What's it like to drive?
Refinement – or rather, the lack of it – was an issue with the original Harrier; and Tata Motors, whilst upgrading the engine to BS6, has also worked hard to reduce or improve the overall noise, vibration and harshness (NVH). The improvements centre around three changes: the engine mounts are now a bit softer, additional sound insulation material has been used and most importantly, the injection timing of the BS6 engine has been calibrated to give more progressive combustion to reduce that harsh diesel clatter.
The improvement in NVH is immediately noticeable throughout its rev range from the moment you fire-up the engine, which is now much quieter than before.
The clutch feels a touch smoother than before; but it’s still a bit heavy, and the clutch engagement is not as progressive as we would have liked. This issue is in fact, common with other Fiat 2.0-litre Multijet-powered SUVs, including the MG Hector and Jeep Compass.
What you also instantly notice is the additional 30hp this engine puts out. There is still a fair bit of turbo lag below 2,000rpm; but there’s a stronger tug from the get-go and once you get into the meat of the powerband, the Harrier pulls strongly to the rather lofty (for a diesel) redline of 5,000rpm.
The improvement in performance is tangible and a quick test we conducted revealed a 0-100kph sprint time of 11.25sec as against 12.24sec for the 140hp version; and the gap keeps growing beyond that speed. The gearing remains unchanged, which means you get that the extra grunt with the same stack of ratios gives the Harrier strong in-gear acceleration, or overtaking capability.
The drive modes work particularly well here too, and the gap between them feel most pronounced on part throttle. This is especially true in Sport mode, where the engine feels especially willing and responsive whilst for those interested in greater economy, Eco mode is quite useable in city traffic.
The big surprise is the new, Hyundai-sourced 6-speed automatic transmission, which feels brilliantly integrated with the Fiat engine. Step-off from rest is smooth and seamless which enhances the Harrier experience considerably, especially in start-stop traffic. In fact, it’s clear that the gearbox has been prioritised to respond best to gentle throttle inputs or the cut-and-thrust of urban driving. Mash down on the accelerator however, and instead of the gearbox responding quicker, there now is a bit of a delay and even a hint of hesitation serving up the right gear. There are no paddleshifters, and in manual mode shifts aren't blisteringly quick; but that’s what you’d expect from a typical torque converter unit. Interestingly, in manual mode, the box will only shift up automatically when the engine brushes against the redline and will only shift down when engine speeds fall below 1,500rpm. It holds on to a gear for most part of the engine’s powerband, giving you a better sense of control, especially on a winding road.
On the highway, the Harrier feels nicely planted and gives you the confidence to hold your line through sweeping bends without having to lift off. It feels unfazed by bad roads and the long travel suspension soaks up potholes as effortlessly as before. The suspension set-up is largely unchanged, which means its damping is on the firmer side. You can feel the underlying stiffness on uneven roads and, quite frankly, the Harrier doesn't ride as flat or composed as the Compass; and neither does it dive into corners with the same enthusiasm as the Jeep, which is still the benchmark for dynamics in this segment.
The Harrier’s hydraulic steering is a weak link. It has an inconsistent feel and is prone to a bit of torque steer. There is also steering kickback on big bumps and the Harrier also tends to tramline on uneven surfaces. The steering has the right amount of heft at highway speeds which is reassuring, but at low speeds, especially whilst parking, it is quite heavy and requires a fair amount of effort. The brakes (drums at the rear) could do with better feel too. They lack bite and the excessive pedal travel isn’t very reassuring; albeit the Harrier stops quite effectively under hard braking.
What's it like on the inside?
With no changes to the outside – apart from the smaller mirrors that marginally reduce the big blind spot (one of our criticisms of the earlier car) and the more attractive wheels (we had also panned the ordinary design of the earlier alloys!) – the exterior is very unchanged. This is largely true of the cabin too, which looks all but identical at first glance; the 'floating island' centre console, the very chunky steering wheel, the wide expanse of faux wood, the part-digital instrument panel and the big comfy seats. And don't those 'brushed aluminium' and leather door handles and grab handles on the base of the centre console look good too?
Should you buy one?
Smoother and more refined, more effortless and punchy to drive, and now better-equipped than before the Harrier 2020 is now more attractive and capable. The new 6-speed automatic 'box works superbly at low and medium speeds; and with new features like the massive panoramic sunroof, the new Harrier is clearly a more compelling buy. Some features like connected tech are still missing – as is a petrol engine option for those who don't want a diesel unit. Still, one thing's for sure, with prices starting at Rs 13.69 lakh and topping out at 20.25 lakh, the Harrier is clearly a much stronger contender in this space – both for the competition, and for your money. Question is, does the Tata badge have the cache to pull in buyers at this price point?
