Land Rover Discovery VS Audi SQ7
Land Rover Discovery
- Super spacious interior
- Premium cabin materials
- New 4-cyl diesel surprisingly capable
- Expensive for a well-optioned model
- Crawling into third row a slow process
- Sharp direction changes unsettle the cabin
- Exhaust sound actuator
- Couldn’t match claimed economy
- Warranty off the pace
Land Rover Discovery
I know what you’re thinking; this new Land Rover Discovery has gone a bit soft.
It’s built on the road-focused Range Rover Sport platform now. It’s lighter. And safer. Better equipped. Less, well, square. Hell, it’s even offered with a choice of two tiny four-cylinder engines, along with the traditional V6 unit.
And all of that surely means it’s just a little less rugged than the cars that have gone before it, right?
But Land Rover assures us that is actually not the case, declaring this all-new, fifth-generation car the most capable Disco ever.
So have they gone stark Rovering mad?
|Engine Type||3.0L turbo|
Australians can’t get enough of big, burly, luxurious SUVs. Since the Audi SQ7 arrived here in late 2016, a laundry list of high-end, high-performance family trucksters have been refreshed, renewed, or revealed, pushing competition at the top end of the market towards boiling point.
So, after just 18 months in market, how does this brutally quick, seven-seat mothership stand up to a swag of compelling key competitors chasing upper-luxury performance SUV supremacy?
|Engine Type||4.0L turbo|
Land Rover Discovery7.6/10
It's a hell of a job, keeping the purists happy. But on first impressions, this new Disco should just about pull it off. Comfortable on the road, and capable of tackling anything its owners are likely to throw at it off it. Be prepared to spend up if you want a well-optioned one, though.
For us, though, the equipment of the HSE trim level blended with the power of the V6 engine is the pick of the bunch.
Are you keen to dance in this Disco? Tell us what you think in the comments below
The Audi SQ7 is fast, beautifully built, and dynamically outstanding. It’s also practical, flexible, and loaded with useful driver assistance, media and safety tech. Can an SUV costing north of $150k be considered good value for money? Yep.
Is the Audi SQ7 your performance SUV of choice? Let us know in the comments.
Land Rover Discovery8/10
Land Rover has attempted a sleeker, more urban design this time around, only without losing all of its boxy heritage, and the results are, well, a little confusing.
Viewed front on, this new Disco looks smooth and powerful, with a narrow bonnet that drops into the flared arches of the front wheels adding instant road presence. And from the rear it looks good, too.
Some will argue that the offset numberplate is an over-indulgence, or that it looks a little fridge-like with its narrow and tall dimensions, but we like it.
But it’s the three-quarter view that’s a little hard to stomach, with the smooth lines of the front end meeting the squared-off rear with all the subtlety of a wave meeting the shoreline.
Inside, though, it’s a picture of premium, with soft-touch cabin materials and a stylish, unfussy dash setup oozing a sense of considered quality.
At the risk of stating the bleeding obvious, the SQ7 is large. At a little under 5.1m long, just shy of 2.0m wide and over 1.7m high, it’s a beefy bus.
But Audi has applied its cool, calm and collected design language to this expansive canvas, resulting in a neat, relatively conservative look that masks the car’s oversize proportions.
A huge version of Audi’s signature ‘single frame’ grille dominates the nose, with confident, straight character lines defining the bonnet shape and the top of the car’s flanks.
Another clue to the SQ7’s size is the fact the optional 21-inch rims fitted to our test example, sitting under gently flared arches, look (proportionally) smaller than the 16s fitted to a Mazda CX-3 Neo.
The rear broadens slightly, while the turret and glasshouse taper distinctly towards the back, and the simple rear end treatment echoes the other 'numbers' in Audi’s SUV line-up (Q3, Q5, and the soon-to-arrive Q8) - although the recently released compact Q2 breaks the mould with a chunkier, more geometric approach.
The interior is all class, with a beautifully finished, swooping dashtop rising over a compact instrument binnacle that houses Audi’s all-digital ‘Virtual Cockpit’ display. The only other interruption is the standard 8.3-inch high-res colour media screen rising proudly from the centre of the dash.
Air vents live inside a long section of horizontal lines across the face of the dash, and ‘our’ car had optional brushed metal and chrome-finish highlights underneath and across the broad centre console.
Standard ambient lighting adds subtle illumination to the centre console and door sill trims, with no less than 30 colours available.
Attention to detail in the look, feel and finish of the ‘Velcona’ leather-trimmed seats is hard to fault, and overall, it’s clear quality was a key driver here.
Land Rover Discovery9/10
Perhaps unsurprisingly, given it’s the size of small apartment block, the Disco’s people-and-cargo-carrying abilities are first rate. The official dimensions are 4970mm are long, 1846mm high and 2220mm wide, but that translates most simply as bloody massive.
Up front, there’s plenty of space for front-seat riders, though the super-wide central unit that runs from the dash to the centre console and houses everything from the touchscreen unit to the 4WD controls does eat into knee room a little. Front seat riders will share two central cupholders, and there’s room in the all doors for bottles.
Climb into the massive second row (it’s three-adults-across-the-middle big) and you’ll find your surroundings hinge on what trim level you’re in, with top-spec models adding climate control functions, dual USB points and two cupholders housed in a pulldown divider.
Opt for a seven-seat model (and you probably should) and you’ll find access to the third row a little tricky, but once there the space is genuinely impressive. At 176cm, I’m far from the tallest tester, but I do consider myself adult-sized, and I had clear air between my knees and the seat in front, and between my head and the ceiling.
Flatten the second and third seat (which you can do remotely via an app, should you so wish) and you’ll be able to squeeze 2,500 litres of cargo on board, helped by its two-metre load length and 1.4-metre load width. But drop only the third row and you’ll still get 1,231 litres. And you can add to that up to 21 separate storage areas that can add another 45 litres of space.
There’s also two or four ISOFIX attachment points, with two in the second row in all models joining another two in the third row for seven-seat cars.
No surprises here. There’s plenty of room inside, with heaps of breathing space for the driver and passenger, not to mention two big cupholders in the centre console, with a slot for the weighty key in-between them.
There’s also a decent glove box, a lidded storage box between the front seats, a couple of oddments trays (one covered) in the console and generous door bins with bottle holders in the doors. Connectivity is taken care of with USB and aux-in ports, as well as a 12-volt power socket.
Second-row passengers are also sorted, with ample leg and headroom. In fact, Audi claims more than a metre of space between the rear seat base and the headliner.
The centre seat is split 35/30/35, with each segment able to slide fore and aft to increase passenger and load space flexibility. Again, there are door bins with space for bottles, with other storage running to a flip-down centre armrest with twin cupholders (although they’re appreciably smaller than those in the front), and map pockets on the front seatbacks.
Standard four-zone climate control not only means there are air vents for centre row passengers (in the back of the centre console and the rear of the B-pillars), but individual temperature controls for each side of the car. Nice. Plus, there are two 12-volt power outlets back there, as well.
A simple fold-and-roll mechanism for the two outer centre-row seats minimises the acrobatic prowess required to gain access to the 50/50-split third row. As with most seven seaters, the way-back seat is tight for grown-ups but perfectly acceptable occasional accommodation for kids up to about year-nine size, with cupholders and oddments trays thrown in.
When it comes to load space, the SQ7 scores a big tick for its auto tailgate and the sheer volume of its cargo space. Even with the third-row seats upright there’s 235 litres of space available. Enough to hold the CarsGuide pram, with some room for soft bags left over.
Press the buttons on the wall of the load area and the back seats fold (electronically) to expand that number to 705 litres. More than enough to hold our three-piece hard suitcase set (35, 68 and 105 litres), and the pram.
With the second and third row lowered you will have a mega 1890 litres to play with; enough to open a small shop from which you might sell luggage and prams.
The addition of tie-down anchors, a small netted pocket behind the passenger side wheel tub (complete with first-aid kit), yet another 12-volt socket, strategically placed shopping bag hooks and useful lighting push the practicality factor through the roof. The only snag is the lack of a spare wheel (of any description), a repair/inflator kit your only option in the event of a puncture.
Price and features
Land Rover Discovery7/10
It’s a complicated lineup, with three engines available in any of the four trim grades, which in turn are offered with five or seven seats, plus there’s a launch special called the First Edition to further muddy the waters.
And that means you can technically climb into a pared-back Discovery S for a low $65,960 for a five-seater, or stretch to $131,870 for a full-fruit launch edition, with the vast area between those two numbers populated by everything else.
The entry-level S ($65,960 - $84,671) is a fairly simple offering, with 19-inch alloys, cloth seats, a leather-wrapped wheel with paddle-shifters and two-zone manual climate control the pick of a sparse standard inclusions list. Cruise control is also standard fit, as is a raised inner-boot guard that stops your luggage falling out when you open the boot.
Step up to the SE ($77,050 - $94,701) and you’ll add standard air suspension, with fixed height settings for off-road, normal and access (which lowers the car if you need to pass under a low roof, for example), along with rain-sensing wipers and powered and heated wing mirrors.
LED headlights (with an undeniably cool Nike Swoosh-style design) and leather seats also join the party at the SE level, as does ambient interior lighting and front parking sensors, while your eight-inch touchscreen is now nav-equipped, and pairs with a better, 10-speaker stereo.
Next is the HSE trim ($87,150 - $103,661), which adds some cool design elements, like LED taillights, 20-inch alloys outside, along with winged headrests, quality woodgrain highlights and even more ambient lighting inside. Your climate is now three-zone, too, and some bonus hiding holes appear (like a clever storage compartment under the front cupholders that only appears when you slide the unit forward). Your stereo is upgraded to a 10-speaker Meridian unit, too, and is controlled through a bigger, 10-inch touchscreen.
At the top of the regular Disco family tree, is the HSE Luxury ($100,950 - $117,461), which is a not-insignificant amount of money no matter which way you shake it. For that spend, though, you’ll add a powered sunroof, unique 20-inch alloys and finer leather on your seats, which are now also heated and cooled in the front. You’ll also add a surround-view camera and get the pick of the sound-systems; a 14-speaker Meridian unit.
On the 4WD front, everything but the entry-point S models get a low-range-equipped 4WD system (the S is high-range only), and Range Rover's Terrain Response (which allows you to select traction settings based on the whether you're driving one mud, rocks, sand etc) is standard across the range. The newer Terrain Response 2, which automatically senses the surface and adjusts accordingly, is a cost option.
With cost-of-entry sitting at $155,511 (before on-road costs), the SQ7 lines up against five well established, performance-luxury SUV competitors at the ‘around $150k’ price point; namely the BMW X5 M50d ($144,990), a relative newcomer in the shape of the Maserati Levante Gransport ($159,990), the Mercedes-AMG GLE 43 Coupe ($146,200), the recently renewed Porsche Cayenne S ($155,100), and the Range Rover Sport SD V8 HSE ($150,200).
So, it’s fair to expect a big basket of standard fruit, and the SQ7 doesn’t come up short.
Highlights include ‘Valcona’ leather upholstery (with S embossing on the front seat backrest), sport front seats (heated and electrically adjustable with electric lumbar support and memory for the driver), four-zone climate control air, ambient lighting, the 12.3-inch Virtual Cockpit instrument display, rain-sensing wipers, a leather-covered sports steering wheel, adaptive cruise control and adaptive air suspension.
You’ll also pick up 20-inch alloy rims, Audi’s ‘Parking system plus’ (sensors front and rear with reversing camera), as well as a 360-degree camera (four wide-angle cameras covering the area immediately around the vehicle), a head-up display (in colour with speed, nav and assistance info), auto LED headlights, LED daytime running lights, and LED tail-lights with dynamic indicators.
And before you start scoffing at those ‘show-off’ scrolling indicators, it’s worth remembering their safety value. As you’ve possibly discovered, too, in misty or foggy conditions, knowing a car up ahead on the freeway is not only changing lanes, but which direction it’s heading in is a huge plus.
But we’re not done yet, the standard features column also includes ‘Audi connect’, including an in-car Wi-Fi hotspot, Apple CarPlay and Android Auto connectivity, a Bose 3D Surround Sound System (19 speakers and a 15-channel 558 watt amp), DAB+ digital radio, and ‘MMI touch’ including nav through the 8.3-inch high-res touchscreen (3D maps, voice control and free text search including handwriting recognition).
Worth noting, though, our test example was loaded with an A3 Sportback’s worth of extras, namely ‘Matrix LED’ headlights - $2200, 21-inch Audi Sport alloys - $4000, the ‘Dynamic Package’ (quattro sport differential, all-wheel steering, electromechanical active-roll stabilisation) - $13,500, a Bang & Olufsen 3D Advanced Sound System - $11,340, Inlays (alternate materials) - $3800, phone box light (wireless charging) - $500, red brake calipers - $950, and premium paint (‘Sepang Blue’) - $7950 (yee-ouch!).
All of that adds up to $44,200, bringing this example within a whisker of $200k.
Engine & trans
Land Rover Discovery8/10
There’s three diesel power plants on offer, and each pairs with an eight-speed automatic gearbox that channels power to all four wheels.
The entry level (and destined to be unpopular) option is the lesser of the two four-cylinder engines, 2.0-litre “Ingenium” unit that will deliver 132kW and 430Nm.
We’re yet to test the low-output option, to be honest, but we’d be shocked if buyers found it ample to shift the Disco’s bulk, even if this new model is a staggering 480kg lighter than its predecessor. Land Rover says that engine will help produce a 10.5-second sprint to 100km/h.
Better, then, to step up to the more powerful version of that engine, which produces 177kW and 500Nm thanks to some tuning tweaks. As a result, a far more palatable sprint time of 8.3 seconds can be achieved.
But for ours, the best-suited option remains the powerful 3.0-litre diesel V6, which will fire 190kW and 600Nm to the tyres on demand. And the result of all this extra grunt? A slightly improved sprint claim of 8.1 seconds. But those numbers don’t tell the full story of an engine that feels more urgent and eager when you prod the accelerator.
The SQ7 is powered by a 4.0-litre, double overhead cam, 90-degree, twin-turbo diesel V8 producing a maximum of 320kW (429hp) from 3750–5000rpm, and 900Nm across a broad plateau of just 1000rpm up to 3250rpm (perfectly placed for peak power to take over at 3750rpm).
Featuring common-rail, direct-injection and variable valve lift (on the exhaust side), the engine gets its added oomph from twin, sequential-charging turbos and an electric compressor (EPC) that acts like a supercharger to keep the turbos spooled up when they’re on low pressure, or completely off-boost.
It’s an amazing set-up that virtually eradicates turbo-lag, with Audi claiming the EPC can accelerate the turbos up to 70,000rpm in less than 250 milliseconds! The arrangement is powered by a 48-volt electrical sub-system delivering a peak output of up to 13kW.
The eight-speed torque converter auto transmission features a Tiptronic function for manual changes via the main selector or wheel-mounted shift paddles.
Drive goes to all four wheels via Audi’s quattro permanent all-wheel drive with asymmetric torque split and self-locking centre diff. Default drive distribution is 40 front/60 rear, with up to 85 per cent able to go to the rear, and 70 per cent to the front axle as required.
Land Rover Discovery8/10
The lowest-output diesel will drink 6.3-litres per hundred kilometres on the claimed/combined cycle, with that number climbing to an only slightly worse 6.5 litres for the more powerful four-cylinder unit.
Opt for the V6, though, and your fuel use climbs to 7.2 litres per hundred kilometres (claimed/combined).
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.2 litres per 100 km, emitting 190g/km of CO2 in the process. They would be outstanding figures for a hefty, high-performance, seven-seat SUV.
Even with the help of the SQ7’s standard stop-start system, over roughly 300km of city, suburban and freeway driving we couldn’t match the claimed number, recording 11.3L/100km (at the bowser). And speaking of filling up, you’ll need 85 litres of diesel to brim the tank.
Land Rover Discovery7/10
Land Rover is faced with the most impossible of challenges with this new Disco. For one, it’s filling in for the legendary Defender as the brand’s most capable offering, and that means it needs to be able to go places and do things a Range Rover simply can’t. Anything less will have the purists frothing.
But equally, Land Rover knows that the overwhelming majority of its customers are unlikely to tackle anything more challenging than a suburban speed bump, and so they needed to soften its image and improve its road manners, without sacrificing capability.
So Land Rover pointed the Disco’s nose towards Australia’s red centre, putting its fleet through their paces on the sealed roads and red dirt tracks that encircle Uluru. And on a custom-built track consisting of moguls, water crossings and angled climbs sharp enough to put some articulation pressure on the wheels, the Disco conquered all before it with ease.
It must be said, though, that there was nothing on offer that would genuinely challenge it, but equally, the Disco always felt like it had plenty in reserve, too. And with a maximum 283mm ground clearance, 500mm of wheel articulation and a wading depth of 900mm (which is 200mm more than outgoing model), along with air suspension on all but the entry-level S, it does point to some genuine off-road potential.
On our brief tarmac drive we were surprised by the smooth and steady power delivery of the bigger four-cylinder diesel, which propels the two-tonne-plus Land Rover along with surprising ease. It’s not fast, but it never feels underwhelming.
But the pick for us was the six-cylinder option, which unlocks its 600Nm low in the rev range and feels a far more natural fit for the big Disco. It’s louder and little more gruff than its four-cylinder sibling, but it feels faster, too. And for us, that’s a fair trade off.
The Disco happily switched from tarmac to rutted tracks with ease, and while the super-smooth tarmac of the Northern Territory wasn't much of a challenge, it sorted out the worst of the off-road stuff with little bother.
Australia’s outback famously offers up very little in the way of cornering, but the few we did encounter had us a little concerned with the top-heavy nature of the Discovery, with sharp direction changes sending passengers into a noticeable wobble.
Still, our limited wheel time means we’ll be reserving final judgement until we can spend more time with each variant, but our taste-test sample reveals a car that does appear to straddle that line between capable and comfortable.
With every one of its 900Nm available from just 1000rpm, the SQ7 feels like an erupting volcano from step-off. Audi claims 0-100km/h in 4.9sec, and there’s no doubt it’s properly quick. No 2.4-tonne SUV has a right to accelerate this fast, and the mid-range thrust is formidable, too.
And when it comes to transferring that forward thrust into lateral grip, the SQ7 pulls off a better than passing impression of a much smaller, lighter, lower vehicle.
The electrically-assisted steering delivers satisfying road feel, and the standard air suspension (working in parallel with a five-link independent set-up front and rear) manages to combine excellent ride comfort with impressive body control (thanks in no small part to electromechanical active roll stabilisation) and cornering accuracy.
In ‘enthusiastic’ cornering, grip from the (optional) 21-inch 285/40 Continental ContiSportContact rubber is tenacious, without any discernible penalty in terms of noise or harshness at lower speeds.
The eight-speed torque converter auto transmission features a Tiptronic function for manual changes via the main selector or wheel-mounted shift paddles. It’s quick and smooth in auto mode, and shifts rapidly in the manual setting.
The front sports seats are as comfortable as they are grippy (how good are heated seats on cold mornings, by the way?), and the big ventilated brakes slow this big car calmly and progressively.
While it may not bother you, one thing I’m not a fan of is the sound actuator in the exhaust system. The SQ7 sounds gruff and grunty, more like a petrol V8, but that’s because the system is modifying the noises. It’s like (spoilers) learning Santa Clause isn’t real. Once you know, things are never the same.
Land Rover Discovery7/10
The Discovery range has been awarded the maximum five-star ANCAP safety rating, six airbags (front, front-side and curtain), a reversing camera, AEB and Lane Departure Warning fitted on every model, joining the usual suite of traction and braking aids.
As you’d expect, the SQ7 pulls out all stops on active safety tech, featuring ABS, EBD, ESC, ASR, as well as ‘Audi pre-sense city’ with Auto Emergency Braking (AEB) and pedestrian detection (detects impending collisions at up to 85 km/h), and ‘Attention assist’ (alert tone and visual signal if the system senses the driver’s attention may be lapsing).
There’s also an Electronic Differential Lock (EDL), adaptive cruise control with ‘Stop & Go’ function, side assist (including pre-sense rear), rear cross-traffic alert, active lane assist, and ‘Exit warning’ (detects cars and cyclists when opening doors and provides a visual warning to occupants).
Plus, you can expect the Parking system plus system, 'Park assist' (self-parking for parallel or perpendicular spaces), the 360-degree camera, and a head-up display.
But if all that isn’t enough to avoid an impact, passive safety features include airbags for the driver and front passenger, side airbags (seat-mounted for front and rear passengers), head level curtain airbags (for front and rear passengers) and an active bonnet to minimise injuries in the event of a pedestrian collision.
The current (second-gen) Q7 scored a maximum five ANCAP stars when it was assessed in late 2015. And amazingly, top tether and ISOFIX child restraint anchor points are provided for all five seating positions in the centre and rear rows.
Land Rover Discovery7/10
The Discovery range is covered by a three-year, 100,000km warranty, but you can extend that to five years at an extra cost. You can also pre-pay your service costs for the first five years of ownership.
The four-cylinder engines get genuinely impressive service intervals of 24 months/34,000km, while the V6 requires a trip to the dealership every 12 months or 26,000km.
Audi offers a three-year/unlimited-km warranty (as well as roadside assist for the same period), which is starting to lag the market when even Ford and Holden are at five years/unlimited km now, without even thinking about Kia’s seven years and Tesla’s eight.
On the up-side, Audi also offers a three-year paint warranty, along with a 12-year rust perforation guarantee.
Maintenance is scheduled by the on-board service indicator (up to 12 months/15,000km), and a three-year/45,000km ‘Audi Service Plan’ fixed-price service plan is available for $1900.