Land Rover Discovery Sport VS Mazda CX-8
Land Rover Discovery Sport
- Space efficiency
- Nice to drive
- Bit exxy
- Bit thirsty
- So-so warranty
- Good value for money
- Practical space
- Smooth diesel engine
- Higher grades get very expensive
- Six-seat option only available on one variant
- Petrol engine needs more pep
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.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Everybody wants an SUV these days, so to cater to a quickly growing and diverse audience, car brands need to offer more than just the usual small, medium and large varieties.
It’s a neat trick that Mazda pulls off, but are there any compromises to packaging, quality, value or comfort as a result? We spent some time in the new 2021 CX-8 Touring SP to find out.
|Engine Type||2.2L turbo|
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.
Mazda’s updated CX-8 doesn’t really change much from the previous model, but it didn’t really need to fix what wasn’t broken.
The added Touring SP grade offers another choice for buyers who might be after some more upmarket features without the usual associated costs, while the Asaki LE’s captain’s chairs are genuinely a great feature.
The practical space and handsome looks are also big points in its favour, and even if the petrol engine can run out of huff towards the top end, the CX-8 remains a solid choice for those after a family hauler.
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.
The CX-8 clearly belongs in the Mazda SUV family, wearing the same understated yet elegant design language found on the smaller CX-5 and larger CX-9.
In fact, the CX-8 can be a little hard to differentiate from either of its siblings from a distance, so if you like what Mazda has done with its crossovers, you’ll like the look of the CX-8.
Personally, I like the styling of the CX-8, with its sleek headlights and taillights adding a bit of aggression to the aesthetic, while the chrome-trim found on the grille and window surrounds adds a touch of class.
The 19-inch wheels found in the more expensive grades do look much better than the 17-inch units on the Sport and Touring, however, and fill the wheel arches much better.
Our Touring SP also sports a number of blacked-out elements on the exterior to set it apart, including around the grille, the windows and the wheels.
We think it looks great, especially when contrasting against our test car’s Polymetal Grey colour, but we will point out that higher grades like the GT and Asaki nab a new grille that looks much more upmarket than the one fitted here.
It’s not just the outside that will be familiar to Mazda customers, as the interior mirrors much of the CX-5 and CX-8 as well.
Everything is laid out in a clear and easy to use fashion, and controls and ergonomics are spot on for the driver.
The Touring SP scores a number of nice touches on the inside, too, including suede accents and red-stitched highlights that do a lot to elevate the standard black-cloth interior.
Out test car is also fitted with an 8.0-inch multimedia system, but having experienced the larger 10.25-inch unit of higher grades recently, the bigger version is a vast improvement in terms of looks.
Overall, the CX-8 plays it a little safe with design, but it still looks distinct and upmarket, like all Mazda SUVs.
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.
Measuring 4900mm long, 1840mm wide, 1725mm tall and with a 2930mm wheelbase, the CX-8 is classified as a large SUV, but its width is actually the same as a one-size-smaller CX-5.
The length is closer to a CX-9, while the wheelbase is identical to its larger sibling, which means the CX-8 offers the practicality and space of a seven seater, but is easier to manoeuvre around town.
From the front seats, the cabin feels light and airy, thanks to a large glasshouse, while storage options extend to large door bins, a deep centre-storage cubby, two cupholders and a small tray for your phone/wallet.
The second-row seats also offer plenty of room for adults and will even slide forward and recline to get into the perfect position.
There is plenty of head and legroom, even for those sitting in the middle seat, but shoulder room can be a little compromised.
For those that seldom use the second-row middle seat, the Asaki LE features two captains’ chairs that are much more comfortable for adults, and even features ISOFIX and top-tether points for child seats.
In the second row, there are small door bins, a fold-down armrest with cupholders and air vents with climate controls, while the Asaki LE scores its own unique centre console with functions for seat heating.
The second-row doors are also a bit bigger than a CX-5, making ingress/egress to the third row a little easier, but it also means it can be trickier to get in and out of tighter parking spaces.
But if you are considering a CX-8, it’s probably because there is a third row of seats, and they are just what you’d expect.
It’s a little cramped in seats six and seven for my six-foot-tall frame, but there is decent legroom if the second-road seats scooch up a little.
Children shouldn’t have a problem being comfortable back there though, but charging points are only available on higher grades.
The boot of the CX-8 can swallow a decent amount of volume with all seats in place (209L), enough for a medium-sized suitcase and more than enough for some groceries or school bags.
Fold the third-row flat and that expands to 775L, making it easier to haul a whole family's luggage for a holiday.
Tucked underneath the boot is also a space-saver spare wheel for a little peace of mind on long road trips.
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.
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.
Mazda’s CX-8 has changed a lot since it was first introduced to local showrooms in mid-2018.
Back then, it was a diesel-only range, available in two grades, but now Mazda Australia offers the CX-8 across five trim levels, two engine choices and front- or all-wheel drive, for a total of 11 variants.
Opening the range is the Sport grade, available in petrol front-drive and diesel all-wheel-drive forms for $39,990 before on-road costs for the petrol and $46,990 for the diesel AWD.
The Touring is also available in petrol FWD and diesel AWD versions, priced at $46,790 and $53,790, while new for 2021 is the Touring SP, which builds on the second-to-bottom grade for an extra $1000.
Meanwhile, the GT trim is a diesel-only affair, in front ($59,290) and all-wheel-drive ($64,290) flavours.
The diesel-only Asaki tops the CX-8 line-up, in FWD ($62,790) and AWD ($66,790), but Mazda has also introduced the new Asaki LE range-topper that bumps up pricing to $69,920.
We’ll dig into the engine specs a bit further down, but standard equipment is impressive, thanks to the likes of tri-zone climate control, a head-up display, and an 8.0-inch multimedia system with satellite navigation, digital radio and Apple CarPlay/Android Auto support.
Less impressive on the base Sport grade are the 17-inch wheels and black-cloth interior, but a sub-$40,000 seven-seat SUV needs to make compromises somewhere.
Stepping up to the Touring adds more upmarket features such as keyless entry, push-button start, power-adjustable front seats, heated front seats and leather interior.
Our test car, the Touring SP, differs thanks to red-contrast stitching for the interior, suede accents for the seats and dashboard, and heated rear seats, as well as blacked-out exterior elements (more on that below).
The GT grade scores a larger 10.25-inch multimedia system, wireless smartphone charger, powered tailgate, wood interior trim, sunroof, 10-speaker Bose sound system and steering wheel paddle shifters.
Finally, the Asaki nabs a 7.0-inch driver display, Nappa leather interior, cooled front seats and a heated steering wheel, while the Asaki LE swaps out the second-row bench seat for two heated captain’s chairs and a bespoke centre console with cupholders and USB ports.
No matter how you slice it, this is an impressive equipment list, on any grade you go for, but we will point out that prices are up this year (from $80-$1350) across the line-up.
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.
Our Touring SP petrol is powered by a 2.5-litre four-cylinder petrol engine, which drives the front wheels via a six-speed automatic transmission.
The petrol engine outputs 140kW at 6000rpm and 252Nm at 4000rpm for a zero-to-100km/h run in a lethargic 10.9 seconds.
And depending on configuration, FWD or AWD, the oil-burning CX-8 can reach triple-digit speeds in as little as 9.6s.
A third-row of seats is not light, of course, with our Touring SP grade tipping the scales at just under 1800kg, while the Asaki LE weighs in at a positively porky 1977kg.
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.
The CX-8 in front-drive petrol form will return an official fuel-consumption figure of 8.1 litres per 100km, while opting for a diesel will lower that to 5.9L and 6.0L/100km for front and all-wheel-drive versions.
In my brief time with the Touring SP petrol, I averaged 9.4L/100km, mostly due to remaining in the inner-city and lugging around baby paraphernalia like a pram and car seat. Oh, and a baby.
The start-stop engine technology does help keep consumption down, but the near two-tonne kerb weight (1799-1978kg) doesn’t help fuel economy.
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.
From the outside, you’d be forgiven for thinking the CX-8 is a CX-9, but behind the wheel there is no doubting its smaller dimensions and unique selling point.
With the CX-8 being as wide as a CX-5, it makes manoeuvring through the tight inner-city streets of Melbourne a breeze.
In our time with the car, we never turned down a tight laneway with cars parked on both sides and panicked about squeezing through with our mirrors intact.
This also helps with navigating streets shared with cyclists , with the CX-8 remaining comfortably in its lane at all times.
Our Touring SP grade was fitted with the 140kW/252Nm 2.5-litre petrol engine, which does an admirable job at moving the near-two-tonne car to city speeds, but struggled a little as the speedo climbed towards 100km/h.
This is especially evident in some freeway on-ramp situations that require you to get up to speed to merge, with the engine feeling out of breath – and even a bit coarse – towards the top-end of the rev range.
Luckily, peak torque is on tap from fairly low down, so when navigating the CX-8 to the supermarket or shopping centre, it is a delight to cruise from traffic light to traffic light.
We also sampled the diesel-powered Asaki LE recently, which offers up noticeably more pep thanks to its turbo-diesel engine's 140kW/450Nm – which matches the BT-50 workhorse’s 3.0-litre unit.
The diesel engine is no doubt a better option for those that take long road trips or frequent the freeway, and also stands the CX-8 even further apart from the turbo-petrol-only CX-9.
As with other models in its stable, Mazda has nailed the driving position and feel with the CX-8, with the driver’s seat offering heaps of all-round visibility, enough adjustability to get comfortable, and a steering wheel that serves up subtle cues as to what is happening on the road.
Don’t get us wrong, the CX-8 isn’t as engaging or sharp as an AMG SUV, but it’s certainly one of the better mainstream SUVs for fun and feel behind the wheel.
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.
The Mazda CX-8 was awarded a maximum five-star ANCAP safety rating from its test in mid-2018, with notably high scores for adult and child occupant protection.
As standard, the CX-8 is fitted with crucial safety systems that you would want in a family car, such as autonomous emergency braking (AEB) with pedestrian detection, lane-keep assist, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert with automatic braking, a reversing camera, traffic-sign recognition and rear parking sensors.
Stepping up to the Touring grade adds front parking sensors, while the Asaki nabs a surround-view monitor – both features that are nice to have, but not essential.
According to ANCAP, the CX-8’s AEB system is operational from 4-160km/h and is deemed ‘good’ for overall performance, while its lane-keep and lane-departure tech works from 60-180km/h and was given a ‘marginal’ grade.
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.
Scheduled service intervals for the CX-8, regardless of petrol or diesel, are every 12 months or 10,000km, whichever occurs first.
Some rivals like the Hyundai Santa Fe need servicing every 12 months/15,000km, so those who like to rack up the mileage in a year need to take note.
The cost of servicing over five years works out to be $2057 for the petrol engine and $2237 for the diesel, which averages out to about $411 and $447 per annum respectively.
Maintenance costs are a little on the expensive side for the CX-8 when compared to something like the Toyota Kluger, which asks $200 for every 12 month/10,000km service in the first five years.