Land Rover Discovery 2014 Review

Even though it may look ostensibly the same as its 2013 counterpart, the MY14 Land Rover Discovery has been upgraded in several key areas. In line with a stronger brand presence, as detailed at the New York Motor Show earlier this year, the Discovery nameplate is now emblazoned across the vehicle’s snout for the first time. But it’s the hard spec changes that matter most.

The variant we have on test is the latest petrol variant, in top-level HSE specification with a $96,200 (plus on-road costs) base price.

Gone is the burbling 5.0-litre V8 and its 14.1L/100km combined thirst, and in its place is a 250kW/450Nm supercharged V6 ‘sipping’ 12.0L/100km taken from the Jaguar coffers. The MY14 petrol also gains two extra gears, now using the ZF-sourced eight-speed transmission first introduced on Disco’s diesel variants a year ago.

In addition to the engine and updated badging, styling changes also include an updated bumper, new headlight design and ‘distinctive signature’ LED DRLs, plus redesigned alloys, here in 20-inch diamond turned split-spoke design (an additional $2500).

Indeed, the tested seven-seat HSE comes with a whole swathe of tasty (but optional) treats, pushing its as-tested price to $115,210.

A sunroof ($3860), soft Windsor leather pews in almond ($2960), 17-speaker, 825-watt Meridian surround audio ($2060), DAB+ digital radio ($850), surround camera system ($2000), ‘Grand Black’ lacquer trim finisher ($1880), ‘Luxor’ metallic paint ($1800) and privacy glass ($1100) covers the difference, and the whole makes for a vehicle with great presence and comfort.

Personally, I’d rather drop a couple of the options listed above in favour of the locking rear differential ($1060) and wade-sensing system (only $340, but offered only in conjunction with the $700 ‘reverse traffic detection with blind spot monitor and closing vehicle sensing’ package) to maximise the Disco’s off-road capability.

That last point is, however, worth reiterating, as it’s still a widely-held (and justified) belief that these Land Rovers are as capable an off-road vehicle as you can find, straight off the showroom floor.

The combination of excellent outward visibility (thanks to the ‘Command Driving Position’), Terrain Response Control, Hill Descent Control, a dual-range gearbox, locking centre diff and – perhaps most importantly – Land Rover’s trademark electronically-controlled air suspension gives the Disco an air of off-road invincibility.

To discover (ha!) this for myself, I pack my new fly fishing rod and head for the streams around Mt. Buller, in search of some hard-to-get-to trout lies.

First, that meant a couple of hours of on-road slog with normal-height suspension, the Terrain Response programs turned off, high range selected, and the high-quality stereo system turned up.

You definitely sit high in the Disco – I dwarfed the Nissan Pathfinder long-termer in the carsales carpark – but it’s quite amazing how a 2565kg, aerodynamically-boxy off-roader can cruise along at 100km/h with barely a murmur of NVH.

Okay, it corners as if it is on stilts, requiring a patient ‘turn, wait, response’ driving style, and the brake pedal becomes soft once the highway gives way to twistier tarmac, but it’s really quite a manageable beast. It doesn’t like traffic though… a few minutes among the daily shuffle saw the fuel economy spiralling towards 20.0L/100km in no time.

On the open road, I set about reducing that fuel figure somewhat, and we turn onto the gravel river access track with a reading of 14.1L/100km, the cultured-sounding V6 quiet cruising, barking when accelerating – but still too thirsty.

This track, recently graded, is smooth and wide, the Disco taking it in stride with well-judged stability control trimming any excesses in ‘Grass, gravel, snow’ mode.

Once I cross the river (via a bridge, sadly), the track becomes substantially more specialised, a muddy surface further slicked by rain, substantial ruts, precipitous climbs and steep descents. A perfect place for a Disco – especially as it’s started raining.

I select ‘Off-road height’ via a console switch, and the Land Rover whirrs and grows as I sit. Another button flashes ‘Low range’ on the dash display, and a tweak of a dial shifts the Terrain Response to ‘Mud and ruts’. Finally, a pull on the left-side, wheel-mounted gearshift paddle allows me to enter ‘Command shift’, to give complete control over gear selection.

Immediately, dash information suggests ‘starting in third-gear in slippery conditions’; a nod to both the effectiveness of the low-range gearing and the torque and response of the snarly, supercharged petrol engine, even if it lacks the 600Nm stump-pull of the SDV6 diesel.

As the ruts become deeper and the surface muddier, the Discovery starts leaning on its traction and stability systems more. The road-biased tyres, so unobtrusive on-road, feel outclassed by the vehicle itself in these treacherous conditions, quickly becoming slick with mud.

Thankfully, the hill descent control, combined with a low-gear selection, enables the Discovery to literally crawl its way back down towards the river, at a clearing devoid of any signs of human life. That’s good for my fishing, but not for my gloating about the Landie’s capabilities, a look back up the access track revealing just how wet and slippery the surface had become.

Returning to the clearing after a few pleasant hours casting nymphs, I noticed how muddy the Disco (not to mention the surroundings) had become. A word of advice: No matter how lovely and soft it may look, don’t spec light-coloured leather and carpets if you plan on getting dirty.

That aside, I can’t think of any better way of spending low-six figures on a truly multi-purpose machine… unless you spec the diesel.