Land Rover Discovery VS Infiniti QX80
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
- Improved looks
- High level of comfort
- Off-road ability
- No Apple CarPlay, Android Auto
- Understeer, bodyroll
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|
The world of upper large luxury SUVs, like Infiniti’s latest-generation QX80, occupies that rarefied air, way up high in the car market, that I’ll never breathe – and that’s okay with me.
You see, as much as I admire these plush vehicles, even if I did have the cash and the inclination to buy one, I’d be so worried about incidental damage to the exterior (shopping trolleys or other drivers’ touch-parking) or children-induced damage to the interior (car sickness, spilled food or drink, blood from sibling punch-ups in the second row) that I’d never be able to fully relax while driving the thing. (Newsflash: I’ve heard from Infiniti that the QX80’s upholstery has a soil-resistant coating.)
These pricey wagons certainly do have their fans though and now, with extensive exterior changes and some interior ones, does the QX80, based on the Y62 Nissan Patrol, actually offer anything to set it apart from other large premium SUVs? Read on.
|Fuel Type||Premium Unleaded Petrol|
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 petrol-only QX80, really a Y62 Patrol with shedloads of bling, is a curious beast; a big, bold status-boosting premium SUV, which is much better suited to the US and Middle East markets than ours. However, it has a real premium feel, is very smooth to drive and the exterior and interior changes have improved what has so far been a divisive model for a brand with a small but growing fanbase here. Infiniti sold 83 of the previous QX80 in 2017 and is hoping to move 100 of these new ones in 2018; they have their work cut out for them, but if brand confidence is worth a few sales, who knows, they might even top the ton.
Is the QX80 worth its hefty price-tag, or is it simply too much cash for something that doesn’t even have mainstream connectivity functions?
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.
The bulk of the facelifted QX80’s design changes have been to the exterior and include, most noticeably, new LED headlights with a redesigned, sleeker but more aggressive front end than its predecessor’s softer, more rounded curves.
The new QX80’s bonnet is 20mm higher than before and has been extended 90mm; the side steps have been stretched 20mm wider, and the power tailgate has been re-designed to include sharper, thinner, rear LED taillights and the bumper is visually wider.
The whole body has a higher visual centre of gravity, with this latest raft of design shifts giving the SUV a taller, broader, wider and more angular overall appearance.
The interior includes a bigger, chunkier redesigned centre and rear console and those aforementioned premium touches, such as leather-wrapped heated steering wheel, updated upholstery-stitching, semi-aniline quilted leather patterning on door panels and seats, as well as its stainless-steel sill plates, all add to the premium feel.
The QX80 looks better than it did but, as the previous one was pretty hard on the eyes, the 2018 version may still polarise opinion.
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.
The QX80 is a big unit – 5340mm long (with a 3075mm wheelbase), 2265mm wide and 1945mm high – and, when you’re seated inside it, it feels like Infiniti designers and engineers must have worked hard to maximise the space afforded them for driver and passengers without seeming to have sacrificed any style or comfort.
And that big open space inside the cabin is easy to get comfortable in. There are soft-touch surfaces everywhere – door panels, arm rests, centre-console edging – and the seats are unsurprisingly soft and supportive but tend towards slippery when there are quick changes in speed or direction, or when tackling steep downhills off-road. (It was fun to watch front-seat passengers slip-slide around inside during the 4WD loop)
If you’re up-front you’re well catered for; big glovebox; overhead sunglasses storage; the centre console now has a roomy smartphone storage area; the twin cupholders have been upsized to cop two 1.3-litre cups with handles (up from one 1.3-litre cup and a 950ml container); the USB port has been moved to the other side of the centre console so it’s easier to get to; the storage area under the front passenger arm-rest is now a 5.4-litre compartment, able to hold up to three upright 1.0-litre bottles or tablet devices.
There are nine cupholders and two bottle-holders in total in the QX80.
There’s a sunroof if you get the urge for natural light from above.
Second-row passengers now get 8.0-inch entertainment screens (up from 7.0-inch) and two additional USB ports.
The tip-up second row seats are easy enough to operate and the third row is power 60/40 split-fold-to-flat and reclining.
There is a 12V outlet in the cargo area.
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.
Pricing has not changed: there is one model and it still costs $110,900 before on-roads and that price does not include paint other than the standard Black Obsidian; metallic paint is $1500 extra. Changes over and above the previous model’s standard features list include 22-inch 18-spoke forged alloy wheels (up from 20-inch), Infiniti’s InTouch 8.0-inch colour touchscreen (up from 7.0-inch), new Espresso Burl coloured trim, new chrome finishes all-round, updated upholstery-stitching everywhere, quilted leather patterning on seats, new headlights, LED foglights and more. There is no Apple CarPlay or Android Auto.
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 previous generation’s 5.6-litre V8 petrol engine (298kW@5800rpm and 560Nm@4000rpm) remains, as does the seven-speed automatic transmission with adaptive shift control. It also has Infiniti’s all-mode 4WD system, which offers Auto, 4WD High and 4WD Low settings and it has terrain appropriate modes (sand, snow, rocks) able to be dialled in.
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).
The QX80 is claimed to use 14.8L/100km. We reckon that fuel-consumption figure is very optimistic and if QX80 owners are partial to towing boats – as Infiniti reckons they are – or if they tackle some 4WDing, then that figure is going to climb much higher quite swiftly.
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.
In the world of luxury SUVs big is king and this thing is definitely on the chunky side of big, but it doesn’t often feel too cumbersome for its own good, or too bulky to steer in and out of Melbourne’s bustling morning traffic with precision.
During this event, we did a fair chunk of driving – highway, country roads, gravel roads and a decent bit of 4WDing – and, surprise, surprise, it did pretty well, especially when things of this ilk usually exhibit the ride and handling of an old poorly-sprung couch on wheels.
It did, however, feel top-heavy at times and revealed substantial body-roll when pushed around corners at speed or even during some sections of slow, bouncy off-roading, so I’d be reluctant to experience what it would be like without hydraulic body motion control. However, we were willing to forgive it any rocking-and-rolling when that healthy V8 growl kicked in as we gave it the boot.
The 22-inch tyre-and-wheel combination is not the way I’d go if I was going to use the QX80 for any off-road forays but, having said that, we did fine on them, at road tyre pressures, over a decent off-road loop.
It has 246mm of ground clearance and 24.2 (approach), 24.5 (departure) and 23.6 (ramp-over) angles.
The QX80 has coil springs all-round and it was only ever caught out when it thumped through a couple of surprise potholes along a dirt road.
This Infiniti model has a claimed tare mass of 2783kg, but you wouldn’t have known it was that many kegs because it powered up steep and slippery bush tracks, through deep muddy ruts, over greasy rocks and through a few knee-deep mud holes with ease. It was as easy as pulling up, switching your terrain modes and dialling in your setting: 4WD High, 4WD Low or Auto. It has a locking rear diff and very capable hill descent control, which we tested on a few rather steep sections of track.
It’s nice to see vehicle manufacturers unafraid to put their off-roaders, even their pricey luxury ones, through a decent off-road loop at launch because it shows they have confidence in its capabilities.
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 QX80 does not have an ANCAP safety rating. Safety tech as standard includes blind spot warning, intelligent parking system, forward emergency braking, lane departure prevention (incorporating lane departure warning), distance control assist and predictive forward collision warning, Infiniti/Patrol intelligent rear view mirror (which can display video from a camera mounted in the upper rear windshield) and more. It has two ISOFIX points in the second-row seats.
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.