For this 2020 replace, Tata engineers have tried to enhance the Harrier’s NVH (noise, vibration, harshness), which was one of many sore factors of the 2019 model. The engine mounts have been softened for higher absorption of vibrations, extra sound insulation has been used, and the injection timing of the BS6 engine has been recalibrated for extra progressive combustion, thereby lowering the tough diesel clatter. Our sound meter did point out decrease decibels at idle, however the diesel rattle continues to be audible contained in the cabin, and it turns into louder with a rise in engine velocity. Highway noise too is on the upper aspect. Vibrations have been diminished, however some nonetheless filter via the pedals, steering wheel and kit lever. Refinement, general, continues to be inferior to the MG Hector, which is significantly quieter with fewer vibrations, regardless of utilizing the identical engine. 

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Engine extra refined, and now makes 30hp greater than earlier than.

Talking of which, it’s the identical FCA-sourced 2.0-litre diesel engine as earlier than, dubbed ‘Kryotec170’ on this BS6 avatar. Energy has been bumped up by 30hp to 170hp because of a brand new, bigger turbocharger, so it now makes as a lot energy because the Hector and solely 3hp lower than the Jeep Compass, which additionally makes use of the identical engine. The Harrier’s torque output stays unchanged, so all of the three vehicles sharing this engine make an equivalent 350Nm of torque.

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Automated gear lever feels sticky when shifting in guide mode.

Tata has tuned this diesel engine reasonably effectively, and it is rather drivable, with turbo lag being properly contained. The extra 30hp may be felt as soon as the turbo spools up previous 1,800rpm, after which there’s a noticeable step up in efficiency and a powerful surge of torque to the entrance wheels. This engine’s candy spot lies within the mid-range and it feels strongest between 1,800 and three,500rpm. Due to the loud clatter past 3,000rpm, you can be happier upshifting early. However when you prod even additional, the revs climb until 4,200rpm, after which there’s a momentary pause as if you’ve hit a wall, after which the tachometer needle rises additional, until its 5,000rpm redline. The Harrier’s top-end efficiency within the final 1,500rpm of the rev band isn’t as punchy because the freer-revving Compass, which has been calibrated for a stronger prime finish. The Tata’s clutch, nonetheless, is lighter than the Jeep’s, and although a bit extra progressive than earlier than, it’s nonetheless a bit snatchy. The guide gearbox has well-defined gates, however the shift isn’t as slick because the Compass’ 6-speeder. 

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Hill descent management is proscribed to 12kph in first, 22kph in second gear.

Like earlier than, there are driving modes on provide – Eco, Metropolis and Sport – however the distinction in efficiency between them isn’t as obvious, particularly underneath arduous acceleration or heavy engine load. The outgoing Harrier had its max revs restricted in Eco and Metropolis, in comparison with a barely larger revving Sport mode. On this model, nonetheless, that isn’t the case, and in all modes, it revs until 5,000rpm within the decrease gears. What’s noticeable is, at part-throttle in Eco mode, the engine feels much less keen and the accelerator pedal provides a bit extra resistance, in comparison with Sport. 

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Comfortable entrance seats; driver’s will get 6-way electrical regulate, guide lumbar regulate.

Owing to the stronger efficiency, flat-out acceleration from 0-100kph has improved by 2.3sec and 1sec, respectively, in Metropolis and Sport modes, in comparison with the 140hp model. Nonetheless, the development in Eco mode is drastic – almost 4sec faster than earlier than, at 13.22sec. In-gear acceleration occasions have marginally improved in fifth and sixth gears, however efficiency stays close to equivalent within the first 4 gears.

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Enormous house within the rear seats, with ample storage areas accessible too.

Lately added to the Harrier’s vary is a Hyundai-sourced 6-speed computerized, pushed by an old-school torque converter. This transmission provides a much-needed dose of comfort with its clean and seamless character. This gearbox doesn’t disappoint, supplied you don’t anticipate shifts to be as fast as you’d get from a dual-clutch auto (and even the Hexa’s torque converter, for that matter). The Harrier auto ambles round lazily and it’ll even hold the engine beneath 2,000rpm for probably the most half, including to a way of calm into the cabin. Some peculiarities in the best way this auto-box behaves are that it continues to hold the identical quantity of velocity for a short time after you elevate off the throttle, and it’ll robotically shift up a gear whereas going downhill, even with none throttle enter, which might get unnerving.

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Rain-sensing wipers sluggish to react; requires guide intervention.

Whereas there are not any gearshift paddles, flick the lever to the left and it engages ‘Sport Guide’ mode. You possibly can shift manually this manner, however the lever’s sticky motion takes away from the enjoyment of tapping via ratios, and it doesn’t assist aggressive downshifts both. Even in guide mode, it upshifts robotically at max revs, and also will downshift robotically if the revs fall too low.

Right here’s a tip – if you’re in a rush, or need to extract the quickest occasions out of your Harrier computerized, depart it in ‘D’ in ‘Metropolis’ mode, because it performs one of the best this manner. It’ll upshift optimally and hold the motor within the meat of its energy band always. As with the guide, there are drive modes right here too, and it is just at half throttle the place the variations are noticeable. Stomp on the accelerator and underneath heavy engine load, all three modes carry out the identical means, delivering full efficiency. Curiously, the Harrier computerized is nearly as fast because the Compass diesel with its 9-speed computerized, be it from 0-100kph with is 11.75sec (versus 11.4sec), or from 20-80kph which is 6.82sec (versus 6.66sec).