Land Rover Discovery 3 TDV6 HSE

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The Land Rover Discovery has been around since 2005 but recently has been given a mid-cycle makeover, for the 2009 model-year. This is one vehicle that on paper makes a persuasive argument as a family wagon, off-roader, workhorse and tow vehicle.

The new Discovery 3 is the first completely new platform since the first Discovery in 1991, which itself used the chassis and much of the running gear of the Range Rover (which dated back to 1970). While the subsequent updates (the Discovery II in 1999 and 'New Look Discovery' in 2003) made subtle improvements to the Discovery to keep it contemporary, by the end of its run in 2005, the Discovery II had been overtaken by much more modern competitors.

The Discovery 3 was a revolutionary step forward in design and execution - nothing was shared with earlier models.

The Discovery 3's chassis is a hybrid of separate and monocoque construction (although technically, it is still a separate chassis, like its forebears) and the result is a very stiff platform (and a heavy one).

The all-independent suspension (with ride-height adjustable air springs on all but the base S model) and the Terrain Response driving modes are standout features of this technically advanced 4WD wagon.

The Discovery is available with petrol 4.0-litre V6 and 4.4-litre V8 engines and a 2.7-litre turbo-diesel V6 engine (as tested here). Prices start at $66,490 for the SE V6, the S TDV6 is $67,590, the SE TDV6 $75,990, the HSE TDV6 $86,590 and the HSE V8 is $92,990.

Standard equipment on all Discoverys includes remote central locking, stability control, anti-roll mitigation, brake assist, ABS brakes, electronic park brake, front and side curtain airbags, cruise control, electric adjustable exterior mirrors, automatic climate control and leather seats.

All Discoverys have a tow pack as standard, too, which includes the quick-release towball receiver, and wiring and plug socket. The towbar tongue is $156.

RIDING ON AIR
At SE level the main additions are: Terrain Response and high-adjustable air suspension (instead of coils), third-row seats (making seven-occupant capacity), rain-sensing wipers, headlight wash, 18in alloy wheels (over the TDV6's 17in alloys) Bixenon headlights and front fog lights. The HSE in addition has electric front seat adjustments and a centre console cooler box, rear air-conditioning and a Harmon-Kardon hi-end sound system.

The Discovery 3 interior is a very well thought-out and practical design. The cabin is easy to access, easy to see out of and offers a lot of space for people of all sizes in all seating positions (although the driver's seat feels as if the base tilts down at the front when trying to increase seat height).

There are plenty of storage trays and pockets in the cabin, and several drinkholders and 12V sockets, too.

The seat folding design in the second and third rows (where seatbacks simply drop flat into the floor) opens up a huge, long, wide squared-off loadspace. The bi-fold asymmetric split tailgate is another clever design - you can get in closer to gain access to the load area or make use of more picnic table or seating space on the other side.

The Discovery 3 is extremely easy to see out of, even in an urban environment (the high seating position and low glass line gives a better view than many cars) and the main controls are very simple to find and use, the centre stack containing the audio and radio controls (plus parking distance control disable, central locking release and so on) is full of little buttons that take a while to differentiate - although this is something you'd probably get used to.

The TDV6 engine is a strong and smooth performer, although it has become a little dated in terms of peak outputs and smoothness compared with newer units on the market. In day-to-day driving, the TDV6 gives a push in the back response to throttle input and generally responds quickly to driver commands.

However, when push comes to shove, the turbo-diesel suffers turbo lag - like most do off the mark - meaning short traffic gaps should be taken with prudence, and while a strong mid-range is useful, it doesn't quite haul the 2700kg with the same alacrity that some competitors do.

The six-speed automatic with manual mode shifts very smoothly, but like some others in the market, annoyingly will not hold gears once it reaches certain revs (about 4000rpm in this case). The Discovery doesn't have great engine braking for long descents, and you have to be aware that if it reaches 4000rpm it will automatically change up - even if you are in manual mode.

The Discovery feels like a large vehicle on the road - in its width, especially - while driving around town, but once used to it, on the open road it feels quite nimble with quick steering, a relatively flat cornering attitude and good grip from original equipment 4WD tyres. It is able to keep a fast flowing pace without the driver having to work hard to do so.

Ride quality is very good in the Disco', with all but large holes soaked up without complaint. It is a very well balanced, smooth riding 4X4 wagon.

CHOSE YOUR TERRAIN
Off road, the Discovery is very good, with the traction control, good wheel travel, tough underbody and height-adjustable suspension. The Disco's Terrain Response programmes permit particular off-road scenarios to be played out with the vehicle already pre-programmed to deal with it, making off-road excursions easy even for the novice.

The Discovery's turbo-diesel engine is quite economical, with under 10lt/100km achievable on the open road and around 13lt/100km in city traffic. While towing, we saw fuel consumption slip into the 16lt/100km region.

The extra 1600kg on the back of the Discovery as we tested it hardly blunts its low-speed response, so picking gaps in urban multi-lane roads isn't a problem, especially with the huge side mirrors. These mirrors have to be watched carefully in narrow streets, and while you may curse them in such tight spots, you'll love them when towing on the open road for the fantastic vision they allow.

When you do get out on the open road, the Disco' settles into an easy cruise that is only affected by long, steep hills, when the silky-smooth transmission has dropped back a few gears to attempt keeping momentum up. In hilly country with a heavy trailer the Discovery needs a little patience.

The suspension took on the weight well and if anything, ride quality generally improved. There was some slight pitching motion that made the driver always aware a trailer was behind on bumpy roads, but otherwise the Discovery shoulders the load remarkable well.

Service intervals are normally 12,000km/six months, but are halved for what Land Rover calls ‘Arduous conditions' (which includes towing heavy trailers) to 6000km or three months.

The Discovery 3 has been on the market now for four years and it is still among the better vehicles in its class, if not the best. While the styling doesn't please everybody, there is no argument about the practical interior, blend of on-road and off-road ability and above all, the towing capability.

For more info about the Discovery 3, visit www.landrover.com.au