Land Rover Discovery VS Range Rover
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
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|
As part of the Jaguar Land Rover family, Range Rover will be part of the group's push into an electrified future from 2020 - and it's already had some practice, albeit not very successfully.
The brand new PHEV 400e, though, already looks better than its previous efforts. With up to 51km of pure electric range claimed, is this the Rangie for a new age?
|Engine Type||4.4L 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
Our testing was far too brief to give a considered opinion of the PHEV's capabilities, particularly when it comes to the claimed 51km range of the car under battery power alone. We'll need to drive it locally, and with a juiced battery, to rate its abilities properly.
In terms of it having the chops to be a proper, luxurious Range Rover, it's possible to say that yes, that box has been ticked. Even with a smaller engine, the Range Rover (as tested) passed muster for ride, quiet running and comfort.
Is a petrol-electric hybrid your kind of Range Rover? Tell us 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.
The Range Rover Sport is the smaller sibling of the Rangie, but both share the same DNA if not the same body panels.
Both shapes remain pretty faithful to the original Range Rover that first surfaced in the 1980s, with its distinctive floating roof, angular rear aspect and bluff nose, though features like the vertical door handles – and indeed the two-door design – of the original are long gone. Both present bluff, vaguely masculine visages, with large glasshouses accentuating their relative sizes.
Inside, both cars are spacious and airy, thanks to that big glasshouse, while the luxury quotient of both is high, thanks to highly refined surface areas and touch points.
About the only let down is the new dual multimedia screen's propensity to show both finger marks and glare, though adjusting the angle of the lower screen does reduce the latter.
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.
Both PHEVs are five-seat propositions only, with additional features set aside for rear seaters including climate controls and vents, loads of connectivity points, touch LED courtesy lights and a comprehensive middle armrest that offers storage and two cupholders.
ISOFIX points are mounted to the outside seats, bottles can be slotted in the doors, and both heating and massage functions can be optioned, along with headrest mounted control tablets.
Front seaters are equally cossetted, with heating, venting and massage seats available via the options list, along with a new, deeper centre console bin, a pair of cupholders and small bottle holders in each of the doors.
One of the big omissions on the hybrid car is any form of spare wheel, thanks to the battery array under the boot floor. A sealant kit and compressor is included, but if the hole is big enough, it won't help.
How do we know? A double flat down the right side of a test car rendered it a lame duck, thanks to large tears in the sidewall of one tyre.
The rear storage area loses 98 litres of space to the regular cars, too, with 802 litres available behind the rear seats, thanks to the load space floor height increasing by 46mm.
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.
To start off, Range Rover Australia will only offer the PHEV drivetrain in two variants; the Range Rover Vogue PHEV 400e will cost around $210,000, while the smaller Range Rover Sport HSE PHEV 400e will start at around $146,000.
Both models will share the same drivetrain, which uses a turbocharged 2.0-litre petrol engine and an 85kW electric motor to output 297kW/640Nm in total. Both cars are all-wheel drive, and have eight-speed autos as the only transmission option.
The Range Rover is the second most expensive variant in the four-engine line-up, only $1000 cheaper than the top-spec V8. The Sport, meanwhile, is about $3800 under the top spec HSE, and $12,000 dearer than the base six-cylinder powered version.
The pair makes up part of Range Rover's MY18 updated line-up, and both will score a new front bumper and grille, as well as new matrix LED headlights that can dim individual diodes to prevent blinding oncoming traffic. The rear bar has been lightly tweaked, too.
Inside, the pair come with the same dual multimedia screen system that launched with the Range Rover Velar, along with other small tweaks to interior finishes.\
As you'd expect, the Rangies are pretty well equipped, given their price point, with automated lights and wipers, leather interior, up to 17 (!) USB and 12v ports, heated and vented seats, sat nav, DAB+ digital radio, a Wi-Fi hot spot, a heated steering wheel, digital TV and Bluetooth streaming.
They both come with AEB as standard, but other driver aids like blind spot monitoring and adaptive cruise control are buried within the extensive options lists.
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.
Parent company Jaguar has supplied its top spec Ingenium 221kW 2.0-litre four-cylinder turbocharged engine, eight-speed auto and proper 4x4 drivetrain for the PHEV, matching it with an 85kW electric motor, 13.1kW/h battery array, transformer and inverter, as well as a charging plug under the front grille.
Combined outputs equal 297kW/640Nm.
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).
Range Rover claims an impressive combined fuel economy total of 2.8 litres per 100km... with the caveat that the battery array must be charged to full capacity.
A 13.1kWh battery that promises an EV range of 51km from a full charge complements its 105-litre petrol tank. Given, however, that our road test loop was less than 20km and the battery wasn't fully charged, we'll wait until we drive the PHEV on home soil to confirm the figures.
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.
Our time aboard the PHEV involved a little on-road work and a proportion of muddy, slick, off-roading that went a long way towards showing off the Rangie's dual personality.
With its array of digital off-road modes that includes snow, grass, gravel, rut and sand, the Rangie tackled some truly testing unsealed scenarios, including a river ford at 600mm (the Sport has an 850mm wading depth, the Rangie itself a 900mm rating), along with some of the slickest mud sections this tester had ever encountered.
And it handled them with aplomb, too. Whether you plan to take your $200k SUV off-road or not is irrelevant – the point is that it's built to do it, all day every day if need be.
On road, the 221kW 2.0-litre turbocharged engine is strong enough to haul the 2500-odd kilogram Rangie up to the national limit without too much fuss, thanks to the 85kW electric motor chiming in as required to boost the bottom line.
Unfortunately, we're not able to verify Range Rover's claims of 51km of electric range, because our tester was presented to us with less than 25km range – and that was quickly burned away on a two km EV-only off-road section.
We managed to restore five per cent of charge through regenerative braking and, erm, excessive revs over our short test run back to base, but we'll have to wait until it's on home soil to get a definitive read on the range of the PHEV.
Other road manners are typically Range Rover-like, with an imperious ride over road bumps, almost eerie silence from road and wind noise and excellent road manners in all modes – including the new-to-Range Rover 'Dynamic' mode.
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.
While AEB and lane departure warning are standard along with a rear view camera and front and rear sensors, other driver aids like adaptive cruise control and lane keep assist must be purchased as optional extras.
Both the Range Rover and the standard Range Rover Sport hold maximum five-star ANCAP ratings.
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.
Range Rover recommends servicing every 12 months or 26,000km, or more regularly if you use it in the bush on a regular basis. It offers a three-year, 100,000km warranty as standard, with free roadside assistance for the duration of the warranty.
No fixed price service plan is currently offered.