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Tata has a couple of things going for it to make a car at a price under $2500- a different vision behind it and a longer term idea of the market and its opportunities for Tata Motors. This is a personal vision of Ratan Tata, the last in the series of Tata family members who have run a company that was at the leading edge of industrialization in India since British times in the closing years of the 19th century. He sees this as a way to bring a car that is affordable to millions of Indians, the average Indian, just as his father and great grand father were pioneers in India's early steps towards industrialization. This also will serve another purpose. It will provide momentum to India's manufacturing base by putting India's auto industry on its way to sell cars by the millions in the next ten years. The cost was a challenge to Indian engineers ingenuity. It would help them develop something from scratch from a clean slate, and as he hoped reinvent the car if possible. The cost also was doable in India because of the wages paid to Indian engineers and workers are different. The entire cost structure with suppliers like Bosch providing the engine also and internet purchases of parts coming under a completely different way of doing business, again a reinvent of things. And the skimping on a lot of basics like a radio is possible in the Indian context where the inital target market is the scooter family of which in India there are millions. People who would simply be waiting for such a bare bones car, not see it as such because it is a great advance over a scooter even in terms of safety. What most people who have never been to India would not be able to grasp is that a whole family of four can be seen riding on a scooter or motorbike in India on weekends in Indian urban areas. Tata's idea of the market potential is the way it can ride the next stages of increasing incomes in India. Once it has come up with this car it can come up with enhanced versions with an airconditioning and radio and so on, and still price it way below competitors with Tata's quality and brand name and innovative design. As long as Tata can sell all the cars it makes it can expand production rapidly. Tata's costs for engineering a top selling model may be only 20% of the $350 million it costs western companies, according to Alix Partners, with savings of $300 to $1000 per car right there. Labor costs are about $1.20 per hour in India, less than what auto workers make in China, this provides more cost savings. Tata plans to supply kits to dealers who will do the final assembly in small workshops. This distribution strategy will save Tata another chunk of costs, as about 20% of the car's cost is in distribution in the USA. ...

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The risks facing the Chinese economy in 2012-2015 from asset bubbles in housing, bad loans in the banking system and slower growth. Expert opinion from Roubini, Shih and others on the risks China faces. Risks include what is called the middle income trap, in which China's GDP per capita gets stuck at a certain middle level as economic growth declines. Economic growth could drop to below 5% in the latter part of this decade according to this scenario.

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The People's Bank of China's decision to reduce the reserve requirement for deposits at banks by 0.5% is not likely to have much impact, as banks already have enough money to lend. The problem is more a lack of demand for loans as the economy slows. Inflation fears restrict the use of growth tools such as lowering interest rates and the housing bubble limits the use of construction spending to increase growth. Political uncertainty with a leadership transition, and economc uncertainty in Europe also limit options.

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Moody's Investor's Service downgrades China's credit rating to A1 from Aa3. Moody's predicts a slowdown in growth for China. GDP growth for 1st quarter 2017 was 6.9%. Total debt has grown from 149% of gross domestic product in 2008, to 213% in 2013, and is now 253%, according to JP Morgan. The problem is that ever higher levels of credit have supported growth and more of this is coming from the shadow banking sector. Higher levels of debt in future years from the already high levels will weigh heavily on growth, leading to an eventual slowdown in the economy's growth rate.

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China's new foreign policy team under the Jinping-Keqiang administration. Foreign minister Yang Jiechi, becomes state councilor, and senior official on the team. The new foreign minister Wang Yi, was China's ambassador to Japan 2004-2007. The new ambassador to the U.S. is Cui Tiankai, a diplomat who graduated from the Johns Hopkins School of Advanced International Studies in the U.S. Cui was ambassador to Japan 2007-2009. Managing the China-Japan and China-U.S. relationships is critical for China because China depends on U.S. and Japanese companies for investment and new technology, for continued economic progress. The relationship has been affected by the territorial disputes with Japan in the East China Sea. Germany as an advanced technology manufacturer and commodity exporters Australia, Canada, Argentina and Brazil depend on the Chinese market for exports, creating an interwoven economic dynamic that is likely to be the dominant factor in relations. This is also the perception of Li Keqiang who told a press conference in Beijing that the competition with the U.S. has been overemphasized, that he "does not believe conflicts between great powers are inevitable." Foreign affairs remains subordinate to domestic policy and priorities in China, as China tackles the problem of reorienting its economy to give an important place to the private sector and consumers. Itself not an easy task, as prime minister Keqiang pointed out at his first press conference: "Talking the talk is not as good as walking the walk." One of Keqiang's main allies in this effort is Robert Zoellick, former president of the World Bank, who helped put together with China's DRC, the report "China: 2030," outlining these priorities....

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In China's state banking system larger banks will get more state support than the smaller banks. Smaller banks such as Everbright Bank and Bank of Nanjing have 20% of loans made to local government financing vehicles, this compares with 6-7% for larger banks such as ICBC, Bank of China, China Construction Bank, and Agricultural Bank of China. Because of the poor asset quality and high risk of such loans the smaller banks are likely to be the first to face trouble in a financial crisis.

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China's view on its new Air Defense Zone as expressed by the Foreign Ministry is that if European countries and Japan are entitled to set their own air defense zones then China should be able to set its own zone. The differences with Asian neigbors and the U.S. arises over the fact that this overlaps with the zones of S. Korea, Japan and Taiwan and also covers the area of the disputed Senkaku Islands. Other problems lie in the ambiguous wording and failure to share this information in advance with other countries. As it stands B-52's from the U.S. and Japanese planes entered the zone on Nov. 29, and Chinese fighter jets tracked the planes but there was no incident. U.S. civilian airlines have agreed to follow the rules set by China for the air defense zone, and the U.S. government says it will let the airlines make the decision to follow the zone. The EU protested the setting up of the new air defense zone.

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Japan's Foreign Minister tells Martin Fackler of the NYT in an interview that the Abe government will follow previous governments in the postwar period that apologized for colonial policies that caused suffering in other parts of Asia. He repeatedly calls for Japanese to be humble about the past. Previous statements by persons seen to be close to the government, including the head of NHK broadcaster, were interpreted negatively in S. Korea, China and the U.S. as needlessly escalating tensions in the region. China and S. Korea responded with a public relations campaign of their own to present what happened in the prewar period. S. Korean president Park refused to meet Japan's premier Abe. Kishida used NYT and Fackler to send a message to a global audience about Japan taking a path of peace since 1945.

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Moody's senior analyst based in Beijing, Yvonne Zhang, says China's National Audit Office's estimate of the banks loans as part of China's total local government debt of 10.7 trillion yuan ($1.65 trillion) is understated. The Audit Office estimated bank loans to be 8.5 trillion yuan. Moody's says this is understated by 3.5 trillion yuan or about $540 billion. Moody's sees the delinquency ratio of these loans between 50 and 75%. With these figures it sees 8-12% of bank loans in China's banking system as non-performing loans.

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Apple reports a slowdown in iPhone sales, with a less than 1 percent in increase in sales, for fiscal first quarter ending Dec. 26, 2015, over the prior year quarter. Revenue is expected to decline by 11% for the quarter ending in March 2016, over the prior year, first such decline in 13 years. Analysts say Apple will have to reduce gross margins of about 40% to increase sales. Apple CFO Maestri says Apple increased prices in some markets because of the strong dollar. When the stronger dollar is excluded from results for the quarter ending Dec. 26, 2015, sales revenue increased by 8% over prior year quarter, according to Apple. As Apple slows down its shares financial performance is stalled at about $100. Apple tried to present a different picture now that China sales are slowing down- it said that users had "engaged" with 1 billion Apple devices whether iPhone, iPad, Mac, or Apple TV, in the last 90 days, by downloading an app, song or movie. These services geneated $5.5 billion in revenues for the quarter ending in December, a 15% increase over prior year quarter....

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A new report on American driving habits by Samantha Gross and Aaron Brady of Cambridge Energy Associates shows that finally the gasoline price increases are beginning to bite the consumer and American drivers are changing their habits. After increasing from about2.5 trillion miles of total vehicle miles travelled by Americans in 1998 to about 3.0 trillion miles in 2007 the last 6 months are showing a downward trend for the first time. In the late 1970's and early 1980's something similar happened with a deep recession, rising gasoline prices and improved fuel efficiency standards, during this period gasoline consumption declined by 12 % accordingt o CEA. What is different now? For one thing the environmental issues are a big factor now and they take a new meaning as developing countries like India China Brazil and Rusia as well as other countries with much larger numbers of people than the US and Europe are now part of the car buying and electricity using peoples of the world. Its impossible both for the environment and for resource supplies to meet the needs of billions of new people joining the global economy and western ways of living without doing something radically different. And he problem is immediate as China becomes the second largest car buying country and India is not far behind with an explosion in Nano sales expected in the next few years, and the huge demands on electricity in these countries meaning burning huge amounts of coal to generate this electricity and create global environmental problems. All this makes the 70's and early eighties period remotely relevant. We are looking at something hugely different and 21st century defining now as its clear fuel has to be conserved and resources shared between the western world and the developing world, and technology moved forward quickly to meet the needs of a new world of Asia, Africa, Europe and the Americas all bundled into one both by the global ecoomy and the way business operates and by the needs of people everywhere. And the media and public perceptions may be just catching up to these changes which are already taking place on the lands and under the feet of millions of people around the world. Some clues to what might have happened. Americans spent 4.5% of their after tax income on transportation fuels in 1981 according to Global Insight, a forecasting firm, and this went down to 1.9% in 1998, and is back up to 4% now in 2008. In California and more affluent areas of the country where the incomes are higher and gasoline prices are higher over 4% is spent on transportation fuels, whereas in areas of Alabama and Mississippi in the poorest areas where gasoline is less expensive this is over 16% according to the New York Times interactive graphic. During this period 1998 to 2008 demand increased for gasoline, in terms of the number of miles driven went up by 25% from 2.5 trillion miles driven to 3.0 trillion miles driven, and the sales of large pickup trucks and SUV's soared to make them the largest number of vehicles sold each year. At 1.9% of after tax income nationally, transportation fuels were cheap and consumers reacted rationally by splurging on gasoline in the USA. As a sobering note to all this sign of improvement in conservation of fuel the miles driven are still at about 3.0 trillion miles the high reached last year 2007. It will take a lag of a couple of years before a changing fleet to smaller vehicles and more fuel efficient vehicles and better driving habits and conserving fuel habits to make itself felt in transportation fuel usage across the USA and this requires prices at least at these levels to make the change seen as necessary to meet global needs and global environment....

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Adding in local government debt to central government debt, railways, asset management companies and state owned banks, gives a better picture of total debt for China. This is an estimated $3.55 trillion or close to 59% of GDP compared to 93% for the U.S. The problem is no one really knows how much debt there is in the local government in China. Analysts say this understates nonperforming loans from China's lending binge after the 2008 financial crisis. Stephen Green of Standard Chartered Bank estimates China's total debt, including contingent liabilities, to be 77% of GDP. Arthur Kroeber of Dragonomics estimates it at 75%. China's Banking Regulatory Commission estimates that investment vehicles that have local government guarantees borrowed $1.17 trillion in 2009 and the first half of 2010. Century Weekly, a leading financial magazine, estimates this to be $1.52 trillion at the end of 2010. The large local government debt limits the ability of China's central bank to raise rates to control inflation, as every increase in rates increases the local government debt. For the U.S., excluding debt owed by one part of the government to another, such as Social Security, would bring U.S. debt to 62.2%. This would'nt include the debts of local and state governments, overhaul of Fannie and Freddie, or liabilities to pay future retirement and health benefits....

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Concern about slowing growth in China with rising inflation. The problem of opaqueness of the financial system and of banks that are both listed companies and run by the government, and how this could accelerate a slowdown at some point with accumulated problems in the financial system. A sense that China's growth model has reached a limit, and whether there will be a soft landing.

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The comparison of China with Japan as stress builds up from overexpansion of credit in the banking system. The sharp increase in credit following the 2008 financial crisis has built up stress in China's banking system. Japan went through a period of low growth and insufficient lending by banks. Banks refinanced bad debts to zombie companies in Japan leading to a long period of low growth. China faces a similiar period of low growth after a credit expansion binge.