Land Rover Discovery VS Lexus NX
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
- Stylish new exterior
- Top-shelf safety offering
- No need to start ticking options
- Infotainment system is very fiddly
- Not too much in the way of updates here
- F Sport looks far more sporty than it is
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|
If Elon Musk could somehow harness the speed at which the new-car market moves, intergalactic space travel would no longer be an issue. Forget hyper-sleep pods and one-way trips that take decades, he could instead be tanning on Mars in the time it takes you to pick up milk.
And that's because new models come and go with a pace that makes the speed of light feel like dial-up internet (or worse, the NBN), and that throws up all sorts of challenges for manufacturers.
Case in point? The good folk at Lexus, who have just launched their updated NX into the premium mid-size SUV segment. And with new suspension, a touched-up grille, some cool new safety stuff and better in-car technology, it all sounds like pretty good news.
Except that, while Lexus has been nipping and tucking, key competitors like Audi and BMW, have been working on all-new models. So the question now is, has this mid-life freshening made the NX cutting-edge enough in the face of all this new competition?
|Fuel Type||Hybrid with Regular Unleaded|
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
Enough to keep the Lexus feeling fresh in a competitive market, this mid-life update also adds plenty of value to the NX equation. Whether improved standard safety, a longer warranty than its key competitors and a fresh new face will be enough to drag buyers out of other all-new models remains to be seen, but it certainly helps keep the NX from showing its age.
Is the Lexus NX edgy enough to tempt you away from its German competitors? Let us know in the comments 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.
If no news is good news, then things are looking great for the NX. Fortunately, then, Lexus' little SUV always cut a fine-looking figure on the road, and the small changes keep it looking sharp.
So, new stuff; the pinched-in-the-middle spindle grille of other new-look Lexus product makes an appearance, and does give the front end a cool and vaguely menacing appearance. The grille is the big news, but there are also new headlamp clusters, new alloy wheel designs and new chrome-tipped exhaust tips on the F Sport models.
Inside, the changes are significantly smaller. There's a larger keypad for Lexus' infuriating infotainment system, new interior colours and a bigger, easier-to-read clock. Put it this way, when part of the headline news inside is new, more ergonomically designed air-con buttons, you're not talking huge changes.
But the cabin still feels a bit of a mixed bag, if we're honest. The screen has grown, which is good, but Lexus persists with this weird mouse-pad style system to control it, which, despite being made easier to use this time around, is still plenty fiddly, and feels out of date compared to some of its competitors.
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 4640mm long and 1870mm wide NX is actually pretty spacious wherever you sit. Up front, there are two cupholders separating the driver and passenger, along with a strange box-shaped storage space with a (somewhat suspicious) mirrored lid. There's also a central storage bin, which, in the upper-tier models, is also home to a wireless-charging pad, along with a power source and USB connection.
Step into the back seat, and head-, leg- and toe-room (behind my 172cm driving position) is generous enough for longer trips, and the pull-down divider that separates the rear seat is home to two more cupholders, with room in each of the four doors for bottles.
There are vents (but no temperature controls) for backseat riders, and an ISOFIX attachment point in each window seat, but there are no power or USB ports on offer.
Boot space is an easy-to-load 500 litres, and that number swells to 1545 litres with the 60/40 rear seats folded flat.
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 NX still arrives in three trim levels; the entry-level Luxury, the performance-styled F Sport and the top-of-the-range Sports Luxury, and there are two unchanged engine options; a 2.0-litre turbocharged petrol unit (which is fitted to 300-badged cars) or a 2.5-litre hybrid setup (in the 300h-badged vehicles). The NX is still available in two- or all-wheel drive.
Sadly, though, the extra kit has come at a cost, with price increases across most of the range.
The entry-level (although it sure doesn't sound like it) Luxury cars will set you back $54,800 for the NX 300 and $57,300 NX 300h in two-wheel drive, climbing to $59,300 and $61,800 respectively if you spring for the AWD models.
New stuff includes auto-dipping wing mirrors, a bigger 10.3-inch multimedia screen controlled through a larger and allegedly easier to use remote-touch controller, a shark-fin antenna and new interior colour and material choices. That all joins the existing 18-inch alloy wheels, 10-speaker stereo and leather-trimmed seats.
The big news, though, is the standard inclusion of the Lexus Safety System + package across the range, but we will drill down on those details under the Safety sub-heading.
Step up to the F Sport trim and the cost of entry climbs to $60,800 for the NX 300 and $63,300 for the NX 300h in two-wheel drive (the first time that's been offered), and $65,300 and $67,800 for the AWD cars.
And for that money you'll add a new variable-suspension set-up (a system borrowed from the Lexus LC500), along with four driving modes and performance dampers at the rear. Inside, expect a vaguely sporty focus, with new paddle shifters, metal pedals and new scuff plates. A wireless phone charger arrives here, too, along with a head-up display, heated and cooled front seats and better multi-LED headlamps.
Outside, the sporty wand has been been waved over the F Sport's exterior, with more aggressive front and rear bumpers and a reshaped grille.
Finally, the NX range tops out with the Sports Luxury, which is only available with AWD and will set you back $73,800 for the NX 300 and $76,300 for the NX 300h.
That not-insignificant investment buys you the same variable suspension setup as the F Sport cars, but adds some genuine niceties like a leather-trimmed interior, a full-colour head-up display and a 14-speaker Mark Levinson stereo. You'll also find a moonroof (which is a sunroof, in case you're wondering).
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.
Yes, the model name climbing from 200 to 300 suggests bigger engines and more power, but both under-the-bonnet options are unchanged for this facelift.
The 300-badged cars arrive with a turbocharged 2.0-litre engine, producing 175kW at 4800rpm and 350Nm at 1650rpm. It pairs with a six-speed automatic, and can drive either the front or all four wheels - the latter adding about 60kg to the kerb weight. Expect a 7.3 second sprint to 100km/h in FWD cars, and a 7.1 sec sprint in AWD models.
The 300h cars make use of a naturally aspirated 2.5-litre engine good for 114kW at 5700rpm, and that pairs with an electric motor that lifts total outputs to 147kW and 270Nm. And it's here where the benefits of all-wheel drive shine, with the all-paw cars fitted with a bonus motor at the rear, producing an extra 50kW and 139Nm - although that bonus power is only intended to help with initial traction, and doesn't impact overall outputs.
The hybrid engine pairs with a CVT auto and can be had in two- or all-wheel drive, but performance times aren't quoted.
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).
You'll be utterly unsurprised to hear the hybrid version is the easiest on fuel, sipping 5.6 litres per 100 kilometres on the claimed combined cycle, and 5.7 litres should you opt for AWD. Emissions (C02) are a claimed 131g/km, 133g/km for the all-paw cars.
The turbocharged petrol will use 7.7 (2WD) or 7.9 (AWD) per hundred kilometres claimed/combined, and emissions are pegged at 178g/km (2WD) or 184g/km (AWD).
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.
It's anything but an overhaul, but the little changes don't dent the NX's on-road appeal.
While genuine sportiness still feels elusive, we tested the NX over a huge variety of road surfaces, and it always felt connected and involved, if never quite sporty.
Yes, the tyres will moan and the front end will begin to push wide if you insist on asking too much of it, but drive it as 99.9 per cent of its owners will surely do and the suspension (re-tuned in the entry level model, or all new in the top-tier cars) does an absolutely fine job of sorting out bad road surfaces, while still offering enough dynamic poise to keep you confident on twisting roads.
Lexus tells us that a key focus for this update was ride and handling - hence the suspension adjustments and upgrades - and general NVH (in other words, how quiet and comfortable it is in the cabin), and while it's possibly not quite as cocooning as we were expecting, the cabin is still a nice and refined place to spend time.
In short, it remains an easy and trouble-free drive, only now with plenty of bonus safety stuff that will step in if required.
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 NX's safety credentials can't be questioned, with this mid-life update sharing the best of the safety kit right across the range.
Every NX now gets the Lexus Safety System+ package as standard, which includes AEB, active cruise and a lane-departure-warning system. All that stuff joins blind-spot motoring, rear cross-traffic alert, trailer-sway control and an upgraded reversing camera with a new widescreen mode.
The Lexus NX received the maximum five-star ANCAP safety rating when crash tested in 2015.
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.
The NX is covered by Lexus' four-year, 100,000km warranty, and the Japanese brand will offer you a loan car during each service, or pick up and drop off your car from your home or work. Which is lovely.
Service intervals are pegged at 12 months or 15,000km, with the first one free of charge.