Tata Hexa SUV lansert på Rs. 11.99 lakh Hexa SUV ble avduket av Tata Motors på 2016 Geneva Motor Show i konseptformen, hvoretter den laget sin India-debut på 2016 Auto Expo. Hexa er en helt ny modell that8217 har en crossover-ish styling, men maskinvare egnet for milde off-road utflukter. Den nye Tata Hexa-lanseringen fant sted 18. januar 2017. Tata Hexa-prisen i India starter på Rs. 11.99 lakh (ex-showroom Delhi). På et slikt prispunkt konkurrerer Hexa Mahindra XUV500. Testdrevene til den nye Hexa har allerede påbegynt hos autoriserte Tata-forhandlere. KLIKK HER for TATA Hexa Test Drive Review. Les videre for nye Tata Hexa Price, India-lanseringsdetaljer, spesifikasjoner og kjørelengde. Tata har en rekke nye lanseringer lined opp for det indiske markedet. I løpet av de neste månedene vil Tata lansere Kite 5 og Nexon compact SUV. Hexa blir den dyreste Tata-modellen rundt. Lanseringen av Hexa vil bli fulgt av Tiago AMT, Kite 5 og Nexon i 2017. Du kan sjekke ut den nye Hexa på det nylig lanserte Hexa Experience Center. Tata Hexa India TVC Vennligst merk: Alle ovennevnte trimmer vil bli tilbudt i både 6 seters og 7 seters konfigurasjoner. Priser på Tata Hexa starter på Rs. 11.99 lakh (ex-showroom). På dette prisepunktet kommer Hexa over som en god verdi for pengene-proposisjon. Bestillinger til Hexa er allerede åpne og Tata hevder at Hexa mottok rundt 250 bestillinger på bare et par dager. Here8217 er en titt på de store rivalene til Hexa og deres prising 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 kan koste litt mindre enn XUV500. Det vil også koste mindre enn Innova Crysta. Det er imidlertid dyrere enn Safari Storme. Som det er tilfellet med de fleste Tata-produkter, er det høyt på verdi for pengene. Tata Hexa Mileage Vi forventer at Hexa har høyere gjennomsnittlig kjørelengde enn Safari Storme. Dette betyr at Hexa kunne tilby en kjørelengde på 12 KMPL i byen og rundt 15 KMPL på motorveien. Tata Hexa Spesifikasjoner Lengde x Bredde x Høyde 4788 x 1903 x 1791 mm Hjultype og størrelse 16 tommer Stål (XE, XM) 19 tommer legeringer (XT) Motortype Displacement 2,2 liter Varicor Diesel Varicor 400 Diesel 5 Hastighet 6-trinns manuell og 6 hastighet Auto 12-15 KMPL (estimert) Firehjulsdrift Se ovenfor er de offisielle Tata Hexa spesifikasjonene. Motoren i Tata Hexa er den velkjente 2,2 liter dieselmotoren. Den er tilgjengelig i to deler 8211 VARICOR 320 og VARICOR 400. Den kraftigere motoren produserer 154 bhp og 400 Nm. VARICOR 320 tilbyr 149 BHP og 320 Nm. Disse motorene driver også Tata Safari Storme. Xx og XT trimmer av Hexa vil være tilgjengelig med enten en 6-trinns manuell eller en 6-trinns automatgir. Et dreiemoment på etterspørsel med firehjulsdrift er tilgjengelig på XT-varianten. Tata Hexa Dimensjoner Når det gjelder dimensjoner, er den nye Tata Hexa 4,788 mm lang, 1,903 mm bred og 1,791 mm høy. Den har en hjulbase på 2.850 mm. Dette betyr mye hytteplass. Hexa har en bakken clearance på 200 mm. Den har en drivstofftankkapasitet på 60 liter. Tata Hexa Funksjoner Projektor Høyslampe Chrome Applique på Radiator Grill MID for Instrument Console Touchscreen Infotainment System 19-tommers Alloy Wheels Faux Skidplate Premium baklykter Dual Exhaust Pipes Premium Lærbelegg 10-Høyttaler JBL Audio System Lær-innpakket Ratt All Wheel Drive av Borg Warner Kjøreformer Ambient Lighting for Cabin ConnectNext App Control Disse funksjonene vil gjøre Hexa den mest lastede bilen i sitt prisklasse. Funksjoner som 10-høyttaler JBL Audio System og Super Driving Modes gjør Hexa skiller seg ut. Hexa score godt selv på sikkerhetsfronten. Tata Hexa Sikkerhetsfunksjoner 6 Airbags Anti-Lock Braking System (ABS) Elektronisk Bremsekraft Distribusjon Elektronisk Bremse Pre-Fill Traction Control Motor Startspaken Rear Parking Sensors Rear Parking Kamera med Active Retningslinjer Tata Hexa Design gjennomgang 8211 Utvendig Okay, there8217s en liten likhet med Aria, men Tata har gjort nok for å gi bilen sin egen unike identitet. Fremre er den nye panseret mye flattere og har en clam-shell design. Forlyktene ser sofistikert ut, og grillen med sin brede, krominnsats gjør nok til å maskere likhetene. Støtfangeren er det viktigste høydepunktet her, som har en bred nedre luftdemper med børstet aluminiumsrør. Den skarpe, tåkebelysningslampehuset har LED-kjørelys som resulterer i en veldig tiltalende forkant. Mens Tata insisterer Hexa er en helt ny modell, er det fortsatt noen likhet med Aria i sideprofilen. Hexa har imidlertid en plastbekledning for hjulbuene. Interessant, har kledningen en Range Rover Evoque som kink i kurven, som muligens kan være et hint mot et større engasjement fra Land Rover ingeniører. Baksiden er fullstendig renovert. Den har nå horisontale Volkswagen-lignende hale lamper, og legger til en trengende dose karakter til bakenden, som de dobbelte avgassene, faux skidplaten ferdig med børstet aluminium, uttonet søyle osv. Tata Hexa Interior Design Review Tata Hexa har alt svart interiør, og man kan tydelig se hint av Zest og Bolt8217s instrumentpaneler inni. Midtkonsollen har en fremtredende berøringsskjerm med pianosvarte omgir, og det overordnede vinkeltemaet virker ganske bra. Rattet har blitt løftet rett fra Zest med lyd - og telefonkontroller og ferdig i svart med sølv-aksenter. Konseptet som ble vist i Genève, inneholdt en seks-seters konfigurasjon med kapteinstoler for mellomresten. Det er 12V strømkontakter og AC-ventilasjoner for andre og tredje rad passasjerer. Det cubbyhullede taket fra Aria har blitt dytt til fordel for et mye mer nøyaktig stoffbelagt tak. Sikkerhetssikkerheten sikres av de 6 kollisjonsputer ombord, elektronisk stabilitetsstyring, projektorstrålens automatiske forlygter og regnavkjenningsviskere. Utformingen av produksjonsversjonen av Hexa er ikke en viktig avvik fra konseptet, på grunnlag av det som ble vist på Auto Expo. Hexa er sikkert en veldig fin crossover. Det er sannsynlig å røre opp ting ganske mye i 11-18 lacs plass. Tata har klart tatt et stort skritt fremover med Hexa-konseptet. Dette er i fortsettelse med hva det gjorde med Zest og Bolt. Tata Hexa SUV er et annet lovende potensial fra Tata Motors, og vil forhåpentligvis utføre mye bedre enn Aria. Se på dette rommet for mer. Tata Hexa Fargevalg Tata tilbyr Hexa i fem lakkskinner, inkludert Tungsten Silver Arizona Blue Sky Grå Platinum Sølv Pearl Hvit Tata Hexa Motor og Transmisjon Tata8217s kommende crossover er på salg med 2,2 liter Varicor 400 dieselmotor. Vi har allerede sett denne motoren på Safari Storme. Denne enheten produserer 156 bhp med maksimal effekt og et toppmoment på 400 Nm. En seks-trinns manuell tilbys som standard overføringsalternativ. Det er også en 6-trinns automatisk girkasse som tilbys. Tata Hexa får en All Wheel Drive-oppsett sammen med 8216Super Driving Modes8217. Ser forsterker Styling Interior Funksjoner Kraftig Motor Wide Service Network Sårbar Bygg Kvalitet Gjennomsnittlig Drivstoff Kilometerstand Tata Hexa Walk-in Review Video Hold deg oppdatert til Car Blog India for mer Tata Hexa pris og India lanseringsdetaljer. Også, hva tror du at Tata Hexa-prisen i India skal gi oss beskjed ved å kommentere nedenfor. Håper du sjekket ut vår Tata Hexa Test Drive Review. Den nye 2015 TATA Hexa ser ut som lignende RANGE ROVER EVOQUE, men Hexa er 6 seters, og den er lengre enn RANGE ROVER EVOQUE. Men jeg liker begge to bilene i denne tiden, TATA HEXA slår selger mer enn mahendra xuv500 i ser klokt og ytelsesvis ut. I funksjoner er mahendra ledelsen på rase. 8230 Aria og første inntrykk tyder på at de har gjort en anstendig jobb som du kan lese om her. Men har den gjennomsnittlige indiske kjøperen modnet nok til å forstå hvor dyktig bilen egentlig er, eller er 8230 8230, spekuleres det på at utformingen av Tata Q501 vil bli sterkt inspirert av det nye Hexa-konseptet som Tata Motors nylig avduket på dette året8217s Geneva Motor Show . Den nye Hexa 8230 jeg kjørte bil for lån 8230 Tata Hexa 8230 8230 Aria tok aldri av seg selv, til tross for å være et svært kompetent produkt. Dette sendte Tata8217s ingeniører tilbake til tegnebrettet, og de har nå kommet opp med Hexa. I hovedsak en tungt omarbeidet versjon av Aria, får Hexa et mer butch eksteriør, som nå er mer SUV-lignende, nytt bedre kvalitet interiør og en oppdatert motor. Det vil trekke strøm fra Safari8217s Varicor 400 Diesel-enhet som er parret til en 6-trinns manuell eller en 6-trinns Auto. Også, som Aria, vil det være et valgfritt AWD-system. Hexa vil bli det andre nye Tata-produktet som vil bli lansert i år. Den første er Tiago. Den Hexa, som er en SUV-MPV crossover, vil ta på Mahindra XUV500, Toyota Innova, og Honda BR-V. (Les mer.) 8230 1. Soltakfunksjon må vurderes. 2. Skal bytte lampe design, ikke som aria. Storme er tiltalende. 3. Hvorfor ikke 4 x 4 auto transmisjon 4. Innvendig plast å bli raffinert. 5. Gi en følelse av fly cockpit. 8230 TATA HEXA 8230 Interiør av Tata Heksa .. Jeg liker ikke Bcs toyota innova Crysta Ka Jo Interiør Hai..Vi Bahut Smart Hai..Mer enn Tata Heksa..Kamp tilbake Zigzag-vinduet disign av Tata hexa jeg liker ikke .. Plzz forbedring i it8230but bil ser veldig smart ut enn campare til toyota innova crysta .. 8230 Tata Hexa 8230 TATA Hexa er den beste SUV sammenlignet med Innova crysta, Mahindra XUV 5oo og andre suv8217s. Den har en veldig god funksjon, dvs. ESP (elektronisk stabilitetsprogram) som ikke er nevnt ovenfor. Det er veldig glatt å kjøre enn andre suv8217s. Folk er ikke våge nok til å ha rata kjøretøyer tenker at etter et år rattling lyden vil starte og motoren vant8217t kjører mer enn en lakh km. Hvor som i, elektroniske gadgets, utseende, design ingen kropp kan slå og ser klok Hexa er utmerket, og hvis prisen er under 15 mangler for topp end, vil det bli super dooper hit. Jeg håper du vil klargjøre tvilene eller feilinntrykket mange har om tata-kjøretøy. La utenlandske biler nå er det en tid å stemme på en fantastisk indisk bil i form av heksa. Wow, hva en bil. what8217s låneprosedyren for å kjøpe denne bilen PRISEN SKAL VÆRE 16 LAKS MAKSIMALT TIL TOPPEN SLUT, DEN BARE, MENNESKER SKAL TAGE TATA. ANDRE TOYOTA, NISSAN, RENAULT, CHEVROLET ER MYCKET BEDRE FOR LONG RUN. Bare Tata hexa varierer mellom 12-14 lakhs mye bedre. Andre klokt gå for Toyota crysta 8230 Tata Xenon Yodha Pickup lastebil blir det første Tata-produktet for 2017. Lanseringen av den etterlengtede Hexa, den 18. januar, vil nå følge introduksjonen av Xenon Yodha. Den nye Xenon Yodha har gått 8230 ønsker og be hexa vil bli bedre enn å gjøre i India produkt og det aller beste. Prispoeng vil være breakpoint for Tata Hexa, hvis prisen i første omgang ikke oppfyller kundeforventningen, ville det være et forsøk gått ned i avløpet. Prisen må undergå alle konkurrenter, med den typen rabatter som skjer med konkurranse som er veldig viktig å være 10 under XUV amp 15-20 under Innova. Dette vil gi det en aggressiv tilgang til segmentet. er sikker på at prisveksten kan settes inn gradvis. MEGET DYNAMISK. GODT LOOKING OG BESTE I FEATURED VEHICLE det ville vært fantastisk hvis prisen er mer less8230 som nå i sammenligning med xuv 500 w10 og hexa xt 42. virker som xuv leder mange i funksjoner. hvis heksa var rundt 50 k eller mer mindre enn xuv. så ville jeg ha definetely kjøpt hexa uten noen tvil .. Er det noen Exchange tilbud med Tata Safari Storme Ikke det vi vet om. Du kan alltid sjekke med din lokale forhandler for å finne ut om de nåværende tilbudene som er tilgjengelige 8230 har dårlig utførelse på markedet. Den sterke salget XUV500 er nå truet av den nye Tata Hexa. Produsenten trenger en ny lansering snart for å klage tilbake noen av det tapte markedet 8230TATA STEEL Jamshedpur Plant (Jamshedpur) I 1919 nådde Lord Chelmsford byen Jamshedpur til ære for grunnleggeren Jamshedji Nausherwanji Tata, hvis bursdag feires 3. mars som Founders Day . J. N. Tata hadde skrevet til sin sønn Dorabji Tata om hans syn på en stor by i området. På Founders Day er jubileumsparken på 225 hektar (0.91 km2) dekorert med strålende lysarbeid i omtrent en uke, og tiltrekker seg folk fra alle deler av landet. Byen har flere kallenavn, inkludert Steel City (som ble referert under Tata Steels Green City - Clean City - Steel City-kampanjen) Tatanagar etter navnet på sin jernbanestasjon Tatanagar Railway Station, eller bare Tata, med respekt for den betydelige tilstedeværelsen av Tata-selskaper i byen og dens tilstøtende områder. I begynnelsen av det tjuende århundre ønsket Tatas å bygge et stålverk i India. Jamshedji Tata dro til Pittsburgh og spurte geologen Charles Page Perin for å hjelpe ham med å finne nettstedet til å bygge sin første drømmestift. Søket etter et nettsted rikt på ressursene som trengs for anlegget, nemlig jern, kull, kalkstein og vann, begynte i april 1904 i dagens Madhya Pradesh. Prospektørene, C. M. Weld, Dorab Tata og Shapurji Saklatvala, tok nesten tre år i en omhyggelig søk på tvers av store områder av ugjestret terreng for å finne et passende sted. En dag, nesten ved et uhell, kom de over en landsby som heter Sakchi, på tett skogkledde strekninger av Chhota Nagpur-platået, nær sammenflytelsen mellom elvene Subarnarekha og Kharkai. Det syntes å være det ideelle valget og stedet ble valgt. Tidlig utviklingsarbeid ble gjennomført av Durrell Co, et sivilingeniørfirma drevet av Lawrence Samuel Durrell, far til naturalisten Gerald Durrell (som ble født her) og romanisten Lawrence Durrell. Kommunisert av Tata-familien i 1920 var Durrell ansvarlig for å bygge en tinplate mill, en mursteinfabrik, en kontorsbygning, et sykehus og over 400 arbeidstakere hus. Jamshedjis plan for byen var tydelig. Han forestilte seg langt mer enn bare en rekke arbeidshytter. Han insisterte på å bygge alle bekvemmeligheter og bekvemmeligheter en by kunne tilby. Som et resultat er mange områder i byen godt planlagt, og det er flotte offentlige fritidssteder som Jubileumsparken. Mens han bygde denne vakre byen, hadde Jamshedji Tata sagt. Pass på å legge store gater plantet med skyggefulle trær, hverandre av et raskt voksende utvalg. Sørg for at det er god plass til plener og hager, og reserver store områder for fotball, hockey og parker. Øreområder for hinduistiske templer, moslimske moskeer og kristne kirker. Hva byen ser ut i dag er et testament til sine visjonære planer. Jamshedpur er den eneste byen i India uten en kommune. Ansvaret for bevaring og vedlikehold er helt antatt av Tata Steel, sannsynligvis en unik situasjon i verden. Legenden har det at i slutten av 1980-årene da statsregeringen foreslo en lov om å avslutte Tatas-administrasjonen av Jamshedpur og bringe byen under en kommune, oppsto lokalbefolkningen i protest og beseiret regjeringens forslag. I 2005 ble et lignende forslag igjen satt opp ved å lobbyisere politikere. Målgruppen var arbeiderklassen. Et stort flertall av dette sitter sammen med regjeringen og setter opp protestmøter utenfor Øst-Singhbhums nestkommissærkontor. Imidlertid ble målet aldri oppnådd, og Jamshedpur forblir uten en kommune til dato - og kvaliteten fortsetter. Geografi Jamshedpur ligger på 2248N 8611E 22,8N 86,18E 22,8 86,184. Den har en gjennomsnittlig høyde på 135 meter. Jamshedpur ligger i en kupert region, og terrenget er ganske ujevnt. Jamshedpur opptar ca 2,03 av det totale arealet av Jharkhand. Samlet geografisk område av Jamshedpur er 149,23 km kvadrat. Klima Jamshedpur har et temperert klima. Somrene starter i midten av mars og kan være ekstremt varmt i mai og juni. Temperaturvariasjonen i sommeren er fra 35 42C, selv om byen har opplevd temperaturer høyere enn dette de siste årene. På den annen side er minimumstemperaturen om vinteren 8C. Faktisk er den beste tiden å besøke byen, mellom oktober og april. I løpet av disse månedene mottar byen selv trekkfugler. Klimaet i Jamshedpur er preget av sør-vest monsun. Jamshedpur får kraftig nedbør fra juli til september og mottar ca 1200 mm nedbør årlig. Fra 2001-folketellingen i India hadde 8 Jamshedpur en befolkning på 1 134 748 og er 28 blant de 35 millioner i India i henhold til folketellingen 2001. Mann utgjør 53 av befolkningen og kvinner 47. Jamshedpur har en gjennomsnittlig leseferdighet på 82, høyere enn nasjonalgjenomsnittet på 59,5. I Jamshedpur er 11 av befolkningen under 6 år. Konversasjonsspråket er hindi. Men tribale språk som Santhali og Ho er også talt i enkelte deler av byen. Befolkningen er kosmopolitisk i naturen på grunn av migrering av mennesker fra hele landet for å arbeide i de mange næringene som finnes i byen. Bortsett fra den innfødte stammen befolkningen er de andre etno-religiøse gruppene Bengalis, Biharis, Punjabis, Oriyas, Gujarat, Marwaris og Muslimer. Det er også et lite, men betydelig antall indianere, hovedsakelig fra Andhra Pradesh Tamil Nadu og Kerala. Store festivaler feiret inkluderer Makar Sakranti, Durga Puja, Deepavali, Holi, Jul, Id-ul-Fitr, Id-uz-Zuha og Chhath. Jamshedpur, som hjem til det første private Iron and Steel-selskapet i India (sjette største i verden ), Tata Steel, kalles vanligvis Tata Nagar som et resultat av selskapets signifikante tilstedeværelse. Områdene rundt Jamshedpur er rike på mineraler, inkludert jernmalm, kull, manganbauksitt og kalk. Det er en moderne industriby som er hovedindustriene som er jern og stål, lastebilproduksjon, blikkproduksjon, sement og andre små og mellomstore industrier som dreier seg om disse produktene. Den største fabrikken er Tata Steel (den tidligere Tata Iron and Steel Company eller TISCO), og ligger nesten i sentrum av byen. Tata Steel er den største jern - og stålproducerende fabrikken i India, så vel som den eldste. Det er planlagt utvidelse av Tata Steels eksisterende anlegg på Jamshedpur fra 7 millioner tonn per år til 10 millioner tonn per år. Det ville da være den første fabrikken i verden som har en kapasitet på 10 millioner tonn i en enkelt campus. Tata Steel anlegg i jamshedpur Stålverket er stort nok og dekker fortsatt rundt en fjerdedel av landområdet Jamshedpur, og har to innsjøvann. Den andre store fabrikken i byen er Tata Motors med Telcon, som produserer tungt kjøretøy og konstruksjonsutstyr. Tata Motors ble tidligere kalt The Tata Engineering and Locomotive Company (TELCO), da jernbane lokomotiver ble en gang produsert her. Tata Tinplate (den tidligere Tinplate Co. of India Ltd.) produserer tinplate. Det var opprinnelig et britisk selskap bygget i Golmuri, senere tatt over av Tata. En annen fabrikk, som ligger i nærheten av Tata Motors, er Indian Steel and Wire-produkter (ISWP). ISWP ble gjenåpnet etter mer enn fem år av Tata Steel etter å ha overtatt alle juridiske hindringer og BFIR-relaterte hindringer. ISWP gjenopptok produksjonen i trådfabrikken den 2. januar 2004, etter overtakelsen av Tata Steel, og har påbegynt sin stangfabrikkoperasjon. Flere kjente næringer, som TRF Limited (Tata Robins Fraser), som produserer bulkhåndterings - og bearbeidingsmaskiner og andre tekniske varer, ligger i Jamshedpur. Agrico, et datterselskap av Tata Steel, produserer landbruksredskaper. Tata Yodogawa Ltd eller Tayo produserer ruller og dør for valsing. Praxair og British Oxygen Company (BOC), produsenter av flytende oksygen, nitrogen og andre gasser, de begge har planter ved siden av stålverket. Lafarge Cement, tidligere Tata Cement, ligger i nærheten av Tata Motors. Sammen med Tata Power-røykene, et kullfyrt fangstkraftverk som leverer mye av byens elektrisitet, kan det sees tydelig ut av jernbanesporene mens de kommer til Jamshedpur med jernbane. Usha Martin ligger i adityapur, er et ledertråd selskap. Tilstedeværelsen av andre selskaper som ABB, TCS, LT, SL, SMS, Danielle, Italiam Pianti er et privilegium for byens folk. De fleste småbedrifter er lokalisert i Adityapur Industrial Estate, som før NOIDA var Asias største industrielle knutepunkt. Det er en rekke mobiloperatører i Jamshedpur, med nummeret som er vesentlig økt i nyere tid med inngangen til nye spillere. Nærliggende byer: Jamshedpur. Chandil. ChaibasaThe Tata Zest har blitt lansert i India til en pris på mellom Rs. 4,64 - 6,99 lakhs (ex-Delhi). Hva vil du like: 8226 Indias første diesel-automat i C1-segmentet. Rimelig, praktisk forsterker lave driftsomkostninger 8226 Byggekvalitet, passform og finish er på nivå med konkurrenter. Tata har gjort betydelige forbedringer 8226 Romslig veldesignet interiør, komfortabel sete. En sjelden kompakt sedan som kan plassere 5 voksne. 8226 1.2L turbobensin har førende moment og imponerende, lavverdig kjørbarhet. 8226 Balansert fjæring gir komplett kjørekvalitet, parret til nøytral håndtering. Nice EPS for 8226 Light kontroller, behagelig ergonomi og god forfining. Driver som ikke massemarked Tata-bil har før 8226 Funksjoner: 3-kjøremodus (bensin), LED-DRLer, projektorlykter, 5-touch berøringsskjerm, parkeringssensorer, talekommandoer amp mer 8226 Når de kjøres hardt, kan AMT ikke matche glatthetsforsterkning - Tider med en konvensjonell automatisk 8226 Turbo-bensin mangler midtbanespill og unnlater å spenge på høyere rpm. Ikke til en entusiaster smaker 8226 Dårlig oppbevaringsforsterkning, manglende nakkestøtter (bakseterarmstøtte, dødpedal, justering av setebeltehøyde) 8226 Tykke A-pilarer gir alvorlige blinde flekker under kjøring 8226 Bekymringer over langvarig driftsikkerhet. Tidligere Tata-biler har ikke gått bra i dette området. 8226 Tatas sub-par kundeservice etter service er langt fra Maruti, Hyundai og Honda. Senest redigert av GTO. 23. mai 2015 klokka 15:06. Årsak: AMT nå tilgjengelig i topp-end også. Fjerne det punktet Følgende 109 BHPians takker Aditya for dette nyttige innlegget: 4. august 2014, 09:55 Takket: 19 197 ganger I 2008 skapte Tata Motors det kompakte sedan-segmentet under 4 meter, med lanseringen av Indigo CS. Mens bilen gjorde ganske bra for seg selv i de første årene, er den utdatert i dag og har blitt etterlatt av konkurransen. Maruti Dzire, Honda Amaze og Hyundai Xcent er langt mer moderne og tiltalende. For at Tata Motors skulle forbli relevant i dette segmentet, trengte de å utvikle et nytt produkt som kunne konkurrere med de japanske forsterkerne med hensyn til kvalitet, ytelse, pålitelighet og raffinement. Med Zest vil Tata forsøke å gjenvinne noe av bakken det har mistet i løpet av årene. Tata vet hvor viktig Zest og kommende Bolt hatchback er. Bortsett fra aggressive kampanjer, har selskapet tatt skritt for å revolusjonere sitt forhandlingsnettverk. Sixty utstillingslokaler har blitt renovert med digital integrasjon, med innlemming av videovegg. 3.000 tablettutstyrt personale har blitt utdannet for salgs - og tjenesteroller. For serviceavtaler tas notater ned digitalt på disse tabletter og sendes deretter ut til kunder. Tata Motors utviklet Zest på X1-plattformen, som også ble brukt i Vista Hatchback. Den har samme 2470 mm akselbase også. Imidlertid hevder selskapet at det har blitt omhyggelig re-engineered. Zest har en likhet med tidligere modeller fra Tata-stabelen. Selskapet hevder at dette har blitt gjort bevisst for å beholde identiteten til bilen som et Tata-produkt. Annet enn de styling cues skjønt, er det ingenting på utsiden som Zest har felles med sine forgjengere. Hver kroppsdel av bilen er ny. Zest faller i kategorien under 4 meter som kvalifiserer den til lavere punktafgift enn sedvaner i konvensjonelt størrelse. Med en lengde på 3995 mm matcher Tata Maruti Dzire og Hyundai Xcent, og er 5 mm lengre enn Honda Amaze. 1706 mm bredde og 1570 mm høyde bidrar til å gjøre Zest den bredeste forsterkeren høyest, og dermed den største sub-4 meter sedan i landet. Det er også den tyngste delen med bensinversjonen som tipper skalaene mellom 1115 - 1135 kg, mens dieselen veier 1170 kg. Zest-bensinen har den høyeste bakken i sin klasse på 175 mm, selv om dieselen står lavere ved 165 mm. Zest legemliggjør Tatas nytt design språk med en ny signaturgitter som har kromlinjer som løper langs den øverste ampbunnen, og en honeycomb-mesh i mellom. Lyskaster har halogenprojektorer for de lave bjelkene (en første i dette segmentet). Forlyktene har også en følg med hjemmefunksjon og kule kvadratisk eyequot-lys ringer rundt projektorene. Frontstøtfangeren har en bred trapesformet luftdamme sammen med tåkelyshus som er foret med LED-dagslyslampe (et annet segment først) eller krom aksenter (avhengig av varianten). Bilens motorhjelm stiger i begge ender og har også en skulpturell kraftkule i midten. Sett fra siden ser Zest å ri ganske høyt for en sedan. Det er veldig markerte skulderlinjer som løper langs sidene av bilen (spesielt merkbar på lysere farger). De 15-tommers lettmetallfelene prøver sitt beste for å fylle hjulbrønnene, men de fremstår fortsatt små for de flakkede hjulbuene. De øverste og midterste varianter får 18560 R15 dekk. Tata har gjort en god jobb med å integrere støvelen i designet. Selv om noen kan finne det uforholdsmessig fra bestemte vinkler, følte Rehaan og jeg at det var en bedre integrering enn Amaze, men ikke så bra-utført som Hyundai Xcent. Det er et nytt par wraparound LED-baklykter. Den bakre støtfangeren sporter en svart plastbekledning nederst med en midtmontert tåkelys. Samlet sett er utvendig passform og overflate mye mer imponerende enn hva vi har sett så langt på Tata-biler. Lukkede linjer er stramme og konsistente. Zest føles også solid konstruert. Dørene sine, mens de ikke lukkes med en europeisk tud, føles ikke tynn som noen budsjetttilbud fra asiatiske produsenter. Gummibelastningen som brukes er av meget god kvalitet, og den går hele veien rundt dørene også. Faktum er, det er ganske vanskelig å se noen blatant kostnadsbesparelse på Zest. kan ikke si det samme for noen av sine direkte konkurrenter. Tata har klart betalt mye oppmerksomhet til kvalitet og utførelse, og det viser. Lyse hvite DRLer er en iøynefallende funksjon på indiske veier. Legg merke til grillene nedre kromlinjen som strømmer inn i frontlysene: Det er blandede meninger om støvelintegrasjonen, men Rehaan og jeg følte at den har blitt brakt ganske bra: Halogenprojektorens lave bjelker (en første i dette segmentet) er også gitt på Midtvariant, men uten guidelysene (angel eye rings): Stort smilegaller har et strukket honeycomb mønster. Inne i Tata T-logoen er et mindre honningkrem mønstret grille: Kroppsfarvede dørhåndtak. De lukkede linjene har en imponerende stram og konsekvent rundt: Diesel og bensin, begge får 15quot lettmetallfelger. Men hver har en annen design. Dette er bensin: Utsikt over dieselets rene undervogn (165 mm bakken). Bensinen har 175 mm GC. Det skal heller ikke stå overfor skrapingsproblemer: Det eneste dårlig ferdige området vi kunne se på utsiden. Litt flekkete maling, mer synlig på grunn av Zests hevet holdning: Vi kan ikke hjelpe, men tror at frontlysene kan være litt for store. Angel-øynene (ringene) er semi-synlige i dette bildet: Begge bilene er like lange, men Zest rider mye høyere. Faktum: Zests panelgap er strammere enn Amaze: Zest har store dører som åpnes bredt. Dette, kombinert med høyden på bilen og ganske høy sitteplassering, gjør det enkelt å komme inn og ut. Som de fleste Tata-biler er kabinen til Zest stor, med et buet tak som gir det det luftige innvendig. Det første som hopper ut på deg, er Zests stilige amp elegante dashborddesign. Alle som er kjent med Tata-biler vil bli positivt overrasket over stylingen. Utseendet er friskt, mens det svarte beige-temaet, sølvdetaljering og glitrende svarte aksenter ser mye mer eksklusivt ut enn Vista eller Manza. Faktisk har fargepaletten, knurled knotter og brytere (med innebygde amber amp green LED) mer av en Euro design-føler enn en japansk eller koreansk. Kvaliteten på materialet som brukes er like bra som noen av de andre bilene i sitt segment. Dashboardoppsettet er logisk og brukervennlig, med et lite unntak som berører snart. På samme måte som utsiden, er Zests interiør en stor forbedring i forhold til tidligere Tata-tilbud. Kvalitet og overflate av det som er i klart syn er bra. Med mindre du går og ser etter en grov kanten, er det lite sannsynlig at du finner en. Tata ser ut til å ha styrket nivået på kvalitet det forventer fra sine leverandører, dette viser tydelig på innsiden. Det er ingen Hyundai Grand i10 skjønt. Se nøye og du vil se en håndfull (detaljer i bildene nedenfor). Det er et nytt 3-talet ratt. Små og flotte, rattet føles hyggelig å holde. Hornputen er sekskantet med knapper for å styre infotainment og telefon. Disse knappene føltes ganske solid. Som det er normen i dette prisklassen, kan styringen justeres for høyde, men ikke nå. Hornputen er litt vanskelig å nå og er ganske fast å trykke på. Viskerforsterkerens lysstenger følte seg fint å berøre, uten at det kunne oppfattes tydelige kanter eller støpeformer. Forseter er myke, men støttende og komfortable. Det øverste laget av seteputen er mykt, og den generelle støtten er fast nok til at du ikke synker helt inn i dem. Det er som en komfortabel lenestol i mindre skala. Kaleidoskopisk utskriftsmønster på setetet virker ikke som det passer perfekt til interiøret, men ikke mange vil klage på dette. Sidestyringen strekker seg fremover med 3-4 tommer og gir utmerket sidestøtte. Førersetet kan justeres for høyde og det er enkelt å finne en god kjøreposisjon. Krymp det hele veien opp og du sitter som i Wagon R, med en kommende utsikt over veien fremover. De fleste vil finne at ergonomien er flink på med styringen, kontrollstengene og girspaken som faller rett i hånden. Seterne reiser ikke for langt tilbake skjønt. Dette kan resultere i en trang kjørestilling for super høye førere som har lange ben. Pedalene er godt spredt ut, men det er ingen død pedal eller enda plass til venstre for clutchpedalen for å hvile foten. Også setebeltene mangler høydejustering. Selv om frontal synlighet er ellers bra, er A-stolpene ganske tykke og kan føre til blinde flekker rundt kurver. 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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