Land Rover Discovery VS Ford Everest
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
- All-round package
- Ride and handling
- Safety tech
- No AEB on Ambiente (coming in 2019)
- No reach-adjustment on steering wheel
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|
Since we first published this story on August 24, 2018, there have been some changes to the Ford Everest range, including the entry-level Everest Ambiente (RWD and 4WD variants) getting advanced driver-assist safety systems, including autonomous emergency braking (AEB) with pedestrian detection, at no extra cost.
The Ambiente also now gets lane-keep assist with driver alert, traffic sign recognition and automatic high beams. That's all in addition to the line-up's reversing camera, rear parking sensors, roll-over mitigation, trailer sway control and more.
The 4WD Ambiente also gets hill descent control, hill launch assist and an electronically locking rear differential.
In other Everest news, the top-shelf 2.0-litre twin-turbo Everest Titanium 4WD has dropped in price to $72,290 so it now avoids the luxury car tax.
Changes are rumored to be coming soon for the Ford Ranger range – perhaps towards the end of 2019 – and those changes may also materialise in the next update of the Everest line-up.
Stay tuned for more Ford Everest news.
As originally published August 24, 2018:
Change is good but there will always be some who become enraged at the mere hint of it. Case in point: those who strongly dislike 2.0-litre twin-turbo diesel engines.
In February this year, when just such an engine was revealed as the powerplant of choice for Ford’s high-performance ute, the Ranger Raptor, CarsGuide comments, online chat rooms and beer gardens everywhere echoed with acid-tongued complaint and hearty objections that included such pearls of wisdom as “The only good two litres are milk and orange juice”.
Well, it looks like some of us have a bitter pill to swallow because that 2.0-litre engine is now in the new, refreshed MY19 Everest, Ford’s large SUV wagon, as well – and it’s here to stay. But don’t fret because the 3.2-litre five-cylinder engine remains in the Everest ranks.
In other good news, the 2019 Everest has AEB.
Any bad news? Maybe. Read on.
|Engine Type||2.0L 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
Originally built off the Ranger platform, the Everest has always been overshadowed by its overachieving ute stablemate. But now, with the introduction of AEB and some up-speccing to its Everest line-up, Ford has ensured its large SUV wagon is still a strong contender in the race for top honours in the market.
The line-up's volume seller is the Trend and that's still a pretty good sweet spot for the range.
Most of us don’t want a big, shouty 4WD, but we do expect a lot in our new vehicles: we want a quiet, refined family-friendly SUV that drives well, has plenty of safety tech, car-like ride and handling, and good fuel consumption. In its Everest, Ford has come pretty close to producing one of the best around. If only the Titanium's price-tag wasn't so high.
Is the Everest's 2.0-litre twin-turbo the way of the future or a misstep? Tell us what you think in the comments section below.
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.
Nothing much to report here. The Everest has always had substantial presence and nothing has changed in that respect; it’s a good-looking unit.
Among the styling tweaks are a new grille design, revised bumper and fascia design, halogen projector headlights with halogen daytime-running lights, a laminated acoustic windscreen, a 10-speaker audio system, as well as an 'Ebony' interior colour scheme with contrast stitching and chrome highlights.
If there’s any potential strife to the interior look and feel here, it may be that it’s too neat and tidy – too plain – and in danger of becoming a bit dated.
The Titanium has new 20-inch split-spoke alloy wheels.
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.
Inside is nice and roomy. It’s also well blended together; chrome, leather accents, as well as clear, easy-to-read instrument displays and colourful Sync3 screen. Nice, small touches, such as the illuminated blue edging around USB ports, add to the cabin’s premium feel.
The front seats are very comfortable and electrically adjustable; the third row can be deployed or stowed away by using buttons on the right-hand rear interior wall of the cargo area.
Those in the front are well catered for with access to two 12-volt sockets, and two USB ports.
Storage spaces include glovebox, two cup holders and a deep bin between driver and front passenger, and bottle holders in each door.
Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.
There are two ISOFIX anchor points in the second row and the cargo area has bag hooks each side, as well as luggage tie-down points on the floor.
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.
The Everest range remains a three-model line-up: entry-level Ambiente, mid-spec and volume seller Trend, and top-spec Titanium.
One of the other more notable new features in the range is 'Inter-Urban Autonomous Emergency Braking' (AEB) with 'Pedestrian Detection' and 'Vehicle Detection', which is now standard across the Trend and Titanium; it will become standard on Ambiente in 2019.
Keyless entry and push-button start are now standard across the range, and Trend and Titanium get Ford’s hands-free power tailgate.
Also new to the Trend are leather-accented seat trim, eight-way power driver's seat and a leather-trimmed gear shifter.
All prices to follow exclude on-road costs.
Everest Ambiente pricing is: RWD 3.2L (five seats) $49,190; 3.2L RWD (seven seats) $50,190; 3.2L 4WD (five seats) $54,190; and Ambiente 4WD 3.2L (seven seats) $55,190.
Everest Trend pricing is: RWD Bi-Turbo $56,190; 4WD 3.2L $59,990; and 4WD Bi-Turbo $61,190.
The Ford Everest Titanium is only available as a 4WD with the twin-turbo engine and 10-speed auto at a cost of $73,990, including luxury car tax. We spent the lion’s share of our time at the launch in a Titanium so we’ll focus on that variant.
The new exterior prestige paint is Diffused Silver for $780.
The 2019 Everest is due in showrooms this month.
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 new-generation twin-turbo engine – 157kW at 3750rpm and 500Nm from 1750rpm-2000rpm – is paired with a 10-speed torque-converter automatic transmission, the same combination as used in Ford’s high-performance models, Mustang and Raptor.
But this working partnership is a better match here, in the Everest, than it is in the Raptor, in terms of smooth delivery of power and torque at low and high speeds, as well as doing everything in an unfussed manner – low-key but still effective.
As mentioned, the previous-gen 3.2-litre 143kW/470Nm five-cylinder turbo-diesel engine and six-speed auto is still offered in Ambiente and Trend, ensuring those who prefer their engines bigger are catered for.
The Titanium has full-time 4WD with low-range gearing ('4x4 Low') and electronic diff lock, as well as a 'Terrain Management System' with four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock) to suit different terrain.
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).
Best-of-the-bunch 2.0-litre fuel consumption is listed as 6.9L/100km (combined) in the Trend RWD, and 7.1L/100km (combined) in the 4WD. We noted an average of 9.8L/100km on the dash but there may have been some heavy right foot involved in prompting that figure.
The Everest has an 80-litre fuel 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.
The Everest’s 2.0-litre is not going to get any pulses pounding with its engine note, that’s for sure, but it more than makes up for any lack of rough, gutsy charm – perceived or otherwise – by being the consummate quiet achiever. Because it is very quiet … and it achieves.
The good news is that we pushed the 2477kg Titanium pretty hard off the mark, as well as made a series of overtaking moves and clocked up a bit of open-road cruising and it just burbled along nicely. There’s a real no-fuss quality to its delivery of big torque at low revs. It certainly seems to work better in the Everest than in the Raptor, which we drove at launch a few weeks ago and the consensus there was that it was underpowered and underwhelming.
The Everest is also very quiet inside. Ford reckons the twin-turbo is “much quieter” than their 3.2-litre models due to advanced sound insulation and 'Active Noise Cancellation' which has helped to improve cabin quietness. Well, the 3.2 is pretty quiet anyway, but in the short time I’ve spent so far in the 2019 twin-turbo Everest, I have no reason not to believe them.
Its steering has that real Ford feel – light and lively but precise – and on its revised coil-spring suspension, the Titanium’s ride and handling is even smoother than before. It was firm, bordering on stiff at times, but perhaps the Titanium’s 20-inch rims on road-biased Goodyear EfficientGrip SUV tyres set at 38 psi could be blamed for some of that; 18 x 8.0-inch alloy wheels and tyres are a no-cost option on the Titanium.
We did some decent 4WDing on this launch out near Lithgow and the Everest was infrequently challenged anywhere near the limits of its off-roading capabilities.
In fact we intentionally drove our tester in Normal mode and took the ‘off’ line through sections of terrain that would have likely put some rivals in a spot of bother but, with judicious use of that 10-speed auto, especially that low first, we trucked through no problem.
The Everest’s hill descent control deserves a mention also as it’s rather smooth and effective; it holds very low speeds (registering as 0km/h on the dash), can be adjusted via buttons on the steering wheel, and was not jerky or jarring like some systems in other off-roaders can be.
When we did dial through the drive modes of the terrain management system to actually suit the surface we were driving on there was no surprise at how efficient and effective it was, as we’ve used it quite extensively before in the bush and on beach sand.
The Titanium has 227mm ground clearance. We observed a few Everests on different terrain and, especially on deep sharp-edged ruts and short steeper-angled rocky climbs its underslung full-sized spare tyre behind the rear axle can seem like it’s about to become a plow – and there's something else to watch out for.
One fellow journo pointed out that what appears to be the AdBlue tank protrudes below the bottom edge of the full-sized spare, eating into a bit of ground clearance and the Titanium’s departure angle; posing a bit of a damage risk if your 4WDing takes your Everest into particularly tricky territory.
The Everest has a towing capacity of 3100kg (braked) up from its previous 3000kg; unbraked max is 750kg. The Titanium has a payload of 623kg, a GVM of 3100kg and a 5900kg GCM.
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.
The Everest range has a five-star ANCAP rating as a result of testing conducted in 2015.
Standard safety gear across the range includes seven airbags (driver and front passenger, side front, side curtain (to third row) and driver's knee), ABS, DSC, RSC, EBD, traction control, EBA, reversing camera and rear parking sensors.
Driver-assist tech in the top-spec Titanium includes AEB, adaptive cruise control with forward collision warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and a tyre pressure monitoring system.
It has five child-seat anchor points and two ISOFIX anchors in the second row.
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.