Subaru Forester vs Land Rover Discovery Sport

What's the difference?

The Subaru Forester 2.5i-S continues to impress me. It’s a very practical family car with its features and use of space but I like the price, too. Some of the old-school design aspects won’t appeal to everyone, though. I also would prefer a more powerful engine but this easily gets an 8.0/10 from me.

My son liked his view this week and the big sunroof, he gives it a 7.0/10. 

Flexible, dynamically capable, and nicely put together, the Land Rover Discovery Sport S P200 packs a lot into a small/medium SUV package. It gives some ground to its premium competitors on equipment, but has a seven-seat ace up its sleeve, with genuine off-highway ability to boot.

The 2023 model hasn’t seen a facelift and remains decidedly curvy with its chunky body panelling but the LED exterior lights add some sharpness to the overall look.

The interior carries the ‘muscular’ vibe with the thick cutaways and ledges on the dashboard and door panels. There’s a lot happening inside but it all somehow manages to not be overwhelming.

It’s a bit old-school inside, with the traditional gearshifter, CD player (yep, they still exist) and smaller 8.0-inch touchscreen multimedia system but I reckon it just makes this look more capable.

It’s certainly polished but it won’t appeal to drivers who are looking for sleek or futuristic styling. 

Launched globally in 2014, and arriving here a year later, the Discovery Sport was given a comprehensive makeover in mid-2019, with an evolution of its exterior design, a refreshed interior, improved tech, and optimised packaging.

But at first glance you won’t notice a huge difference. The car’s overall proportions are unchanged, the signature clamshell bonnet remains in place, as does the familiar, broad, body-coloured C-pillar, and a strong, horizontal character line running the length of the car (just under the windows).

Although it looks like the roofline tapers to the rear, it’s more a case of the base of the windows (car designers call it the beltline) rising towards the back of the car. 

Styling tweaks include a new headlight shape (they’re now LED), as well as a revised lower grille and front air vents, bringing the baby Disco more in line with its larger, and newer, Land Rover siblings.

Changes at the rear are even more subtle, with a rearranged tail-light design the only discernible difference.  

Interior highlights include two large digital displays - a 12.3-inch instrument cluster, and a 10.25-inch ‘Touch Pro’ multimedia screen - as well as a new centre console design.

The previous rotary gear select dial has been replaced by a more conventional shifter, buttons and controls have been made softer and set in ‘hidden-until-lit’ gloss black panels, and the door grab handles have been relocated and reshaped to be… grabbier.

A reprofiled steering wheel with sleek black control panels attached is also new, but as with the exterior, big-ticket items like the flowing dashtop, main dash panels, and key storage areas are unchanged. 

Overall, the interior feel is clean, comfortable, and precisely composed. The Land Rover design team is on its game.

The interior is downright practical and boasts more space than this SUV class can usually claim. At 168cm (5'6") I have plenty of head and legroom in both rows, even with the electric sunroof! Tall passengers will feel comfortable, too.

Up front, the leather-accented seats are well-padded and both are electric with heating function but the passenger side misses out on additional lumbar support.

Individual storage options are quite good with a deep middle console and glove box, plus two cupholders and a drink bottle holder in each door.

The phone utility tray is a tad too small for my iPhone 8 Plus, which makes it awkward when you connect to the wired Apple CarPlay or Android Auto.

The 8.0-inch touchscreen multimedia system is on the smaller side but the graphics are super clear. It’s not laggy either, which is always a bonus, and has built-in satellite navigation, too. 

There is an additional 4.2-inch screen on top of the dash plus the 6.3-inch digital instrument panel – both display safety and vehicle information but I found it confusing jumping between all three screens while on the go.

Incorporating the smaller screen’s info into a larger instrument panel would have been better.

Charging options are good throughout with each row getting two USB-A ports but the front also enjoys two 12-volt ports too.

The back seat is almost as comfortable as the front and individual storage is better than average with a map pocket and two device holders on the backs of both front seats. There are those drink bottle holders and two cupholders in the fold-down armrest.

The amenities are a bit bare but I do like that you have directional air-vents and those USB ports.

My six-year old and my parents found it super easy to get in and out of this car because of the 220mm ground clearance.

The doors were a little heavy for my son to operate smoothly but I love how they open to almost 90 degrees because it made it easy to fit my monster booster seat through the aperture.

On that note, there are ISOFIX child-seat mounts on the outboard seats and three top-tether anchor points and I reckon you might get lucky with three skinny seats.

There should be plenty of room for front passengers when a 0-4 rearward facing child seat is installed, too.

I really like how wide and tall the aperture is for the boot but was surprised that it only has 498L of capacity because it looks a lot bigger.

It has a level loading space but because of the full-sized spare wheel, you can’t adjust the floor level. And as always, it’s great having a powered tailgate.

As mentioned, the Disco Sport isn’t huge on the outside (4.6m long), but interior packaging is impressive. A dash which slopes markedly back towards the base of the front screen helps open up the front passenger space, with 12-way electric front seats (with two-way manual headrests) adding extra flexibility 

There’s plenty of storage on offer, including two cupholders sitting side-by-side in the centre console, and a drop-in cover for them is supplied if you’d prefer a shallow, dished tray. There’s also a lidded storage box (which doubles as an armrest) between the front seats, a generous glove box, an overhead sunglasses holder and door pockets with enough room for bottles.

The second-row seat is amazingly roomy. Sitting behind the driver’s seat, set for my 183cm height, I had ample leg and headroom, and at getting on for 2.1m from side to side, the Discovery Sport punches above its weight division in terms of width.

Which means you can realistically seat three adults across the middle row, for short to medium length trips, at least. Adjustable air vents for back-seaters are a welcome inclusion, as are a pair of cupholders in the fold-down centre armrest, map pockets on the front seatbacks, and decent door bins.

If you’re willing to launch a UN-style diplomatic mission to negotiate relative space for those in the second- and third-row seats, the manual slide and recline function for the centre row will act as a handy mediator.

As mentioned earlier, Land Rover makes no bones about the fact that the third row is best for kids, but having that occasional seating capacity can be a godsend in helping the car accommodate extra family friends or relatives. There are cup/bottle holders and small elasticised storage pockets for each ‘way-back’ seater.

Getting in and out is relatively painless because the back doors open to almost 90 degrees, and the centre row seats fold forward easily. 

Worth noting the third-row seat is standard, and removing it is a no-cost option, the trade-off being the move to a full-size spare wheel and tyre rather than the otherwise standard space-saver.

Boot capacity comes in three sizes, depending on which seats are raised or lowered. With all seats upright, load space is a modest 157 litres, enough for a few grocery bags or some soft luggage.

Drop the 50/50 split-folding third row, via a user-friendly release mechanism, and 754 litres opens up. Our three-piece hard suitcase set (36, 95 and 124 litres) slipped in with room to spare, as did the jumbo size CarsGuide pram.

Fold away the third row as well as the 40/20/40 split second row, and no less than 1651 litres will have you thinking about starting a furniture moving side hustle.

There are sturdy tie-down anchor points at each corner of the load floor, and a handy netted pocket behind the driver’s side wheel tub.

In terms of media connectivity and power options, there’s a 12-volt outlet in the front and centre rows, and a USB port up front.

‘Our’ car was fitted with the ‘Power pack 2’ option ($160), which adds USB sockets for the second and third rows, as well as a wireless charging bay up-front ($120). 

Towing capacity for a braked trailer is 2200kg (with 100kg towball download), 750kg unbraked, and ‘Trailer Stability Assist’ is standard. The stability assist system detects trailer sway movements at speeds above 80km/h, and manages them through symmetric and asymmetric braking of the car.

At $60,500, before on-road costs, this entry-level Discovery Sport S P200 is at the lower end of the price ballpark occupied by a slew of small-medium premium SUVs, including the Audi Q5, BMW X3, Jaguar F-Pace, Lexus NX, Merc GLC and Volvo XC60.

But not all of them are all-wheel drive, and precisely none of them offer seating for seven.

Dip into the mainstream and a bunch of similarly sized seven-seaters pop up; think Hyundai Santa Fe, Kia Sorento, Mazda CX-8, and Mitsubishi Outlander. 

Then there are those living between these two worlds, like the Peugeot 5008, Skoda Kodiaq, and VW Tiguan Allspace.

So, this Disco Sport’s value equation is critical in allowing it to stand up to its five-seat luxury rivals, stand apart from its seven-seat mainstream competitors, and get ahead of everything in between.

To that end, aside from active and passive safety tech (covered in the Safety section), this entry-level model’s standard equipment list includes, rear fog lights, auto LED headlights, rain-sensing wipers, 18-inch alloy wheels, electrically-adjustable front seats, a leather-trimmed steering wheel, ambient interior lighting, and ‘Luxtec’ faux leather and suedecloth seat trim..

Then you can add, dual-zone climate control, six-speaker audio (with eight-channel amp), Android Auto, Apple CarPlay and Bluetooth connectivity, sat nav, the ‘Online Pack’ (browser, WiFi, and smart settings), 10.0-inch media touchscreen, central TFT instrument display, adaptive cruise control (with speed limiter), as well as keyless entry and start. 

Overall, a solid but not eyebrow raising suite of standard features for a car that’s crested the $60K barrier.  

Our Forester model has a 2.5-litre, horizontally-opposed four-cylinder 'boxer' petrol engine with a maximum power output of 136kW and 239Nm of torque.

It’s not the most powerful engine but I feel it had plenty of power for what I required of it this week. It can occasionally whine if you push it hard on a hill.

This is an all-wheel drive but has a continuously variable auto transmission, which can feel a bit clumsy at lower speeds.

The Land Rover Discovery Sport S P200 is powered by a 2.0-litre, four-cylinder, turbo-petrol engine producing 147kW at 5500rpm and 320Nm from 1250-4500rpm.

It’s part of Jaguar Land Rover’s family of modular ‘Ingenium’ diesel and petrol engines, built around multiples of the same 500cc cylinder design. 

The all-alloy unit features variable intake and exhaust cam timing, variable (intake) valve lift and a single, twin-scroll turbo.

Drive goes to all four wheels via a nine-speed (ZF-sourced) automatic transmission, and front and rear diffs, with torque on demand to the rear axle.

The official fuel figure for the combined cycle is 7.4L/100km and my real-world usage came to 6.9L. That’s great economy for this sized SUV but I did mostly open-road driving this week. Expect it to be higher in the city.

Based on the combined fuel figure and the 63L fuel tank, you should be able to get a driving range of around 850km, which is good for those families who like to do road trips.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.1L/100km, the S P200 emitting 188g/km of CO2 in the process.

Over close to 400km of city, suburban and quite a bit of freeway running, we recorded 10.1L/100km, which is a passable result.

Minimum fuel requirement is 95 RON premium unleaded and you’ll need 65 litres of it to brim the tank.

I’ve mostly enjoyed driving this around town but it delivers a steadier experience on the open road. That CVT auto just doesn’t do it any favours in stop/start traffic, I’m afraid!

I didn’t have to get too aggressive with the accelerator on hills, but the engine can whine if you push it too hard.

Overall, the steering is responsive enough to confidently take on a winding road but it’s on the looser side of firm. The ride comfort is superior and while the suspension feels super cushioned, it’s not floaty.

The cabin can get a bit loud at higher speeds and your senses might feel battered after a long trip but it is otherwise pleasant to be in.

I am particularly fond of the higher driving position and how the windows at the rear are so wide. It has great visibility, which is important in a SUV.

The exterior styling makes the Forester appear a lot larger than it is but the 10.8m turning circle reminds you how easy it is to manoeuvre! 

The reversing camera is clear and I love the additional side camera that shows the front left wheel. It makes it easy to line up the car with parking lines.  

Land Rover claims 2.0-litre turbo-petrol versions of the Discovery Sport will accelerate from 0-100km/h in 9.2sec. Anything under 10 seconds is reasonably swift, and the S P200 makes good use of all of its nine gear ratios to keep things on the boil.

Maximum torque of 320Nm isn’t huge pulling power, especially when we’re talking about shifting a close to 2.0-tonne (1947kg) seven-seater. But the twin-scroll turbo’s contribution means every one of those torques (actually newton-metres) is available from just 1250rpm, all the way to 4500rpm. So, mid-range performance is energetic enough. 

If you really want to press on, peak power (147kW) arrives at a lofty 5500rpm, just 500rpm away from the engine’s nominal rev ceiling. At which point, having remained a relatively low-key whirr in the background, the engine makes its aural presence felt.

The Cleary family (of five) took to the highway and some rural back roads for a weekend away during the test period, and open road performance was stress-free, with more than enough oomph for easy cruising and (well-planned) overtaking.

Seamlessly shuffling drive between the front and rear axles, the Terrain Response 2 system coped admirably with graded, but slightly rutted dirt roads, the car feeling secure and composed at all times.

Suspension is strut front, multi-link rear, and ride quality is good, especially in the context of an off-highway capable SUV. And the seats proved supportive and comfy over long stints.

Standard 18-inch alloy rims are shod with 235/60 Michelin Latitude Tour HP rubber, an on-road focused tyre which proved grippy and surprisingly quiet.

Electrically-assisted steering delivers impressive feel and accuracy, while the brakes, by ventilated disc all around (349mm fr/325mm rr), are progessive and strong.

And although we didn’t push into hardcore off-road conditions, those keen on doing so will want to know the car’s wading depth is 600mm, obstacle clearance is 212mm, approach angle is 25 degrees, ramp angle is 20.6 degrees, and the departure angle is 30.2 degrees. Enjoy the rough stuff.

The Land Rover Discovery Sport scored a maximum five ANCAP stars when it was assessed in 2015.

Active safety tech includes the usual suspects like ABS, EBD, EBA, traction control, stability control, and roll stability control, with higher level systems including, AEB (low- and high-speed front), lane keep assist, blind-spot monitoring, traffic sign recognition and adaptive speed limiter, adaptive cruise control, front and rear parking sensors, a reversing camera, and driver condition monitoring. 

Off-road and towing tech includes ‘Hill Descent Control’, ‘Brake Hold’, ‘All Terrain Progress Control’, and ‘Trailer Stability Assist.’

An impressive suit, but… you’ll have to pay extra for, a 360-degree surround camera, park assist, blind-spot assist, rear cross traffic alert, and tyre pressure monitoring.

If a crash is unavoidable, you’ll be protected by seven airbags (front head, front side, side curtain covering all rows, and driver’s knee).

The Discovery Sport is also equipped with an airbag under the bonnet to minimise pedestrian injuries. Big tick for that..

There are three top tether points to secure child seats/baby capsules across the centre row seat, with ISOFIX anchors on the two outer positions. 

The on-going costs are quite reasonable on this with it coming with a five-year/unlimited km warranty. You can choose to pre-purchase a three- or five-year capped-priced servicing plan, which is cheaper than a pay-as-you-go option.

It’s $1387.25 for the three-year plan (averaging $463 per service). Expect to pay $2674.64 for the five-year plan (averaging $535 per service) but both plans are competitive for the class.

Servicing intervals are average at every 12 months or 12,500km, whichever occurs first.

Land Rover offers a three year/100,000km warranty in Australia, with 24-hour roadside assistance included for the duration.

That’s well off the mainstream pace, which sits at five years/unlimited km, but on the upside, three years paint surface cover, and a six year anti-corrosion warranty are part of the deal.

Service requirement is variable, with a range of on-board sensors feeding into a service interval indicator in the vehicle, although you can use 12 months/20,000km as a guide.

A fixed ‘Land Rover Service Plan’ set at five years/102,000km is available for $1950, which isn’t too shabby at all.