industri utamanya adalah besi dan baja, manufaktur truk, produksi tinplate, semen dan industri skala kecil dan menengah lainnya yang berputar seputar produk ini. Pabrik terbesar adalah Tata Steel (bekas Tata Iron dan Steel Company atau TISCO), dan terletak hampir di pusat kota. Tata Steel adalah pabrik penghasil besi dan baja terbesar di India, dan juga yang tertua. Rencana telah dilakukan untuk perluasan pabrik Tata Steels yang ada di Jamshedpur dari 7 juta ton per tahun menjadi 10 juta ton per tahun. Ini akan menjadi pabrik pertama di dunia yang memiliki kapasitas 10 juta ton di satu kampus. Tata Steel pabrik di jamshedpur Pabrik baja cukup besar dan masih mencakup sekitar seperempat dari luas tanah Jamshedpur, dan memiliki dua danau air pedalaman. Pabrik utama lainnya di kota ini adalah Tata Motors dengan Telcon, yang memproduksi kendaraan berat dan peralatan pengangkut barang konstruksi. Tata Motors sebelumnya bernama Tata Engineering and Locomotive Company (TELCO), karena lokomotif kereta api pernah diproduksi di sini. Tata Tinplate (bekas Tinplate Co of India Ltd.) memproduksi tinplate. Ini awalnya sebuah perusahaan Inggris yang dibangun di Golmuri, yang kemudian diambil alih oleh Tata. Pabrik lain, yang terletak di dekat Tata Motors, adalah produk Steel and Wire India (ISWP). ISWP dibuka kembali setelah lebih dari lima tahun oleh Tata Steel setelah mengatasi semua hambatan hukum dan rintangan terkait BFIR. ISWP melanjutkan produksi di pabrik kawat pada tanggal 2 Januari 2004, setelah pengambilalihan oleh Tata Steel, dan telah memulai operasi penggilingan batangnya. Beberapa industri terkenal, seperti TRF Limited (Tata Robins Fraser), yang memproduksi mesin penanganan dan pemrosesan material massal dan barang teknik lainnya, berlokasi di Jamshedpur. Agrico, anak perusahaan Tata Steel, memproduksi alat-alat pertanian. Tata Yodogawa Ltd atau Tayo memproduksi gulungan dan mati untuk pabrik penggilingan. Praxair dan British Oxygen Company (BOC), adalah produsen oksigen cair, nitrogen dan gas lainnya, keduanya memiliki pabrik yang bersebelahan dengan pabrik baja. Lafarge Cement, sebelumnya Tata Cement, terletak di dekat Tata Motors. Seiring dengan cerobong asap Tata Power, sebuah pembangkit listrik tenaga batu bara yang memasok banyak listrik kota, dapat terlihat dari rel kereta api saat datang ke Jamshedpur oleh kereta api.Usha Martin yang terletak di adityapur adalah manufaktur tali kawat perusahaan. Kehadiran perusahaan lain seperti ABB, TCS, LT, SL, SMS, Danielle, Italiam Pianti merupakan hak istimewa bagi masyarakat kota. Sebagian besar Usaha Kecil Menengah (UKM) berada di Kawasan Industri Adityapur yang sebelum NOIDA adalah sentra industri terbesar Asias. Ada sejumlah operator seluler di Jamshedpur dengan jumlah yang meningkat secara substansial dalam beberapa kali dengan masuknya pemain baru. Kota terdekat: Jamshedpur. Chandil. ChaibasaThe Tata Zest telah diluncurkan di India dengan harga antara Rs. 4,64 - 6,99 lakhs (ex-Delhi). Apa jadinya seperti: 8226 Indias diesel-otomatis pertama di segmen C1. Terjangkau, nyaman amp rendah biaya operasional 8226 Membangun kualitas, cocok dan selesai setara dengan pesaing. Tata telah membuat perbaikan yang signifikan 8226 Interior yang didesain dengan baik amplas yang nyaman. Sedan kompak langka yang bisa menampung 5 orang dewasa 8226 turbo-bensin 1,2L memiliki torsi kelas terdepan dan dorongan berkendara kelas atas yang mengesankan 8226 Balanced suspensi menawarkan kualitas berkendara yang sesuai yang dikawinkan dengan penanganan netral. EPS bagus juga 8226 Kontrol ringan, ergonomi yang menyenangkan dan penyempurnaan yang bagus. Drive seperti tidak ada pasar mobil Tata sebelum memiliki 8226 Fitur: Modus 3-mengemudi (bensin), LED DRLs, lampu depan proyektor, layar sentuh 5quot, sensor parkir, perintah suara lebih 8226 Bila digerakkan dengan kencang, AMT tidak sesuai dengan kelancaran amp shift- Kali bensin otomatis otomatis 8226 Turbo tidak memiliki pukulan mid-range dan gagal menggairahkan pada rpm yang lebih tinggi. Bukan untuk peminat selera 8226 Kasihan penyimpanan kabin yang tidak baik tidak ada basa-basi (sandaran kursi belakang belakang, pedal mati, setinggi sabuk pengaman) 8226 Tebal tebal membuat titik buta yang parah saat mengemudi 8226 Kekhawatiran akan keandalan durabilitas keandalan jangka panjang. Sebelumnya mobil-mobil Tata havent bernasib baik di daerah ini 8226 kualitas layanan purna jual Tatas sub-par jauh dari Maruti, Hyundai dan Honda yang terakhir diedit oleh GTO. 23 Mei 2015 pukul 15.06. Alasan: AMT sekarang tersedia di top-end juga. Melepaskan titik itu 109 BHPians Terima Aditya untuk posting yang berguna ini: 4 Agustus 2014, 09:55 Terimakasih: 19.197 Times Pada tahun 2008, Tata Motors menciptakan segmen sedan kompak sub-4 meter, dengan diluncurkannya Indigo CS. Sementara mobil itu berjalan cukup baik untuk dirinya sendiri di tahun-tahun awal, sudah usang hari ini dan telah ditinggalkan oleh kompetisi. Maruti Dzire, Honda Amaze dan Hyundai Xcent jauh lebih modern dan menarik. Agar Tata Motors tetap relevan di segmen ini, mereka perlu mengembangkan produk baru yang mampu bersaing dengan orang Jepang amp Korea dalam hal kualitas, performa, kehandalan dan penyempurnaan. Dengan Zest, Tata akan mencoba untuk mendapatkan kembali beberapa tanah yang telah hilang selama ini. Tata tahu betapa pentingnya Zest dan hatchback Bolt yang akan datang. Terlepas dari promosi agresif, perusahaan telah mengambil langkah untuk merombak jaringan dealernya. Enam puluh ruang pamer telah direnovasi dengan integrasi digital, menggabungkan dinding video. 3.000 personel yang dilengkapi tablet telah dilatih untuk peran penjualan dan pelayanan. Untuk janji temu layanan, catatan diambil secara digital pada tablet ini dan kemudian dikirim melalui email ke pelanggan. Tata Motors mengembangkan Zest pada platform X1 yang juga digunakan pada Vista hatchback. Ini memiliki wheelbase 2470 mm yang sama juga. Namun, perusahaan tersebut mengklaim telah direkayasa ulang secara ekstensif. Zest memang memiliki kemiripan dengan model sebelumnya dari Tata stable. Perusahaan mengklaim hal ini telah dilakukan dengan sengaja untuk menjaga identitas mobil sebagai produk Tata. Selain isyarat styling sekalipun, tidak ada bagian luar yang dimiliki Zest dengan pendahulunya. Setiap panel bodi mobil itu baru. Zest jatuh dalam kategori sub-4 meter yang memenuhi syarat untuk menurunkan cukai daripada sedan berukuran biasa. Dengan panjang 3.995 mm, Tata cocok dengan Maruti Dzire dan Hyundai Xcent, dan 5 mm lebih lama dari Honda Amaze. Lebar 1706 mm dan tinggi 1570 mm berkontribusi menjadikan Zest amp terluas lebih tinggi, dan oleh karena itu, sedan sub-4 meter terbesar di negara ini. Ini juga merupakan yang terberat dengan versi bensin yang memiliki timbangan antara 1115 - 1135 kg, sedangkan diesel memiliki berat 1170 kg. Zest bensin memiliki ground clearance tertinggi di kelasnya di 175 mm, meskipun diesel berdiri lebih rendah pada 165 mm. The Zest mewujudkan bahasa desain Tatas baru dengan kisi-kisi tanda tangan baru yang memiliki garis krom yang berjalan di sepanjang dasar amp bagian atas, dan sarang lebah di antaranya. Kelompok headlamp memiliki proyektor halogen untuk balok rendah (yang pertama di segmen ini). Lampu depannya juga mengikuti fungsi rumah saya dan lingkaran lampu kilat kuarsa yang keren di seputar proyektor. Bumper depan menggabungkan bendungan udara trapesium lebar-lebar dan juga rumah foglamp yang dilapisi lampu LED day-time running (segmen lain pertama) atau aksen krom (tergantung variannya). Kap mesin mobil naik di kedua ujungnya dan memiliki tonjolan terpahat di tengahnya juga. Dilihat dari samping, Zest nampaknya naik agak tinggi untuk sedan. Ada garis bahu yang sangat menonjol yang melintang di sepanjang sisi mobil (terutama terlihat pada warna yang lebih terang). Roda alloy 15 inci mencoba yang terbaik untuk mengisi sumur roda, tapi tetap kecil untuk lengkungan roda yang menyala. Bagian atas dan varian mid mendapatkan ban 18560 R15. Tata telah melakukan pekerjaan yang wajar dalam mengintegrasikan boot ke dalam desain. Meskipun beberapa orang mungkin menganggapnya tidak proporsional dari sudut pandang tertentu, Rehaan dan saya merasa itu adalah integrasi yang lebih bagus daripada Amaze, meski tidak dieksekusi dengan baik seperti Hyundai Xcent. Ada sepasang baru lampu LED ekor sampul. Bumper belakang olahraga kelongsong plastik hitam di bagian bawah dengan pusat dipasang lampu kabut. Secara keseluruhan, eksterior pas dan finish jauh lebih mengesankan daripada yang terlihat sejauh ini di mobil Tata. Garis penutup ketat dan konsisten. Zest juga terasa kokoh. Pintunya, meski tidak ditutup dengan bunyi gedebuk Eropa, tidak terasa tipis seperti beberapa penawaran anggaran dari pabrikan Asia. Manik-manik karet yang digunakan adalah kualitas yang sangat bagus dan juga berjalan di sekitar pintu. Faktanya, cukup sulit untuk menemukan pemotongan biaya mencolok pada Zest. Tidak bisa mengatakan hal yang sama untuk beberapa pesaing langsungnya. Tata jelas telah banyak memperhatikan kualitas dan pengerjaannya, dan ini menunjukkan. DRL berwarna putih terang merupakan fitur yang eye-catching di jalan India. Perhatikan garis krom kisi rendah yang mengalir ke lampu depan: Ada beragam pendapat mengenai integrasi boot, namun Rehaan dan saya merasa telah terbawa cukup baik: proyektor halogen balok rendah (yang pertama di segmen ini) juga disediakan pada Mid variant, tapi tanpa lampu pemandu (angel eye rings): Kisi-kisi besar yang tersenyum memiliki pola sarang lebah yang membentang. Di dalam logo Tata T adalah grill berpola sarang lebah yang lebih kecil: Pegangan pintu berwarna tubuh. Tutupan tutup panel gips sangat mengesankan dan konsisten: diesel dan bensin, keduanya menghasilkan velg 15quot. Namun, masing-masing memiliki desain yang berbeda. Ini adalah bensinnya: Lihat bagian bawah bodi mobil diesel yang bersih (ground ground 165 mm). Bensin memiliki 175 mm GC. Tidak harus menghadapi masalah gesekan: Satu-satunya daerah yang tidak selesai dengan baik yang bisa kita lihat di luar. Sedikit cat yang tercoreng, lebih terlihat karena sengatan sinar matahari: Kami tidak bisa membantu tapi menganggap lampu depan itu agak terlalu besar. Mata malaikat (cincin) semi-terlihat dalam gambar ini: Kedua mobil memiliki panjang yang sama, namun wahana Zest jauh lebih tinggi. Fakta: celah panel Zests lebih ketat dari pada Amaze: The Zest memiliki pintu besar yang terbuka lebar. Ini, dipadukan dengan ketinggian mobil dan posisi duduk cukup tinggi, membuat masuk dan keluar mudah. Seperti kebanyakan mobil Tata, kabin Zest berukuran besar, dengan atap melengkung, memberi kesan sejuk di dalamnya. Hal pertama yang melompat keluar pada Anda adalah desain dasbor ampuh bergaya Zests yang elegan. Siapa pun yang akrab dengan mobil Tata akan terkejut dengan stylingnya. Tampilannya segar, sedangkan tema beige hitam, detail perak dan aksen hitam berkilau terlihat jauh lebih kelas atas daripada Vista atau Manza. Sebenarnya, palet warna, kenop dan sakelar knurled (dengan LED hijau amber hijau tertanam) memiliki nuansa desain Euro lebih daripada yang ada di Jepang atau Korea. Kualitas bahan yang digunakan sama baiknya dengan beberapa mobil lain di segmennya. Tata letak dasbor logis dan mudah digunakan, dengan satu pengecualian kecil yang disentuh dengan baik segera. Sama seperti eksteriornya, interior Zests merupakan perbaikan besar dari semua penawaran Tata sebelumnya. Kualitas dan akhir dari apa yang di depan mata itu bagus. Kecuali Anda mencari-cari sisi yang kasar, Anda tidak mungkin menemukannya. Tata tampaknya telah meningkatkan tingkat kualitas yang diharapkan dari vendornya sehingga jelas terlihat dari dalam. Tidak ada Hyundai Grand i10 sekalipun. Perhatikan baik-baik dan Anda akan melihat sedikit (rincian dalam gambar di bawah). Ada roda kemudi 3-spoke baru. Kecil dan tampan, roda kemudi terasa enak dipegang. Bantalan tanduk berbentuk heksagonal dengan tombol untuk mengendalikan sistem infotainment dan telepon. Tombol ini terasa cukup kokoh. Seperti norma dalam kisaran harga ini, kemudi bisa disesuaikan dengan tinggi, tapi tidak terjangkau. Bantalan tanduk agak sulit dijangkau dan cukup kuat untuk ditekan. Batang lampu wiper amp terasa enak disentuh, tanpa garis kasar atau garis cetakan mudah terlihat. Kursi depannya empuk, namun suportif dan nyaman. Lapisan atas bantalan kursi lembut, dan dukungan keseluruhan cukup kuat agar Anda tidak tenggelam sepenuhnya ke dalamnya. Ini seperti kursi yang nyaman dalam skala yang lebih kecil. Kain kursi pola cetak kaleidoskopik sepertinya tidak sesuai dengan interior dengan sempurna, meski tidak banyak yang akan mengeluhkan hal ini. Sisi penyangga meluas ke depan dengan 3-4 inci dan memberikan dukungan lateral yang sangat baik. Kursi pengemudi bisa disesuaikan dengan ketinggian dan posisi mengemudi yang baik itu mudah. Engkol itu sepanjang jalan dan Anda duduk seperti di kereta r, dengan pandangan memerintah jalan di depan. Sebagian besar akan menemukan ergonomi menjadi spot on dengan kemudi, tangkai kontrol dan tuas pengatur jatuh tepat ke tangan. Kursi tidak melakukan perjalanan terlalu jauh ke belakang sekalipun. Hal ini bisa mengakibatkan posisi mengemudi yang sempit untuk supir super tinggi yang memiliki kaki panjang. Pedalnya terbentang dengan baik, tapi tidak ada pedal mati atau bahkan ruang di sebelah kiri pedal kopling untuk mengistirahatkan kaki Anda. Juga, sabuk pengaman kurang penyesuaian ketinggian. Sementara visibilitas frontal dinyatakan baik, pilar A agak tebal dan bisa menyebabkan titik-titik buta melengkung. The ORVMs are tall, albeit not as wide as wed like. The new instrument cluster has white back-lighting. There is an MID in the middle, with a tachometer to the left and speedometer to the right. Like some other Tata cars, the rpm needle glows red when it approaches the rev limit. A digital temperature and fuel gauge sit at the bottom of the tachometer and speedometer respectively. While the digital fuel gauge looks great, it has a resolution of only 6 segments, so you dont get the same accuracy that you would with an analogue meter. The masses will love the real-time fuel efficiency bar that is permanently displayed on the MID. Because it is graphical in nature, its a lot easier to reference when youre driving ( rather than a constantly changing digital number ). The MID can be toggled to show the distance to empty counter, clock, odometer, outside temperature and 2 trip meters. When you get to the trip meters, it automatically shows you the respective fuel efficiency for each of the trips. Convenient, and so easy to use Another thoughtful touch is the door open indicator indicating the exact door that is open. This saves the driver from having to guess which door hasnt been shut completely. The instrument cluster, all the buttons on the center console and the power window switches are illuminated with the same clean white back light. The brightness of the back light, along with the entertainment unit screen, is adjustable in five steps ( though the quotILLUquot graphic pictured below might lead you to believe there are more adjustment steps ). Below on the waterfall center console are buttons for the parking sensor, fog lamps and Eco amp Sport driving modes. Given that the Eco amp Sport driving modes are such a quintessential part of the Revotron petrol engine (theres roughly a 4-6 second difference in the 0-100 times), we think these buttons should have been placed on the steering wheel. In their current position, they are hidden away out of sight and thus, out of mind. A prominent position would result in Zest owners using these buttons more often. This is the one exception to the logical layout of controls that we mentioned earlier. Located at the top of the center console is an infotainment system that Tata and Harman have jointly developed. It has a 5-inch resistive touchscreen and boasts of USB, AUX, SD Card and Bluetooth connectivity. The Zest is equipped with 8 speakers - two speakers and two tweeters at the front and back each. Sound quality is impressive. Even after turning the volume all the way up, there is no clipping or distortion. In fact, this is one of the rare OEM systems that sounds better and better as you go louder. Another good thing about the system is that the music starts playing immediately on start-up. No wait involved, like we see in some other vehicles. Theres even a display button which turns the screen off apt feature for night driving. The touchscreen doubles up as a parking sensor display. Climate control and some vehicle settings (auto-locking doors, parking sensor customisation, approach lamps etc.) can be changed via the touchscreen. The system supports smartphone integration and has an SMS read-out function. It had some trouble downloading contacts from our smartphone, thus we didnt get a chance to test all the voice command functions. We did, however, test the voice commands for the climate control and they worked as intended (similar to the Ford Fiestas system). While the touch functions work properly, the screen8217s sensitivity needs some getting used to. I also feel that some of the virtual buttons could have been a little bigger. As an example, the temperature control buttons are 8 mm diameter circles, which can be difficult to operate on a bumpy road. Of course, this problem can be avoided by using the climate controls physical dials. It was not easy to judge the air-cons cooling performance as we tested the car in heavy rain. A verdict on how it performs in peak summer is best left to our ownership reports. The air-conditioner has an economy mode button which reduces the usage of the compressor, thereby increasing fuel-economy. There is a large gap between the fan amp temperature controller where one would normally expect a display. Of course, in the Zest, this display appears on the touchscreen (a la XUV500). What might trouble owners is the scarcity of storage spots. There is just one cup holder ahead of the gear lever. A larger bin-like area below the handbrake is the only option for you to drop your large smartphone. The doors get very narrow pockets which can barely squeeze in a 500 ml water bottle each. Thankfully, the glove compartment is quite accommodating. It has slots for a pen, visiting cards and the owners manual. Under the front passengers seat is a medium-sized storage drawer too. Attractive dashboard has a black amp beige theme, with silver and sparkling black detailing on the center console: Instrument cluster looks very upmarket with its white backlight. Tachometer needle turns red as you approach the redline. We welcome the instrument clusters relocation at the right place, as against the Vista which had it in the center of the dashboard: The MID ILLUmination can be dimmed. Toggle through outside temperature, clock and distance-to-empty. Trip A amp B display their respective average FE. The graphical bar for instantaneous FE is always shown amp is easy to refer to while driving: Stalks are lightly textured and quality of plastics is excellent. Mold lines barely visible. Notice the logical placement of the headlight level control: Blank area where youd expect a climate control screen. AC settings are shown on the infotainment screen (pic above): Parking sensors, foglamp, Eco and Sport buttons on the top-end petrol. Chrome inserts between the buttons look stellar. USB Aux below: The gear lever feels nice in your hand. Throws are a medium distance and the positioning is ergonomic: Merely one cup holder in the entire car, placed beside the 12v port. Safe to assume that the Zest wont be sold in America Pedals are well spaced out. Though, theres no dead pedal and absolutely no room to the left of the clutch to rest your foot: Front seats are properly cushioned and supportive. Lots of side bolstering too. High seating position gives a commanding view of the road ahead: Red light on the window lock button appears when all passenger windows are un locked. Should have been the other way around. Drivers window gets one-touch-down convenience: Our top variant got metallic finish door handles (but top-end cars displayed at malls didnt). All window switches are backlit: The center air-con vents can be shut by pushing them sideways. Little air still gets through. Side vents cant be closed: Glove compartment is spacious, with a shelf at the top for the owners manual. Lid has holders for a pen, visiting cards etc.: Seats have felt lining (alongside the handbrake) to hide their metal rails. Storage below the handbrake is also visible here: Rearward view for the driver. High parcel shelf and massive C-pillars make things difficult when parking: The rear seat is wide and comfortable. It can accommodate three occupants without much of a squeeze. The doors open wide and the seat is at a good height, aiding ingress and egress. The front seatbacks have been scooped out to enhance rear knee room. Sitting behind the drivers seat in my driving position (I am 510quot), the car still had knee room to spare Even with the front seats pushed back all the way, theres adequate legroom available. Of course, this can be attributed to the fact that the front seats dont slide as far back as in some European cars. Rear passengers will find the space in this sub 4-meter sedan to be plentiful. The roof doming upwards, ahead of them, only adds to the airiness of the cabin. The rear windows are large and they roll down all the way. The seat-base is at a comfortable height while under-thigh support is standard fare (like any other car). The seatback recline angle is comfortable. Its not as reclined as in the Manza, yet theres been no compromise on the angle ( for example, to free up legroom ). Headroom is sufficient for those up to 511quot, although a 6-footer might have minimal clearance from the roof. The middle passenger will have to place his feet on either side of the floor hump. While this hump isnt terribly tall, it is still prominent enough to be an irritant for the 5th passenger. Though the rear bench does have a slight rise around the middle, the center passengers seating area is comfortable. It doesnt feel like hes perched awkwardly higher than others beside him. No neck restraint for the 5th occupant though. Its nice to see that Tata has provided adjustable neck restraints at the rear too. The door pads are upholstered with fabric where your arms rest. Having said that, a center armrest (on the back seat) as well as seatback pockets are missing. For the convenience of rear passengers, the top-end audio system comes with an infrared remote control. Like the front, the door pockets are only capable of holding smaller 500 ml bottles, and there are no cup holders anywhere. The parcel tray is relatively small too. All 3 grab-handles have a soft return action - yet another classy touch showing that the interior quality has stepped up a notch. In addition, the ones at the rear get nifty coat bag hooks. Note: For the mid-variant, these grab handles are fixed and no coat hooks have been provided. The Zests 390-liter boot is bigger than the Dzires and only slightly smaller than the Xcent (407 L) amp Amaze (400 L). However, the usability is restricted by wheel wells protruding far into it. Loading the boot is further hampered by the high loading sill and narrow mouth. No, the rear seat doesnt fold down. Doors open wide, allowing for easy ingress amp egress. 3-stage opening mechanism for the front doors and 2-stage for the rear: There is enough headroom for anyone up to 511quot height. At 510quot, I had adequate legroom even with the front seat pushed all the way back - as shown below. Drivers seat is set for Rehaans 58quot driving position: The floor hump isnt terribly tall, yet its not low enough for the 5th passenger to comfortably place his feet on: 500 ml bottles are a squeeze in the small door pockets. Light beige fabric of the armrest area is sure to get dirty with use: Parcel tray isnt deep at all. Stop lamp and raised sides intrude in on the space. The inch-high lip at the front prevents your tissue box from sliding forward under braking: Typical compact sedan boot (390 liters). Loading the boot is hampered by the high sill and fairly narrow mouth. Wheel wells are intrusive, thereby limiting usable space: Properly stocked tool kit. The pouch has velcro that helps it stick to the boot carpet, preventing it from moving about : Driving the 1.3L Quadrajet Diesel: Here, you can see the lever is in Manual (MAN) mode, with the system suggesting a downshift from the current (2nd) gear: The Zest diesel is powered by the familiar 1.3 liter, Fiat-sourced Quadrajet engine with a variable geometry turbo. It produces 89 BHP 4000 rpm and peak torque of 200 Nm 1750-3000 rpm. Most of you are well familiar with this motor. We welcome Tatas decision of providing the higher-tune version of the 1.3L diesel. Entry-level sedans (e.g. Dzire, Sail, Linea Classic) usually deploy the 74 - 77 BHP version with a fixed geometry turbo, reserving this variable geometry turbo variant for more expensive cars (e.g. SX4, Ertiga). Whats really special with the Zest is that the 1.3L diesel is mated to a 5-speed automated manual transmission (AMT). Tata is badging the AMT as F-Tronic and sources it from Magnetti Marelli (just like Maruti). Its not the same model as the one used in the Celerio though. Theres a dearth of diesel automatics in the sub-10 lakh segment, with the Verna amp Scorpio ATs being the only options available. Make no mistake, this is the Zests USP. We understand that Tata is excited about the Revotron petrol motor theyve developed, but cant help feeling that they should have advertised the diesel automatic bit more Theyve gotten an incredible first-mover advantage here, as the Zest will be the cheapest diesel AT in the country How the AMT works is pretty straightforward. Mechanically, the AMT gearbox is identical to a manual transmission. Whats different is how the clutch is operated and how the gears are shifted. In the manual, the driver is responsible for these tasks. With the AMT, hydraulic actuators located in the engine bay operate the clutch and shift gears. Theres no clutch pedal, and zero driver input is required for gearshifts, making it exactly like a conventional automatic to operate. Simply put, the mechanical functions of operating the clutch and gear-lever have moved from inside the cabin to the engine bay. The AMT is particularly clever because it is cheaper to manufacture than a regular slush box automatic and can be mated onto any existing manual drivetrain (if theres space for it). The AMT is the 4th type of Automatic to be offered in India, after the traditional torque-converter type, dual-clutch AT amp CVT. Try firing up the Zest without putting your foot on the brake, and it wont start. Theres no quotfoot on brakequot warning icon on the instrument cluster (Celerio had one). Instead, theres just a quotdingingquot warning sound. Shift into quotDquot and let go of the brake. Unlike a regular automatic, the Zest AMT doesnt move forward at all. It remains in a clutch-depressed-like state until you press the accelerator. This is an advantage and prevents undesired crawling. However, if the car has been parked on a slope, remember to accelerate, else it will roll back. The Zest diesel sets off smoothly. While the turbo kicks in at 2300 rpm, even at low revvs, there is no shortage of power or driveability. The diesel engines natural characteristics of an early rising overall flat torque curve compliment the AMT gearbox extremely well. This diesel AMT combination helps eliminate a lot of the issues we faced with the Celerio AMT - namely, noticeably jerky shifts (for the driver) and the high frequency of up down shifts. The additional torque means that the Zest AMT doesnt change gears as often as the Celerio, thereby making city driving a smoother experience. In the Zest, passengers will be hard pressed to notice the gearshifts as they happen. The driver will definitely perceive them, but they wont be anywhere near as jarring as in the Celerio AMT. The transmission is also completely silent in its operation. Driving the Zest in the city is an absolute breeze. In these conditions, the AMT truly shines and brings the most benefits. Theres no clutch pedal and theres no requirement for the driver to repeatedly shift between Neutral-1st-2nd either. At these speeds, no difference is felt between the AMT and a conventional AT. In fact, this is more like a DSG in stop amp go traffic, since the mechanism is identical (but only between Neutral and 1st gear). Owners will love the fact that their left leg is completely relaxed, while the higher fuel-economy is an added bonus. Diesel remains the cheaper fuel in India and the Zest diesel ATs fuel-economy will easily surpass that of petrol AT sedans by a wide margin. Id also like to add that the AMT manages the clutch amp gearbox a lot better than sub-par drivers out there. Theres no doubt that it is more talented than a below-average driver in choosing when to shift, how to shift and what gear to be in. Sport mode can be toggled on and off by using the button placed on the gear lever surround. From what we could tell, it increases the limit at which the gearbox automatically upshifts. With a heavy foot, youre looking at upshifts between 4000 - 4500 rpm. Parking is easier than in the Celerio. With the Zest, you dont need to press the brake pedal when shifting between R lt-gt D, up to 5 kph. This allows you to quickly swap between the two gears when parking in a tight spot. Its different with the Celerio where you have to stop amp brake before shifting between R lt-gt D. On the open road . the Zest is best suited to a sedate driving style. The diesels sheer torque ensures that the AMT doesnt hunt for gears as much as the Celerio and it can indeed be a smooth long-distance cruiser. On the flip side, an enthusiastic right foot brings out the AMTs weaknesses. For one, gearshifts are a lot more noticeable above 3,000 rpm. At higher rpms, the shifts get jerky too. Those used to smoother AT gearboxes will definitely notice the compromise. This isnt a quick gearbox either and its response times are slow. Not a problem in the city, yet can be one on the highway. Overtaking in automatic mode can be a slow amp tedious affair. The workaround: before overtaking, its better to put the gearbox in manual mode, downshift and bring the engine into its power band. Preparing the car prior to your overtaking manoeuvre works best with the AMT (this was the case with the Celerio too). Manual Mode has other advantages, especially for the more enthusiastic drivers who want a higher degree of control. We recommend shifting to manual mode before overtaking and when you need engine braking (say, on hilly terrain). Manual mode is better on downhill sections as it gives you the desired engine braking, and prevents unsettling upshifts mid-corner. A good thing is that the AMT doesn8217t ever free-wheel (some dual-clutch ATs do). It always keeps the clutch amp gearbox engaged, resulting in better control. Further, 0-100 times are best tried in manual mode, but they certainly wont match up to the true manual Zest. Why Because theres no way to dump the clutch and get a hard launch on the AMT, along with the faster gearshifts that a good driver can pull off. All said and done, manual mode isnt as much fun as in a petrol car, due to the diesel engines inherent power curve and lower max rpm level. If the rpm drops too low in manual mode, the AMT will downshift to prevent the motor from stalling. If you try to upshift at too low an rpm or downshift at too high an rpm, the AMT will ignore your instructions. To use manual mode, push the gear lever forward for an upshift, and vice versa. Hill starts require that you use the correct procedure in order to minimize rollback. We advise you to deploy the handbrake to aid starting on an incline. When starting off on a hill, switching your foot immediately from the brake to accelerator will result in the Zest rolling back. before it engages the clutch and moves forward. Its dangerous, and also bad for the clutch in terms of wear amp tear and overheating. Thus, its best to use the handbrake on an incline. The Celerio had a prominent warning sticker about this on the drivers side door, but the Zest doesnt come with any such instructions. On a related note, Hill Hold braking functionality would have been a neat addition to the Zest AMT. Additional observations with the Diesel AMT: 8226 Tata has clearly worked on insulation and refinement. The diesels NVH levels are nice. When youre driving around town, all youll hear is a muted clatter. 8226 For regular usage, there is no need to use Neutral, other than for starting the Zest. 8226 You can start the car off in manual mode in 2nd gear. This might come in handy in slippery conditions (snow, slush). 8226 If youre driving uphill with a light foot in automatic mode, the AMT shifts from 1st to 2nd, the rpm falls into turbo lag zone and - as a result - the AMT shifts back to 1st. This behaviour can get annoying. 8226 A strange issue we noticed: when lugging up a slope in 2nd gear (not pressing the accelerator), we shifted to manual mode and tried to put the AMT in 1st gear, but it didnt engage 1st. The AMT shifted into neutral (de-clutched) and began to roll backward. We could tell that, every 2 seconds, the AMT would try and get the clutch to engage, albeit unsuccessfully, since we were rolling backwards. 8226 Whilst driving in 3rd gear, we shifted the lever from quotDquot to quotNquot. The MID still showed that we were in 3rd gear, but the engine revved freely like it was in Neutral. This could be an issue if you accidentally bump the gear lever from quotDquot to quotNquot on the move. Don8217t worry, pushing it into quotRquot at speed only leads to a beeping noise (it wont actually shift into reverse). 8226 Not sure how the AMT will behave once the clutch starts to wear out. Will AMT clutches have to be replaced sooner than MT clutches Proper clutch service and setting will play an important role with the Zest AMT. And remember, use the handbrake on inclines Driving the 1.2T Revotron Petrol: Thats the small turbo visible at the end of the black pipe. The petrol too has an intercooler, just like the diesel: Tata Motors has plonked a new 1193 cc petrol Revotron engine under the Zests hood. While it uses the same block as that of the Indica Xeta, the motor has been extensively reworked. Developed in-house, this powerplant uses a Honeywell-developed turbocharger, making the Zest the only turbocharged petrol sedan in its class. The engine also makes the Zest the most powerful sub-four meter petrol sedan in the country, with power amp torque figures of 89 BHP ( 5000 rpm) and 140 Nm ( 1750 - 3500 rpm) respectively. While the Zest is only slightly more powerful than its rivals in terms of horsepower, it makes significantly more torque. For the petrol, the TA65 5-speed manual gearbox is the only one on offer at the moment. The Zests engine has three drive modes: Eco, City and Sport. On switching between these modes, not only does the Zest change the sensitivity of the accelerator pedal, but it also tells the ECU to use different maps to deliver either more power or fuel economy. Listen very carefully at idle when you press the Eco or Sport buttons and youll actually hear the engine idle change a little, which indicates that it is actively changing settings in the maps. One point to keep in mind - every time you switch the car on, the system is back to the default quotCityquot mode. If you wish to regularly use Sport or Eco mode, you must remember to engage it at every start up. As a safety feature, you need to press the clutch pedal to start the Zest. Think of quotturboquot and words like quotlagquot come to mind immediately. However, with the Zest, that isnt the case. The Revotron engine is nearly lag-free and moves eagerly. Its seamless enough that you never feel a lull before the turbo spools up. The turbo is fairly small, as youll see in the picture above. The Revotron can pull from low revs without much effort and is well-suited to Indias traffic conditions. There is so much low-end torque available that, upon releasing the clutch amp with zero throttle input, the car simply pushes forward without stalling. You can even crawl over speed breakers and climb moderate inclines in 2nd gear itself. Tata engineers have done a commendable job of keeping the turbo lag at minimal levels and making the engine extremely drivable in the low rpm range. The Zest has a light steering with a pretty quick ratio, making it manoeuvrable in tight lanes. The clutch too is light enough and has a short 3quot travel range. All these factors put together make the Zest an ideal city sedan. On the flip side, due to the high seating position and absolute lack of space to the left of the clutch pedal, the drivers left ankle will get tired from keeping his foot on the clutch pedal in stop-go traffic. While the engine shines in driveability, those expecting outright performance will be disappointed. Dont even mistakenly compare the Revotron to that explosive 1.2L TSI from the Polo. The Revotron motor certainly doesnt like to be revved hard. Take it past 3500 rpm and the engine gets a bit throaty. The needle turns red at 5500 rpm, with the engine sounding harsh, although you can take it up to 6000 rpm. On the expressway, the Zest is in its comfort zone cruising at legal speeds, and being driven in a sedate manner (lt 4000 rpm). 100 kph in 5th gear is attained at 2300 rpm (identical to the Dzire amp Amaze). You can switch to sport mode on the highway, but this still isnt an engine that begs you to go faster. Dont get me wrong, performance is totally adequate for a family sedan, yet its no tarmac scorcher like the VW TSI. Overtaking manoeuvres will definitely require downshifts. Press the Eco button to take the engine into its fuel efficient mode. Eco greatly mutes throttle response, even when compared to the default City mode. The car isnt eager to respond quickly. That said, the Revotrons low-end torque keeps the Zest usable in bumper-to-bumper traffic. While it is sluggish compared to the other modes, it doesnt get affected by turbo lag. On the other hand, Eco mode is unsuitable for highway driving. Engaging Sport mode makes the car noticeably more responsive to throttle inputs (both, in terms of pedal and engine mapping). A slight dab on the accelerator and the difference is immediately felt. The car is peppy in urban conditions, with initial performance improving considerably over the other modes. However, once the car crosses its comfort zone (about 3500 - 4000 rpm), the Revotron isnt exactly sporty. The gearshift is one area where Tata Motors has made significant progress. The throw is not as long as older Tata vehicles. The gears slot in smoothly and you wont be missing a shift. The gearshift doesnt feel notchy or rubbery, while the gear knob is nice to hold too. However, it does have some issues. On pressing the throttle or lifting off, the gear lever moves back and forth. This also happens when you shift gears and let go of the clutch. We even noticed some vibrations in 3rd gear at 1500 rpm. On our test car, after three hours of driving in the city, the gears seemed to require more effort to engage and sounded noticeably clunkier. Those with a keener sense of hearing might notice faint transmission whine coming into the cabin. The Zest has sufficient insulation for most driving conditions. The car is acceptably refined and there are no concerns on this front. It8217s only at high speeds that some wind amp tyre noise creeps in. It wasnt excessive, but definitely noticeable. Tata is clearly proud of their Revotron engine and, as a result, the Zest wears this prominent chrome badge. Got 3 modes Ride, handling, steering and braking: Tata Motors has made a lot of progress in this department. The Zest manages to glide over roads smoothly at any speed. The suspension did its job beautifully amp silently on the rough patches we encountered on our test-drive. Even larger bumps were eaten up without a problem. The ride is compliant and the cabin feels well insulated. The Zest is decent around corners too. At regular speeds, it has no problems tackling them. When throwing the car hard into corners, there is a bit of understeer, although not as much as other Tata sedans (e.g. Manza). The 185 mm Bridgestone B250s provide good grip, while overall road behaviour is helped by the wide tracks (1450 mm front and 1440 mm rear). That said, there is a fair deal of body roll which dampens the driving experience. Its a tall and heavy car with a suspension tuned for comfort. Dont expect it to be a corner carver or involving handler in any way. The Zests handling is competent for a family sedan and the average Joe will be happy with its neutral dynamics. The new electric power steering developed by ZF is light and accurate. Like the Nano Twist XT, it has an quotActive Returnquot function which makes the car less tiring to drive and park. Its light enough at crawling speeds. Theyve struck the right balance here. Going past 45 kph however, it does weigh up noticeably, almost a little too much (or too early, we should say). At high speeds, theres absolutely no vagueness or twitchiness, which helps the Zest feel planted. This is definitely one of the better EPS units around. As is the norm in this segment, the Zest is equipped with disc brakes at the front and drums at the rear. The 9th generation ABS unit is sourced from Bosch. Overall, the brakes have adequate stopping power. Upon braking in the wet, the ABS did kick in a few times, yet it wasnt intrusive at all. When getting on the brakes, not much happens for the first inch of pedal travel or so. A little more initial bite would have certainly helped make them feel more effective amp confidence inspiring. Last edited by GTO. 5th August 2014 at 17:45. Reason: picture above 8226 ARAI fuel efficiency ratings are 23.0 kpl for the diesel and 17.6 kpl for the petrol. 8226 The Zest is the first in a line of new products that Tata plans to introduce till 2020. It will be manufactured at the Ranjangaon factory, alongside the Manza. 8226 Available in 6 colours: Buzz Blue, Venetian Red, Sky Grey, Dune Beige, Platinum Silver amp Pristine White. Black is absent on the list. 8226 Why is it that all sedans lt4 meters in length have such corny names Amaze, Dzire, Xcent and now, Zest ( which is probably the least corny of the lot, by the way ). 8226 The Zest is clearly a competent product. If you refer to our earlier reviews, youll see that we were quite impressed with the Nanos brilliance, the Arias competence and the Manzas all-roundedness. Where Tata fails is in the marketing function. We hope that the Zest receives the sales amp marketing support it deserves. 8226 If you insert the key and hurriedly start the engine (without stopping momentarily at the accessory position), the starter wont crank. 8226 Tata Motors will certainly offer the diesel with a manual gearbox too. It wasnt available at the media drive though. 8226 The DRLs go off when the angel eye parking lights are switched on. It would have further upped the cool factor if it was possible to have them both on at the same time 8226 Hallelujah, a variant naming system that actually makes sense XT Top, XM Mid, XE Entry Economy. If theres an A at the end (e.g. XMA), its the Automatic version of the respective variant. If theres an S at the end (e.g. XMS), it has the safety pack. 8226 Turning radius of 5.1 meters is bigger than the Amaze (4.5 - 4.7m) and Dzire (4.8m). 8226 The drivers window switch doesnt have 2-steps of progression. As a result, to engage one-touch-down, you have to keep it pressed for more than half a second or so. Theres no one-touch-up functionality. 8226 If you pull the (inside) drivers door handle, it opens the drivers door amp unlocks all other doors (rather than having to specifically flip the lock unlock lever separately). The fact that this is only available on the drivers door is a good thing. 8226 Auto-locking doors can be activated deactivated from the vehicle settings screen. Same for auto relock. Meaning, if you unlock via the remote but dont open the doors within a certain time limit, the Zest will re-lock itself automatically. 8226 To adjust the brightness of MID amp interior illumination, the headlights have to be turned on. After that, keep tapping the left instrument cluster stalk to cycle through the 5 adjustment levels. 8226 The audio system has a slight delay in responding to actions like changing the volume. It takes half a second to reflect the adjustments you make. While this isnt a big deal, the delay is definitely perceivable. 8226 The 5quot touchscreen has a quotpicture viewerquot mode, which enables the display of any image from your USB drive SD card. If the images dont fit the screens aspect ratio, they are disproportionately squished to fill the whole screen. 8226 The infotainment system has a few bugs. Bluetooth (specifically the contacts amp call logs) didnt always work perfectly with our Android phones. Calls and music streaming functioned fine. But we couldnt ever get the quotread incoming SMS aloudquot feature to work. Once, while we were adjusting the music volume, an SMS came in and caused all the info in the central part of the screen to disappear. Regardless of what we tried doing to restore things, it only returned back to its usual self after a long shut-down of the car. 8226 Voice recognition on the Zest is limited to a set of predefined commands. Some examples: Tune to ltstationgt, Play song ltsong namegt, Play album ltalbum namegt, Call ltcontact namegt, Dial ltnumbergt, Set fan speed ltfan speedgt, Set temperature lttempgt, etc. 8226 The parking assist sensor system has some cool features. The 4 sensors have a rearward range of 1.5 meters, displayed in steps of 0.25 m on the screen. You have a choice of 3 warning tones (though none are particularly pleasant to the ear). Theres independent parking volume control, and the option to mix it with the music or override the music. Lastly, you can choose how long the parking sensors stay active after youve shifted out of reverse (e.g. for 0 seconds, 10 seconds etc.). VW owners will be familiar with this, as their parking sensors remain active up to 5 - 10 kph of forward speed. 8226 Indicator stalk has a soft touch lane change feature - tap it and it blinks thrice. Also, the headlamp levelling control is mounted on the light stalk itself. a much more logical place for it. 8226 We were told that the Zests OBD port is located behind the large snap-fit panel, to the right of the steering column. This means that its not always accessible (e.g. if you want to use a bluetooth OBD module while driving). 8226 Despite Tata claiming the Zest is aimed squarely at the personal car segment, rumours of a 74 BHP stripped-down variant does indicate they dont plan to turn a cold shoulder on their commercial customers. 8226 Tata is offering what they call 333 Confidence. This includes warranty for 3 years 100,000 kms, an Annual Maintenance Contract (AMC) of 3 years 45000 kms and free 24x7 roadside assistance for 3 years. 8226 A huge shout-out to Talented Moderator Stratos for post-processing the review pictures 8226 Disclaimer. Tata invited Team-BHP for the Zest test-drive. They covered all the travel expenses for this driving event. Last edited by GTO. 12th August 2014 at 19:27. Reason: Updating variant naming point. The Smaller yet Significant Things: Dials do a clean sweep at start-up. Note that the digital temp amp fuel gauges dont provide the same resolution as analog ones: Ignition keyhole is illuminated. In all 4 of the cars we tested, inserting the key required some force to get over the initial resistance: Several configurable shortcuts on the infotainment home screen. You can have them link directly to any audio or vehicle settings page: 4-segment reversing sensor has a range of 150 cm (1.5 meters). The distance display is broken into 6 parts - 25, 50, 75, 100, 125 and 150 cm: Mid-variant doesnt get the touchscreen system. Functionality is very similar, although sound quality and amp specs are less impressive (4x20w RMS): SD card reader is left out in the mid-variant, but USB amp Aux are still present. This being the diesel, Eco and Sport buttons are missing: Mid-variant gets regular HVAC unit (instead of climate control). No parking sensors, but front and rear foglamps have been provided: At night, all the pure-white LEDs of the dash, steering and interior are visible. Dimming the instrument cluster adjusts them too. Very premium: Detailing amp quality are evident. Things arent absolutely perfect though. This volume knob was already loose on one of the cars we drove: Bright yellow warning is printed on This isnt a removable sticker. Various languages suggest an export possibility: Concentric arch-like demister pattern on the rear glass. That dotted black band at the top is rare on a rear windshield: The Zest doesnt have those black strips running from the roofs front to rear. Resultant gap at the windscreen end is visible: Quality control still needs to be improved. Bolt holding the rear seat has pinched the felt cladding, making it unable to cover the bolt head: Foam padding under the boot carpet. Notice the strap to lift, as well as hook to hold the floor panel up. A thoughtful touch: DRL indicator visible at the top right. The door open warning conveniently shows exactly which door (or boot) is open: Chief Competitors of the Tata Zest What you8217ll like: 8226 Priced lower than the outgoing Dzire. Noticeably better in most areas (quality, comfort, interiors etc.) 8226 Competent engine range. Very refined motors 8226 Absorbent ride quality, even over rough roads. Neutral road manners too 8226 Terrific fuel efficiency, especially from the diesel 8226 Effortless to drive in the city light steering, clutch and gearshift. Automatic transmission available 8226 Maruti8217s excellent after-sales service amp wide dealer network What you won8217t: 8226 Oddball boot design. Side profile looks particularly awkward 8226 Small 316L boot amp no folding rear seat either. Limited practicality 8226 Mediocre brakes (LXi LDi amp VXi VDi), just like the mechanically-identical Swift 8226 Limited rear seat space is incomparable to the Manza, Etios, Verito et al 8226 Hefty 1.2 lakh premium for the Automatic transmission variant What youll like: 8226 An all-rounded compact sedan that does most things well 8226 Packaging brilliance. Roomier backseat than the Dzire, and a larger 400 Liter boot 8226 1.5L i-DTEC engine offers segment-best power amp performance. Excellent driveability too 8226 Diesels 25.8 kpl ARAI fuel economy rating 8226 Light controls, slick gearshift and easy maneuverability for in-city commuting. AT gearbox available 8226 Hondas reliability amp fuss-free ownership experience What you wont: 8226 Diesels NVH is a full level poorer than the refined Maruti Dzire 8226 Brios unconventional dashboard is too basic for this class of car 8226 Not as dynamically accomplished as the Ford Fiesta Classic, Toyota Etios and others 8226 Diesel isnt as high-rpm friendly as the 1.3L MJD 8226 Many practical features missing ( climate control, seat-belt height adjustment, adjustable neck restraints, auto-locking doors, full MID, folding rear seat etc. ) What youll like: 8226 All-rounded package in a contemporary design 8226 Interiors have best-in-class fit, finish amp quality. Accommodating 407 liter boot too 8226 Fuel-efficient, practical diesel amp peppy petrol. Smooth gearbox 8226 Loaded with features ( keyless start amp go, reversing camera, rear air-con, cooled glovebox etc. ) 8226 Comfortable ride quality and predictable handling 8226 Hyundais fuss free ownership experience amp excellent after-sales service What you wont: 8226 1.1L 3-cylinder diesel lacks the top-end punch of competition. Ordinary highway performance 8226 Steering amp dynamics arent to an enthusiasts tastes 8226 Narrow width makes it more suited as a 4 seater, rather than 5 8226 Boot aside, the premium i20 is closely priced with more power, space, equipment amp refinement 8226 Adjustable front neck restraints, seat-belt height adjustment, full MID, auto-locking doors amp dead pedal missing Last edited by GTO. 4th August 2014 at 10:13. Let me start off my saying, I was thoroughly impressed by the Zest. Not only as a step forward for Tata, but more importantly when compared to the competition as well. Everyone who saw the euro-looking dashboard was pleasantly surprised. Both in terms of design and quality, it is impressive. What became apparent to us, spending several hours looking around the Zest was that the Tata team has definitely put a lot of thought and attention to detail into everything - and it shows. Im glad to see that finally a company has developed an engine with user-switchable maps. Think about it, this is the kind of functionality that people pay 20,000 Rupees for in the form of switchable quotPetesquot or quotRaceDynamicsquot boxes. Tata has built that in, and that too in this segment Of course, the Revotron is in no way an exciting or enthusiast engine, but I really applaud this step. Its something thats always been possible, but no one has bothered to do (in the lower segments). I just wish the driving mode buttons were not quotout of sight and therefore out of mindquot. They should have been on the steering wheel, and they should have remembered their setting after a restart too. My guess is that Tata is going to come out with class topping ARAI fuel efficiency numbers. Thats why that tiny turbo is in there. This is of course pure speculation on my part (and assuming that ARAI lets them use the quotEcoquot mode figures). Lets wait and see8230 The diesel AMT is no doubt something the mass market is drooling over. The beauty of it is that it has the wide torque of the diesel to its benefit, (which is what makes it more driveable than the Celerio). For the average driver, this engine AMT combo will be responsive and truly enjoyable. However, pushed hard, it will get much more coarse. Mechanical (and now electronic) gremlins would be my foremost concern with the Zest. The diesel (Fiat engine, Magneti Marelli AMT) would be my pick, not only for more peace of mind, but also because I thought it was better to drive. The touchscreen audio system has a lot of bells and whistles. If you ever give it a listen, turn the volume ALL THE WAY up - thats when its most impressive. (The mid-variant audio, though decent, isnt as good). Last edited by Rehaan. 4th August 2014 at 10:53. The following 94 BHPians Thank Rehaan for this useful post: 4th August 2014, 11:03 Thanked: 6,829 Times Wow a brilliant detailed review. Read it in one go. Having driven the Revotron Zest for a very short distance, I must admit the steering feel and the quality of buttons are absolutely impressive. This is definitely going to be a big thing for the Tatas. However, Tata must pull their socks in the aftersales department too. But, I am sure even that will improve with the Zest and the Bolt. I recently visited the Concorde showroom in Prabhadevi and what a stunning showroom it is. Very knowledgable staffs, great interiors, almost felt like a lounge. The following 7 BHPians Thank M for this useful post: 4th August 2014, 11:10 Thanked: 8,101 Times Great review, am impressed. There are a few rough edges but I did not see any signs of quotcheapnessquot and cost cutting that was so apparent in the Mobilio test The following 14 BHPians Thank ajmat for this useful post: 4th August 2014, 11:14 Location: Bangalore TVM Thanked: 10,653 Times Brilliant review. More than anything else, I hope the diesel automatic becomes a market sensation and other companies follow suit as well. That apart, the car is a very big leap for TATA Motors. Personally, Ill still be a skeptical on their reliability and would like to wait and watch few months how things fare. If TATA is able to provide good initial ownership and service experiences, I wouldnt mind putting my money down on this one- the diesel AMT of course. Sent from my iPhone using Team-BHP The following 6 BHPians Thank CrAzY dRiVeR for this useful post: 4th August 2014, 11:17 Location: Flying Around Thanked: 19,757 Times Fantastic review, guys Take a bow. The attention given to each detail of the Zest is simply mind-blowing This is arguably the first world-class product from the Tata stable. A lot of small, neat finishes look like they were the results of inputs from the late Karl Slym - the classy European touches to the exteriorsinteriors, placement of the central console buttons, even the OEM Head Unit resembles those RCD units from the Volkswagen cars we know of. I am really proud of the fact that an Indian company has taken such giant strides in vehicle development and has developed (in-house) a truly segment-topping car not only for the Indian market but for international markets as well, with several first-in-segment features. I was waiting for this moment to say this, but - Hyundai, take a backseat The car itself is a looker from the front and rear, no doubt about it. Tata needs to seriously amp up its marketing strategy with the Zest - that superb Revotron mill with class-leading figures, and a segment-first and the most cheapest diesel AMT in the country The Zest has all the makings of being a bestseller, a superstar in its segment (or even a segment higherlower, I dare say). I sincerely hope it turns out to be in the top 10 sellers in our monthly sales charts - both Tata Motors and the legacy of the late Karl Slym thoroughly deserve it. Rated thread a very well-deserved 5-stars Last edited by RavenAvi. 4th August 2014 at 11:22. The following 13 BHPians Thank RavenAvi for this useful post: 4th August 2014, 11:34 Thanked: 1,038 Times Tata Motors trying to give a youth touch to the Zest, not sure if it works, but all the best to them. Would really want to see Zest clock up good numbers and give good competition to the DZires, Xcents, Amazes around. The following 18 BHPians Thank sachinayak for this useful post: Bookmark amp Share Tweet this Thread
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