Land Rover Discovery TDV6 HSE Luxury 2017 Review

The Discovery is certainly getting the full forensic treatment from motoring.com.au. We're analysing it down to a microscopic level.

We've taken one away for a tow test and we're doing the whole desert trek thing to explore the Discovery's off-road capabilities. On top of that, we've already found the fifth-generation Discovery to be a deserving winner of our car of the year for 2017.

Nonetheless, there’s one question remaining: How does the new Discovery stack up in the suburbs?

Two were tested, and the first in particular – a HSE Luxury variant with the TDV6 turbo-diesel engine – left a strong impression on everyone who rode in it. But some were shocked by the price, despite acknowledging the quality of design and fittings. Maybe we're just not used to British prestige brands asking more than their German rivals. Maybe it's unusual to see a vehicle, any vehicle, with over $41,000 worth of options fitted...

Yet that tight turning circle didn't detract from the Discovery's composure at touring speeds or even its grip and handling when flung around. There was plenty of feedback and the Discovery turned in promptly.

Body control for the air-suspended machine was simply phenomenal, and there was massive grip available, both braking in a straight line and when cornering. But curiously, the Discovery's stability control was calibrated to take over at lower speeds than the system in the Range Rover Sport – another seven-seat SUV from Land Rover.

At least the Discovery's stability control was very measured when it did intervene, but it left the driver uncertain of what the vehicle was going to do next.

Nothing, as it happened.

The Discovery just tracked around, even straightening out one double-apex corner, with little sensation of weight transfer influencing its attitude, despite its centre of gravity equalling two Italian sports cars stacked on top of each other.

At open-road speeds the Discovery just sat there, pointing straight ahead and holding the line with minimal input from the driver, even in damp and windy conditions. The Lane Keep Assist function actually did what it should do, 'nudging' the steering wheel if the Discovery's outside wheel drifted a little close to the line while negotiating a bend – all without being too intrusive. It communicated what was happening without startling the driver (as so many similar systems from other brands frequently do).

Similarly, the forward collision alert system hit the 'Goldilocks' target for being conspicuous, audible and timely... rather than premature, over-reactive and gratingly loud. And the Discovery would also tell you precisely where all Victoria's fixed speed cameras are located. I have learned much as a result of this advice and my life is so much the better for it.

The brakes were strong – but also provided soft stopping and good pedal feel. Impressively, the lightest lift of the foot allowed the idle-stopped engine to restart without the Discovery moving forward, even on a slight incline facing downhill. Braking in the Discovery TDV6 was a very safe undertaking, thanks also to the (optional, 22-inch) Continental tyres, which were ideal on the road and took some serious provocation before they began to moan.

Driven more sedately, the Discovery rode very well. The air suspension ensured it just wafted along, yet the big SUV handled all manner of different road imperfections with equanimity.

At 100km/h, the V6 was ticking over in eighth gear at about 1800rpm. There was a minute rumble present at that speed, detectable only because the Discovery generated little wind or road noise. Fuel consumption for the week averaged 10.2L/100km.

After driving the V6-engined Discovery TDV6 HSE Luxury, I also drove the Discovery SD4 HSE, powered by a turbo-diesel four-cylinder. The lower-spec Discovery didn’t quite match the V6 in the ‘joy to drive’ rating as the four-cylinder turbo-diesel was naturally a little coarser. But it wasn't lacking performance. Torque was easily tapped from low speeds and there was also plenty of urge right up to the redline. Spending more time around town than the V6 model, it actually used slightly more fuel for the week: 10.3L/100km.

There was an incessant ticking from the front left corner of the four-cylinder Discovery. It sounded like a small stone lodged in the wheel, since it wasn't audible at traffic lights.

In contrast the SD4 looked a little Spartan. And it didn’t match the TDV6 for all-round vision, being fitted with a reversing camera only.

The front seats in both vehicles were pleasingly comfortable and well-shaped, offering sufficient adjustment to set up the ideal relationship to wheel and pedals. No surprise there, given the TDV6's power driver's seat could be adjusted 16 ways, or 10 for the four-cylinder Discovery (and two more adjust the headrests manually).

It took little time to find the switches and how they operated, although first-time JLR owners would experience some difficulty locating the trip computer scroll button in the end of the indicator stalk. And it was surprising to learn the Discovery's voice recognition facility didn't work with the car's satellite navigation system.

There was a large, chilled receptacle under the centre armrest in the front of the TDV6. This looked good for holding a two-litre soft-drink bottle, at a pinch. And there was a novel cubby-hole behind the climate-control interface in the centre fascia. Push a button and the switch gear panel flipped down to reveal a soft-lined bin ideal to conceal valuables from prying eyes.

Electric switches on the shoulder of the seat tip the squab forward. Then it's a matter of manually sliding the whole seat forward for room to place your foot while entering. Knee room was a little tight if the second-row passengers required the full legroom stretch, but the Discovery featured excellent headroom in the third row, even with a sunroof fitted.

Accommodation in the second row was spacious, and there were B pillar air vents, comfy seats, climate control switchgear for the third zone, plus multiple HDMI (two) and USB ports (two for data and two for recharging alone). Add the entertainment monitors on the rear of the front-seat headrests and there was everything needed to keep kids amused and settled for hours. However, smaller kids may struggle to climb in unaided, even with the suspension lowered for access.

All seats in the second and third rows could be raised or dropped using switches inside the tailgate and there was a lightweight folding platform for ease of loading heavier goods or supporting spectators at the footy, cricket or horse racing, with the Discovery reversed into a parking spot at the oval or track. Like the seats, this platform was power operated (via a switch co-located with the others inside the tailgate on the left side).

The Discovery's boot floor was quite high, which might pose a problem for users of shorter stature when loading heavier items into the boot, but the floor was near enough to flat with the rear rows of seats folded.

Apart from the drivetrain components beneath the boot, there was also a full-size Continental (285/40 R22) spare tyre on an alloy wheel which matched the optional road wheels fitted to our test car ($4790).

Did the Discovery justify its pricing? Yes it did, in its standard form certainly. Maybe not so much with the options, although if social standing measured by the mega-carat is what you want, load her up…