Land Rover Discovery vs Lexus LX

What's the difference?

The Land Rover Discovery D300 S is a great family-friendly 4WD wagon.

It’s quiet, refined, and supremely well appointed; it’s also very nice to drive on-road and it’s a lot of fun – and very capable – off-road. 

It’s packed full of driver-assist tech and its Pivi Pro system is a real treat to use once you’ve mastered the art, which doesn’t take long.

But you could say all of those same things about the new Defender. 

So, is the Discovery still relevant? I reckon it is … at least for the time being.

The Lexus LX500d is a genuine seven-seater with impressive levels of refinement, comfort and even off-road capability.

The interior borders on being chintzy and it’s price-tag is the wrong side of bloody expensive, but there's no denying this Lexus is packed with stuff.

It’s more city than country, more bling than bush tourer – it’s like a tarted-up 300 Series – but that’s absolutely fine for the people who buy these.

I wouldn’t blame anyone for cross-shopping a Toyota LandCruiser 300 Series with this – and then opting for the 300 Series! For one thing, you’ll save a stack of cash.

As always, I’ll avoid waxing lyrical about the styling of a vehicle – suffice to say, it looks good.

In terms of dimensions, this Discovery is 4956mm long (with a 2923mm wheelbase), 2220mm wide and 1888mm high.

It has a listed kerb weight of 2437kg.

In firmly keeping with its target market, the LX500d is a premium-looking SUV.

This is a big unit and everything is slick and in-your-face impressive. Inside and out this Lexus looks a lot like a tarted-up LandCruiser 300 Series that’s been on a recent cycle of steroids. 

The optional 22-inch alloy wheels (part of the $5500 Enhancement Pack, as mentioned above) add to the overall look. 

The interior is a tasteful blend of woodgrain, leather accents, soft-touch surfaces, plush seating, and even comfortable arm-rests.

The interior has a real premium feel about it, but it still serves as a very practical space.

In terms of cargo space, there is 2391 litres with the second and third row stowed away; 1137 litres with the third row stowed away; and 258 litres with all rows in use.

The third-row seats can be either manually folded down into the floor to use that area as cargo space, or lifted up into a seating position.

There is a load-space cover, light, luggage tie-downs, bag hook and 12v in the rear, and two USB charging sockets for the third-row passengers.

The second row is a 60:40 electric-folding set-up with manual slide and powered recline, centre headrest and armrest, as well as map pockets, and door-moulded recesses. Second-row passengers get two USB C and one USB A charging points, air vents, air-con controls and more.

The front seats are 14-way electrically-adjustable with captain’s armrest, grained leather seat facings with Ebony interior; the Pivi Pro 11.4-inch touchscreen with digital radio, Apple CarPlay and Android Auto; as well as one USB A and three USB C points.

The Discovery has a fixed front and rear panoramic roof.

Everyone is well catered for inside this Lexus, in terms of, well, everything.

The tech is easy to use – it was simple enough to get Apple CarPlay working – and the screens are big: the horizontal 12.3-inch multimedia unit upfront, an 8.0-inch screen (to monitor air-con, air-suspension height, the four-wheel-drive system, and other vehicle information), a head-up display, plus a 7.0-inch touchscreen for rear passengers.

Heating and cooling are via the 'climate concierge' and everyone can keep themselves as comfortably hot or cold as they like with separate controls.

Storage is plentiful with the usual array of door pockets, cupholders, big glove box etc, but there’s also a cavernous centre console (with multiple ways to open the lids) as well as map pockets for the second row, cup-holders in the centre fold-down armrest and even cupholders for the third row.

The Lexus has a Qi wireless charger as well as front and rear USB-C charging ports – one upfront, two in the second row, and two in the third row – so that should keep any whinging about devices to a minimum – but, knowing kids, it probably won’t. 

There’s also a 12V DC socket (front and rear) and a 220V socket in the rear cargo area.

Power-adjustable seats upfront make life easy for the driver and front passenger and these pews are as good as what I’d imagine a massage chair is like. Even the second row is on the right side of plush, but the third row is not quite there.

Second-row passengers have their own air con and entertainment controls, and there’s also an HDMI port.

The moon roof – an Enhancement Pack inclusion – is power-adjustable and allows plenty of welcome natural light in through the top.

In terms of packability, the Lexus LX500d has a claimed 174L (VDA) of cargo space when seven seats are in use; 982L when five seats are being used (that’s with the power-folding third row stowed flat at the push of a button); and 1871L when all seats are stowed away (the 60:40 folding second-row seats tumble-fold forward), except for the driver and front passenger. 

The boot has a 220V power outlet.

As mentioned the seven-seat Lexus LX500d is the entry-level variant in the Lexus LX line-up. 

The standard features list is comprehensive but, for the sake of brevity, we’ll rattle off only a handful of them including a 12.3-inch multimedia touchscreen (with Apple CarPlay and Android Auto, and Bluetooth), a 25-speaker Mark Levinson sound system, heated and ventilated power-adjustable seats, woodgrain steering wheel trim, 8.0-inch multi-information display, quad-zone climate control, 7.0-inch touchscreen and separate control panel for rear passengers, multi-terrain monitor with panoramic view, and 20-inch alloy wheels.

It also has a digital rear-view mirror, adaptive variable suspension, and active height control with low, normal and two high settings.

The Lexus LX500d retails for $153,091 (excluding on-road costs). Our test vehicle has an optional Enhancement Pack (which includes 22-inch alloy wheels, moonroof, hands-free power boot with kick sensor, $5500) and has been fitted with a towbar ($1545). The total price of this vehicle as tested is $160,136 (excluding on-road costs).

Exterior paint colours include the no-extra-cost 'Onyx' or any of these – 'Liquid Metal', 'White Nova' (F Sport models only), 'Sonic Quartz' (not available on F Sport models), 'Titanium', 'Graphite Black', and 'Khaki Metal' (on our test vehicle) – all of which incur an extra cost.

The Discovery has a 3.0-litre inline six-cylinder twin-turbo-diesel engine – producing 220kW at 4000rpm and a whopping 650Nm at 1500-2500rpm – working with a mild hybrid system. 

Those impressive power and torque figures don’t tell the whole story of just how well the Disco’s engine is able to punch this big unit along the road at a comfortable clip and – bonus – its chunk of torque, useable across a decent rev range, comes in very handy when off-roading.

It has an eight-speed automatic transmission and an all-wheel drive system.

The Lexus LX500d has a 3.3L V6 twin turbo-diesel engine, producing 227kW at 4000rpm and 700Nm between 1600-2600rpm.

It has a 10-speed automatic transmission with manual shift mode, a full-time all-wheel-drive system, low-range transfer case and locking diffs. 

The V6 is impressive and this is a smooth-shifting beast, but there’s a real lazy – not lively – feel to how the engine and auto work.

It’s pretty hefty as well – with a listed 2690kg kerb weight – so the Lexus takes a bit of a wind-up to get going off the mark and during overtaking moves.

Fuel consumption is listed as 7.5L/100km on a combined cycle. 

Fuel consumption on this test was 9.8L/100km. That’s sound considering I did a lot of high- and low-range 4WDing on this test and the Disco is quite a hefty unit.

The Land Rover Discovery D300 S has an 89-litre fuel tank, so, going by those fuel-consumption figures, I’d expect an effective touring range of about 860km, but remember that figure includes a built-in 50km safe-distance buffer. 

The Lexus LX500d seven-seater has a listed fuel consumption of 8.9L/100km on a combined cycle.

Our actual fuel consumption on this test, from pump to pump, was 13.2L/100km. Note: our test included a lot of low-range 4WDing. 

The LX500d has an 80-litre fuel tank – so, going by that on-test fuel consumption figure, you should be able to get a driving range of about 606km or so. Take off a 30km safe-distance buffer and you have 576km.

The Discovery is very impressive on-road. No surprise really as it has always had a reputation as a comfortable on-road cruiser – and it's lost nothing in this latest iteration. 

It is a smooth driving experience: quiet, refined and you suffer little to no noise from outside intruding into the cabin. 

The seats are very comfortable and supportive, and that makes it perfect for long-distance trips. 

The straight-six engine and eight speed auto are a nice combination, quietly effective, and well-managed. 

Acceleration is good with sharp throttle response, so you can crack on the pace when you need to, say, for instance, from a standing start or when you need to overtake a vehicle. 

In terms of overall driving experience, there’s nothing too outrageously exciting or dynamic on offer here, because this is a large SUV, but it’s always comfortable and it’s lively enough if you want to give it the boot. There are paddle shifters if you want to get fancy with your up- and down-shifting.

It’s not all good news: visibility from the driver’s seat is a bit pinched out the rear of the Discovery (due to its styling); there is pronounced body-roll through corners; the brakes are quite spongy, with a real delayed-action feel about them; ride is a tad harsh because you are rolling along on 20-inch tyres and rims, which is something I’m not so used to; and, the steering column is manually adjustable only, which I reckon is a bit slack for such a pricey vehicle.

The Lexus is a refined and comfortable vehicle on sealed surfaces.

It’s 5100mm long (with a 2850mm wheelbase), 1990mm wide (with a 1675mm wheel track, front and back), 1895mm high, and it has a 2690kg kerb weight.

The woodgrain steering wheel feels nice in the hands but even though the Lexus feels tighter and more controlled than the previous-gen – its body-on-frame structure has shed some kegs – this is a hefty rig so it’s no real surprise that body roll remains pronounced – it always tends to wallow even at optimal ride height. 

The suspension set-up – adjustable dampers, double wishbones at the front, a four-linkage rigid axle at the rear, stabiliser bars front and rear – is aimed at keeping things under control, and it certainly irons out any major issues, but it’s not perfect, even ably supported by adaptive variable suspension.

The brake pedals feel spongy, taking some time to ‘bite’, but the ventilated disc brakes front and rear did pull the Lexus to a controlled stop when I did a “watch out for that roo!” emergency-braking move.

And while, by its very nature, it may not be a very dynamic SUV to drive, its low-key composure makes up for that.

The gutsy V6 and auto work well, if lazily, together, and while that transmission is enough of a smooth shifter, 10 gear ratios seems like overkill to me.

Driving modes include normal, eco, sport and each adjusts throttle response, engine outputs, and gearshifts to suit the driver and the driving conditions.

It’s quiet inside – very quiet – and there’s no issues with vibration or harshness levels either.

Among its many tech-based attractions, the digital rear-view mirror is a handy touch.

This is a great open-road touring vehicle but with some flaws when it comes to adventuring off-road.

Our test vehicle is shod with Dunlop Grandtrek 265/50R22 112V tyres and these all-season tyres are fine for sealed surfaces, but they’re not up to low-range 4WDing in tough conditions, even more so on these 22-inch rims, as we found out during a few hours at our 4WD testing ground.

The Lexus has Cruiser-like off-road-capable underpinnings with top-layer dirt-focussed tech as well. 

There’s plenty of glass around so visibility is fine, steering generally feels light but takes on a clinical precision during low-speed, low-range 4WDing.

And ‘clinical’ is how the Lexus feels off-road – not always in a good way either. Like many contemporary tech-heavy off-roaders nowadays, it’s almost so good that you’re in danger of feeling entirely removed from the actual process of driving.

With multi-terrain select driving modes offering auto, dirt, sand, mud, deep snow, and rock options; with a multi-terrain monitor and panoramic view helping you ‘see’ everywhere that you usually wouldn’t be able to see on the track; with active height control helping you to lift the vehicle’s body in order to improve off-road angles at the push of a button; and the list goes on. 

That’s not forgetting downhill assist control, hill-start assist, crawl control, and off-road traction control.

Don’t get me wrong: high-tech is great because anything that helps maintain safe forward progress out bush or while beach driving is awesome but, Great Odin’s raven, it’d be great if the tech onslaught stops now. As if that’s going to happen.

If you’re looking to tow with your Lexus, listen up: unbraked towing capacity is 750kg, braked towing capacity is 3500kg. It has a gross vehicle mass of 3280kg and a gross combination mass of 6780kg. There you go.

It has a full-size spare tyre and that’s mounted under the rear cargo area.

The Lexus does not have an ANCAP safety ratings as it has not been tested yet.

Safety features include 10 airbags (driver and front passenger: front, knee, side; rear: side), AEB with pedestrian detection and daytime cyclist detection, front and rear parking sensors, reversing camera with rear camera washer, adaptive cruise control, road sign assist, blind spot monitor with rear cross traffic alert, tyre pressure warning system, and more.

Buying a Lexus gives you three-year access to Lexus Connected Services including (SOS) emergency calls, automatic collision notification, and stolen vehicle tracking.

The Discovery has a five year/unlimited km warranty with five years roadside assistance.

The service plan applies over five years/130,000km (whichever occurs first) with a cost of $2650.

The Lexus LX500d has a five-year/unlimited-kilometre warranty.

Capped-price servicing applies for three years. Servicing is set at six month/10,000km intervals with each appointment costing $595 over that period.

Lexus Encore Platinum benefits – including valet parking and on-demand vehicle loans – are standard for new Lexus owners.