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Land Rover Discovery Sport


Hyundai Santa Fe

Summary

Land Rover Discovery Sport

Land Rover’s Discovery Sport occupies a close to unique position in Australia’s premium, mid-size SUV market.

At less than 4.6m long it sits at the more compact end of the segment, but offers seating for seven. Okay, Land Rover labels the layout ‘5+2’, a refreshingly up-front concession that the third row is a kids-only zone. But it’s there.

Then the Disco Sport adds all-wheel drive with multi-mode ‘Terrain Response 2’ off-road capability. Go anywhere Land Rover cred, combined with seven-seat flexibility, and a price tag sitting just over $60K, before on-road costs.

There are several mainstream equivalents, and even some more modestly priced Euro alternatives. So, is this Land Rover, which received a substantial mid-life upgrade in 2019, a demonstrably superior package? We lived with one for a week to find out.

Safety rating
Engine Type2.0L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency8.1L/100km
Seating5 seats

Hyundai Santa Fe

Good timing. Why? Well if you had bought a Santa Fe halfway through 2020, you’d now be driving around in the old one. 

See, Hyundai has just updated the Santa Fe and it’s not a small revision, it’s a pretty significant overhaul which has added a new look, new features, new and refreshed engines and new safety tech. I’m here to tell you all about it.

And I should know, because not only did I go to the Australian launch of updated Santa Fe, where I drove it on beautiful country roads but I also lived with it in Sydney on awful traffic-choked roads.

I drove it in the rain, battled for spaces in multi-level car parks, did the preschool run, the swimming lessons dash, ferried home small trees and cow manure in it (don’t tell Hyundai) and then turned it from a Santa Fe into Santa's sleigh when we did the Christmas presents shopping in it.

Anyway, there’s a lot to tell you. Ready? Let’s go.

Safety rating
Engine Type2.2L turbo
Fuel TypeDiesel
Fuel Efficiency6.1L/100km
Seating7 seats

Verdict

Land Rover Discovery Sport7.6/10

Flexible, dynamically capable, and nicely put together, the Land Rover Discovery Sport S P200 packs a lot into a small/medium SUV package. It gives some ground to its premium competitors on equipment, but has a seven-seat ace up its sleeve, with genuine off-highway ability to boot.


Hyundai Santa Fe8.1/10

The previous Santa Fe was outstanding among its rivals and this new one in most ways is even better. Yes, I didn’t find the new Santa Fe quite as engaging to drive as the outgoing one, but it’s comfortable and easy to pilot, plus the new features, tech and safety equipment, along with increased practicality make the new version better overall than the old one.

The sweet spot in the range is the Active grade which comes with a proximity key, dual-zone climate control, leather seats, the high mounted centre console and privacy glass without the price tag of the Elite or Highlander.

Design

Land Rover Discovery Sport8/10

Launched globally in 2014, and arriving here a year later, the Discovery Sport was given a comprehensive makeover in mid-2019, with an evolution of its exterior design, a refreshed interior, improved tech, and optimised packaging.

But at first glance you won’t notice a huge difference. The car’s overall proportions are unchanged, the signature clamshell bonnet remains in place, as does the familiar, broad, body-coloured C-pillar, and a strong, horizontal character line running the length of the car (just under the windows).

Although it looks like the roofline tapers to the rear, it’s more a case of the base of the windows (car designers call it the beltline) rising towards the back of the car. 

Styling tweaks include a new headlight shape (they’re now LED), as well as a revised lower grille and front air vents, bringing the baby Disco more in line with its larger, and newer, Land Rover siblings.

Changes at the rear are even more subtle, with a rearranged tail-light design the only discernible difference.  

Interior highlights include two large digital displays - a 12.3-inch instrument cluster, and a 10.25-inch ‘Touch Pro’ multimedia screen - as well as a new centre console design.

The previous rotary gear select dial has been replaced by a more conventional shifter, buttons and controls have been made softer and set in ‘hidden-until-lit’ gloss black panels, and the door grab handles have been relocated and reshaped to be… grabbier.

A reprofiled steering wheel with sleek black control panels attached is also new, but as with the exterior, big-ticket items like the flowing dashtop, main dash panels, and key storage areas are unchanged. 

Overall, the interior feel is clean, comfortable, and precisely composed. The Land Rover design team is on its game.


Hyundai Santa Fe8/10

This updated model looks so different from the front that we were stopped in a car park by another family in a Santa Fe who asked if this was the new-generation car. 

The answer is no, but it’s a really big update which has added a new rectangular grille, inset LED headlights, T-Shaped LED running lights and new tail-lights which are now joined by a horizontal reflective strip.   

This generation Santa Fe has always been a good looking mid-sized SUV and the new face lands a punch filled with attitude. 

It’s interesting that this grille is a departure from the Y-shaped frame used across the brand’s range during the past decade and if I didn’t know better it could be a glimpse of the changing face of Hyundai.

The Santa Fe isn’t huge, but you should check to see if it’s going to fit in your garage. A glance at the dimensions reveals it’s grown in length by 15mm and now measures 4785mm end-to-end. With roof rails the Santa Fe stands 1710mm tall and it’s 1900 mm across.

From the outside all Santa Fes look pretty much the same, but inside there are two quite different cockpits. Look at the images of the entry-grade Santa Fe’s dashboard, now look at the Highlander’s. Yep the entry grade Santa Fe doesn’t get the ‘floating’ high-mounted centre console which is on all the other grades above. 

That’s a shame, as the new centre console not only looks great but puts the buttons for climate and media within easier reach. The shifting buttons on the raised centre console also look beautiful – the entry-grade misses out on this, too.

Still, the cabin, even on the entry-grade car, is a premium feeling place with the layered effect to the design of the dash we first saw in 2018 when this generation Santa Fe was introduced. The range-topping Highlander goes ‘next level’ with Nappa leather seats and the virtual instrument cluster.

The Highlander is the grade I spent the most time in and while the cabin looks posh, the interior feels tough. Our car had the 'Camel' Nappa leather, but the Highlander also can be had with black Nappa leather at no extra cost. The standard black suede headliner is also a nice touch on this grade.

The entry-grade Santa Fe has black and grey cloth upholstery (see the images), the Active gets black leather, while the Elite comes in a choice of black or 'Cognac' leather.

There are eight exterior paint colours. The two standard ones are: 'Glacier White' and 'White Cream.' The premium colours are: 'Typhoon Silver', 'Magnetic Force', 'Phantom Black', 'Taiga Brown', 'Rain Forest' and 'Lagoon Blue.' 

Practicality

Land Rover Discovery Sport8/10

As mentioned, the Disco Sport isn’t huge on the outside (4.6m long), but interior packaging is impressive. A dash which slopes markedly back towards the base of the front screen helps open up the front passenger space, with 12-way electric front seats (with two-way manual headrests) adding extra flexibility 

There’s plenty of storage on offer, including two cupholders sitting side-by-side in the centre console, and a drop-in cover for them is supplied if you’d prefer a shallow, dished tray. There’s also a lidded storage box (which doubles as an armrest) between the front seats, a generous glove box, an overhead sunglasses holder and door pockets with enough room for bottles.

The second-row seat is amazingly roomy. Sitting behind the driver’s seat, set for my 183cm height, I had ample leg and headroom, and at getting on for 2.1m from side to side, the Discovery Sport punches above its weight division in terms of width.

Which means you can realistically seat three adults across the middle row, for short to medium length trips, at least. Adjustable air vents for back-seaters are a welcome inclusion, as are a pair of cupholders in the fold-down centre armrest, map pockets on the front seatbacks, and decent door bins.

If you’re willing to launch a UN-style diplomatic mission to negotiate relative space for those in the second- and third-row seats, the manual slide and recline function for the centre row will act as a handy mediator.

As mentioned earlier, Land Rover makes no bones about the fact that the third row is best for kids, but having that occasional seating capacity can be a godsend in helping the car accommodate extra family friends or relatives. There are cup/bottle holders and small elasticised storage pockets for each ‘way-back’ seater.

Getting in and out is relatively painless because the back doors open to almost 90 degrees, and the centre row seats fold forward easily. 

Worth noting the third-row seat is standard, and removing it is a no-cost option, the trade-off being the move to a full-size spare wheel and tyre rather than the otherwise standard space-saver.

Boot capacity comes in three sizes, depending on which seats are raised or lowered. With all seats upright, load space is a modest 157 litres, enough for a few grocery bags or some soft luggage.

Drop the 50/50 split-folding third row, via a user-friendly release mechanism, and 754 litres opens up. Our three-piece hard suitcase set (36, 95 and 124 litres) slipped in with room to spare, as did the jumbo size CarsGuide pram.

Fold away the third row as well as the 40/20/40 split second row, and no less than 1651 litres will have you thinking about starting a furniture moving side hustle.

There are sturdy tie-down anchor points at each corner of the load floor, and a handy netted pocket behind the driver’s side wheel tub.

In terms of media connectivity and power options, there’s a 12-volt outlet in the front and centre rows, and a USB port up front.

‘Our’ car was fitted with the ‘Power pack 2’ option ($160), which adds USB sockets for the second and third rows, as well as a wireless charging bay up-front ($120). 

Towing capacity for a braked trailer is 2200kg (with 100kg towball download), 750kg unbraked, and ‘Trailer Stability Assist’ is standard. The stability assist system detects trailer sway movements at speeds above 80km/h, and manages them through symmetric and asymmetric braking of the car.


Hyundai Santa Fe8/10

I think the Santa Fe can pull off a better balancing act than its mid-sized SUV rivals of being practical while still being stylish.    

There are seven seats as standard and yes that third row isn’t big enough for me, but I’m 191cm (6'3") tall and I can sit behind my driving position in the second row with even more room now in this updated version. Headroom in the second row is also excellent – even with the sunroof.

My six-year old son had no issues climbing in and out of the second row, and those wide opening rear doors offered plenty of space for me to get in and fasten him into his car seat.

The front passenger seat has a power adjustment on the side of the bolster for rear passengers to move it back and forth. Parents beware: kids will be drawn to this and small fingers might get squashed if they play with it.

Boot space with the third row in place remains the same at 130 litres, but with those back seats folded there's 24 litres more space now with a luggage capacity of 571 litres.

The handsfree tailgate opens just by standing next to it with the key in your pockets which sounds brilliantly convenient but there were times when it opened when I didn’t want it to and was just walking past.

Cabin storage is good with cupholders on either side of the third row, two in the second row and another two up front.

There’s a large centre console storage box and medium sized door pockets. And under the floating centre console (on the Active grades up) is an area large enough to stow a small backpack

The upright design of the wireless phone charger with its little trapdoor is ingenious. All Santa Fes come with the wireless charger, plus two USB ports for the second row and two more up front.

There’s dual-zone climate control, and that means no temperature setting for the second row, although there are directional air vents in all three rows.

Price and features

Land Rover Discovery Sport7/10

At $60,500, before on-road costs, this entry-level Discovery Sport S P200 is at the lower end of the price ballpark occupied by a slew of small-medium premium SUVs, including the Audi Q5, BMW X3, Jaguar F-Pace, Lexus NX, Merc GLC and Volvo XC60.

But not all of them are all-wheel drive, and precisely none of them offer seating for seven.

Dip into the mainstream and a bunch of similarly sized seven-seaters pop up; think Hyundai Santa Fe, Kia Sorento, Mazda CX-8, and Mitsubishi Outlander

Then there are those living between these two worlds, like the Peugeot 5008, Skoda Kodiaq, and VW Tiguan Allspace.

So, this Disco Sport’s value equation is critical in allowing it to stand up to its five-seat luxury rivals, stand apart from its seven-seat mainstream competitors, and get ahead of everything in between.

To that end, aside from active and passive safety tech (covered in the Safety section), this entry-level model’s standard equipment list includes, rear fog lights, auto LED headlights, rain-sensing wipers, 18-inch alloy wheels, electrically-adjustable front seats, a leather-trimmed steering wheel, ambient interior lighting, and ‘Luxtec’ faux leather and suedecloth seat trim..

Then you can add, dual-zone climate control, six-speaker audio (with eight-channel amp), Android Auto, Apple CarPlay and Bluetooth connectivity, sat nav, the ‘Online Pack’ (browser, WiFi, and smart settings), 10.0-inch media touchscreen, central TFT instrument display, adaptive cruise control (with speed limiter), as well as keyless entry and start. 

Overall, a solid but not eyebrow raising suite of standard features for a car that’s crested the $60K barrier.  


Hyundai Santa Fe9/10

The entry-grade Santa Fe is now simply called the Santa Fe and the petrol version costs $44,700. Then, there’s the Active for $48,300, with the Elite next up at $54,300, and at the top of the range is the Highlander for $61,700. These are the prices for the petrol variants, and diesel versions are $3500 more for each. 

Santa Fes with a petrol engine are front-wheel drive and the diesel-powered versions are all-wheel drive.

New features on the entry-grade Santa Fe include: super bright LED headlights (the previous entry-grade non-LED headlights were really dim), there’s the 8.0-inch screen (an inch bigger than before); and there’s a wireless charger now. 

The rest of the standard features list includes cloth seats, Apple CarPlay and Android Auto, air con, leather steering wheel, drive modes, rear parking sensors, roof rails, a rear-view camera and 17-inch alloys.

There’s also new safety tech which I’ll cover in the section below.

Stepping up to the Active adds 18-inch alloy wheels, leather seats, a proximity key, front parking sensors, rear privacy glass, dual-zone climate control, puddle lamps, electronic child locks, rain-sensing wipers and power folding mirrors. 

The Active also gets new stuff in the form of paddle shifters, plus a raised centre console with gear shifting buttons (and a terrain mode control). 

The Elite sits above the Active and scores new equipment such as 20-inch alloy wheels, a 10.25-inch media display, and a Harman Kardon stereo. This is on top of its previous standard features such as sat nav, digital radio, power driver’s seat, power tailgate, luggage net and rear door blinds.

The top-of-the-range Highlander gets the most new stuff. There are 20-inch alloy wheels (19-inch on the old car). Also new is the Nappa leather interior, the 10.25-inch media screen, a Harman Kardon stereo, and a 12.3-inch fully digital instrument cluster and remote smart parking assist. 

That’s on top of other standard equipment such as the panoramic sunroof, head-up display, heated and ventilated front seats, heated steering wheel and heated rear outboard seats, plus LED tail-lights.

All Santa Fes come with seven seats, too. 

Is it good value? The prices have gone up a smidge, but the value is outstanding.

Rivals include the Mazda CX-8, Nissan X-Trail, Skoda Kodiaq and the Kia Sorento.

Engine & trans

Land Rover Discovery Sport8/10

The Land Rover Discovery Sport S P200 is powered by a 2.0-litre, four-cylinder, turbo-petrol engine producing 147kW at 5500rpm and 320Nm from 1250-4500rpm.

It’s part of Jaguar Land Rover’s family of modular ‘Ingenium’ diesel and petrol engines, built around multiples of the same 500cc cylinder design. 

The all-alloy unit features variable intake and exhaust cam timing, variable (intake) valve lift and a single, twin-scroll turbo.

Drive goes to all four wheels via a nine-speed (ZF-sourced) automatic transmission, and front and rear diffs, with torque on demand to the rear axle.


Hyundai Santa Fe8/10

You can choose between a diesel or a petrol engine to power your Santa Fe, and a hybrid powertrain is coming soon.

The petrol is a refreshed version of the previous 3.5-litre V6 making 200kW/331Nm, while the 2.2-litre diesel is new and produces 148kW/440Nm.

Also new is the eight-speed dual-clutch automatic transmission found in the diesel variant. It’s a wet-clutch type of DCT and it’s smooth and quick.

The V6 has a regular eight-speed automatic.

The hybrid power train arriving in 2021 looks to be promising and it'll be all-wheel drive.

Fuel consumption

Land Rover Discovery Sport7/10

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.1L/100km, the S P200 emitting 188g/km of CO2 in the process.

Over close to 400km of city, suburban and quite a bit of freeway running, we recorded 10.1L/100km, which is a passable result.

Minimum fuel requirement is 95 RON premium unleaded and you’ll need 65 litres of it to brim the tank.


Hyundai Santa Fe8/10

Hyundai says that after a combination of open and urban roads the V6 petrol should use 10.5L/100km. That’s pretty thirsty.

The diesel engine goes through less, even though it’s powering all four wheels. Hyundai says the mileage after the same sort of combination of roads should be 6.1L/100km. 

I covered 174 km in my fuel test of the diesel Highlander and the trip computer said I used an average of 8.1L/100km.

A hybrid variant makes so much sense on an SUV which is likely to spend a lot of time in urban and suburban settings and we're expecting it to be highly fuel efficient. 

Driving

Land Rover Discovery Sport8/10

Land Rover claims 2.0-litre turbo-petrol versions of the Discovery Sport will accelerate from 0-100km/h in 9.2sec. Anything under 10 seconds is reasonably swift, and the S P200 makes good use of all of its nine gear ratios to keep things on the boil.

Maximum torque of 320Nm isn’t huge pulling power, especially when we’re talking about shifting a close to 2.0-tonne (1947kg) seven-seater. But the twin-scroll turbo’s contribution means every one of those torques (actually newton-metres) is available from just 1250rpm, all the way to 4500rpm. So, mid-range performance is energetic enough. 

If you really want to press on, peak power (147kW) arrives at a lofty 5500rpm, just 500rpm away from the engine’s nominal rev ceiling. At which point, having remained a relatively low-key whirr in the background, the engine makes its aural presence felt.

The Cleary family (of five) took to the highway and some rural back roads for a weekend away during the test period, and open road performance was stress-free, with more than enough oomph for easy cruising and (well-planned) overtaking.

Seamlessly shuffling drive between the front and rear axles, the Terrain Response 2 system coped admirably with graded, but slightly rutted dirt roads, the car feeling secure and composed at all times.

Suspension is strut front, multi-link rear, and ride quality is good, especially in the context of an off-highway capable SUV. And the seats proved supportive and comfy over long stints.

Standard 18-inch alloy rims are shod with 235/60 Michelin Latitude Tour HP rubber, an on-road focused tyre which proved grippy and surprisingly quiet.

Electrically-assisted steering delivers impressive feel and accuracy, while the brakes, by ventilated disc all around (349mm fr/325mm rr), are progessive and strong.

And although we didn’t push into hardcore off-road conditions, those keen on doing so will want to know the car’s wading depth is 600mm, obstacle clearance is 212mm, approach angle is 25 degrees, ramp angle is 20.6 degrees, and the departure angle is 30.2 degrees. Enjoy the rough stuff.


Hyundai Santa Fe8/10

This generation Santa Fe came out in 2018 and since then I’ve covered thousands of kilometres in all grades in every engine variant. I’ve also driven and tested its competitors and it has stood out from them in terms of how good it is to drive. 

Not many of its competitors were able to offer the combination of connection, comfort and easiness which the Santa Fe offered.

For this updated Santa Fe only the diesel variants were available to drive at the Australian launch and I tested the top-of-the-range Highlander and the entry-grade Santa Fe. 

To me this new Santa Fe rides more comfortably than that previous model, but offers less of that connected feel that made the outgoing car feel planted and sporty. This may be down to a different suspension set-up. 

Hyundai told us that for this new Santa Fe, rather than have an Australian-specific suspension set-up (as with the previous car), this new one has a global, one-size-fits-all tune. Hyundai still had an input, but the tune isn’t exclusively for Australia.

Yup, the last Santa Fe was so good that this new one has big shoes to fill, and to me it can’t quite match its predecessor’s all-rounder driving qualities.

Still, the new Hyundai Santa Fe is better to drive than almost all of its competitors, with good engines and transmissions, great visibility, and ease of control which makes it a breeze to pilot anywhere from dirt roads and motorways to car parks.

Safety

Land Rover Discovery Sport8/10

The Land Rover Discovery Sport scored a maximum five ANCAP stars when it was assessed in 2015.

Active safety tech includes the usual suspects like ABS, EBD, EBA, traction control, stability control, and roll stability control, with higher level systems including, AEB (low- and high-speed front), lane keep assist, blind-spot monitoring, traffic sign recognition and adaptive speed limiter, adaptive cruise control, front and rear parking sensors, a reversing camera, and driver condition monitoring. 

Off-road and towing tech includes ‘Hill Descent Control’, ‘Brake Hold’, ‘All Terrain Progress Control’, and ‘Trailer Stability Assist.’

An impressive suit, but… you’ll have to pay extra for, a 360-degree surround camera, park assist, blind-spot assist, rear cross traffic alert, and tyre pressure monitoring.

If a crash is unavoidable, you’ll be protected by seven airbags (front head, front side, side curtain covering all rows, and driver’s knee).

The Discovery Sport is also equipped with an airbag under the bonnet to minimise pedestrian injuries. Big tick for that..

There are three top tether points to secure child seats/baby capsules across the centre row seat, with ISOFIX anchors on the two outer positions. 


Hyundai Santa Fe8/10

For a car that’s not a new-generation model there’s been a lot of changes and this goes for the safety tech as well.

Previously, all Santa Fes came with AEB, effective from 10-65km/h  for pedestrian and cyclists, and up to 75km/h for cars. Now there’s a 'Junction Turning' function from the entry-grade up. 

This means that when you’re turning right at an intersection with your indicator on the Santa Fe will brake to avoid a collision with an oncoming car, cyclist or crossing pedestrian.  Also new from the entry-grade up is lane following assist.

The Highlander is also given new safety equipment in the form of a blind spot view monitor, and parking collision avoidance

All Santa Fes have adaptive cruise control, and rear cross traffic alert with braking and lane keeping assist.

For child seats there are two ISOFIX points and three top tether mounts across the second row.

A weakness in an otherwise outstanding array of safety equipment is the curtain airbags which don’t completely cover those third-row windows. The Kia Sorento also has this gap in its defences.

Here’s some good news. In a world of space saver spare tyres becoming the disappointing norm, it makes this reviewer’s day knowing Hyundai has made a full-sized spare wheel standard across the Santa Fe range. The spare is located under the car.

The Santa Fe has a maximum five-star ANCAP rating, but this was awarded back in 2018 and these days the standard to get full marks is higher.

Ownership

Land Rover Discovery Sport7/10

Land Rover offers a three year/100,000km warranty in Australia, with 24-hour roadside assistance included for the duration.

That’s well off the mainstream pace, which sits at five years/unlimited km, but on the upside, three years paint surface cover, and a six year anti-corrosion warranty are part of the deal.

Service requirement is variable, with a range of on-board sensors feeding into a service interval indicator in the vehicle, although you can use 12 months/20,000km as a guide.

A fixed ‘Land Rover Service Plan’ set at five years/102,000km is available for $1950, which isn’t too shabby at all.


Hyundai Santa Fe8/10

The Hyundai Santa Fe is covered a five-year/unlimited kilometre warranty

Servicing is recommended every 12 months/15,000km and the pricing for the V6 petrol is capped at $399 for each service for five years while the diesel is $459 for the same time.