Under the skin is a specially developed nine - speed dual - clutch gearbox, which Honda says delivers «synapse -
quick gearchanges and rev - matching downshifts».
The engine feels somewhat weak at midrange rpm, so you have to rely on the transmission's notably
quick gearchanges triggered by the shift paddles on the steering wheel to keep your speed up.
Not exact matches
The new engine delivers more performance and driveability, thanks to a more even power spread,
gearchanges are even
quicker — albeit too violent in Corsa setting.
The
gearchange is smooth, light and
quick, the brakes are strong, the pedal layout and driving position are just right.
, so it's worth checking carefully that
gearchanges are clean,
quick and smooth.
The car has an extra 20bhp, firmer and lower suspension, faster
gearchanges and
quicker steering, which all result in a more focused driver's car, however there's no escaping the fact the basics aren't quite what they were in previous models.
Fettled further than the standard Clio Renaultsport, it's been lowered, stiffened, sharpened - up and given 20hp extra, while it also gets a higher rev limit and faster steering, while
gearchanges from the dual - clutch autobox are said to be up to 50 per cent
quicker.
In addition, the automatic transmission can be slow to react when a
quick downshift is needed or after the need has passed and the revs hang too long in that lower gear, though its
gearchanges are at least smooth.
And since Hyundai hasn't bothered to fit the Tucson Eco with paddle shifters, drivers can't even take advantage of one of the best and most enjoyable qualities inherent in dual - clutch transmissions — their ability to snap off a
quick and satisfying manual
gearchange.