Tata Harrier

The Harrier’s 2020 model line-up comes powered by a 2.0-litre Kryotec170 engine that will be shared with the Gravitas. It has a higher power output as against the earlier 140bhp. This time a maximum power of 168bhp and 350Nm of torque is churned out, while transmission duties are handled either by a six-speed manual or a Hyundai-sourced six-speed torque-converter unit. We sampled both these trims on our way from Pune to Panchgani giving us a mix of experiences over straight highways and winding ghats too.

This Fiat-sourced oil-burner continues with its typical diesel clatter. However, what's worth mentioning is Tata Motors has worked on the cabin insulation and now the improvement in NVH levels is clearly evident. There's no running away from the engine noise, but it’s not that prominent now and only gets noisy post 3,500rpm. But the good thing is that one will be pottering around at 2,500rpm most of the times as the turbo spools in at around 1,800rpm. There's no pronounced turbo lag and loads of torque available from low revs to keep the momentum going without constantly changing gears.

And be it the eco, city or sport mode, there's always a good mid-range that helps in the city to keep up with traffic. A switch-over in these driving modes instantly shows a nice difference in the in-gear acceleration though. As compared to the normal (city) mode, the response to throttle inputs is a little muted in the Eco mode in favour of returning more fuel economy. On the contrary, the sport mode lets you build revs quicker and eventually make progress faster. The light and progressive action of the clutch continues to be a boon, but what impressed us more is how smooth the gearbox feels now. There's no annoying drivetrain lash and clunk this time, with gearshifts being more accurate than before and throws shorter too.

Then in the automatic variant, clutch-less gearshifts mean adding to the convenience of the driver. Here too, the SUV doesn't get off the mark quickly, but gradually makes progress. In the D mode it upshifts automatically at around 2,000rpm with gentle throttle inputs. However, mash the pedal and it holds on to the revs. Especially in the sport manual mode it revs up till 3,600rpm after which it automatically shifts to a higher gear. Similarly, if you are doing very slow speeds, it doesn't allow you to shift to upper gears which is a good thing. This auto-box complements the engine to put the power out nicely. Even on a decline, it held on to the gear and didn't freewheel. The cruise control works smartly too and cruising on the highway at 100kmph was easily done in the top gear with revs lower than 2,000rpm. And even if it might not be the quickest of gearboxes, it shifts to a lower gear without much delay whenever required. So planning a quick overtake is easy and the increment in power has only further helped its case.

The Harrier pleasingly continues to be an easy-to-drive SUV with light controls. The steering is light and weighs up nicely with speeds to provide an engaging drive. The connected-feel experience isn't hampered even around corners. One can confidently make quick direction changes despite this being a bulky SUV. Sure, there is a slight body-roll but it’s well-contained. Even the side-to-side movement is minimal and it feels much planted whatever be the speeds. This good body control is thanks to Land Rover's underpinnings including a well-tuned suspension. It is well-suited to our road conditions as it will take on any surface without any hesitance. It also gets wet and rough road mode that work along with ESP smartly over unpaved roads/surfaces. That said, it does feel a little firm at low speeds but still tough to flatten whatever comes it way. Interestingly, the rear brakes are still a drum set-up as opposed to the front discs and yet do a fantastic job of stopping the SUV. There's enough bite and progression to confidently stop under hard braking.