Tow Test: Land Rover Discovery 3 TDV6 HSE

SPACIOUS PERFORMER

Ford may be seeking out new owners for Land Rover (the frontrunner is the Indian truck and 4WD manufacturer, Tata) but there is no doubt that its product line-up is in good shape, led by the Discovery.

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

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

The chassis is a hybrid of separate and monocoque construction (although technically, it is still 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.

ATTRIBUTES
The Discovery is available with petrol 4L V6 and 4.4L V8 engines and a 2.7L turbodiesel V6 engine (as tested here). Prices start at $63,990 for the SE V6. The S TDV6 is $66,250, the SE TDV6 $75,990, the HSE TDV6 (as tested) $84,990, and the HSE V8 is $90,990.

Standard equipment on all Discoverys includes remote central locking, stability control, anti-roll mitigation, brake assist, ABS brakes, electronic park brake, front and side and side-curtain airbags, cruise control, heated and electrically adjustable exterior mirrors, automatic climate control and leather seats. All Discoverys have a tow pack as standard, which includes the quick-release towball receiver and wiring and plug socket. The towbar tongue is $156.

At SE level the main additions are Terrain Response and height-adjustable air suspension (instead of coils), third-row seats (allowing for seven occupants), 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 Harman Kardon high-end sound system.

The Discovery 3 interior is very well thought out and practical. 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 you try to increase seat height).

There are plenty of storage trays and pockets, and several drink holders and 12V sockets.

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 load space. 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.

It's extremely easy to see out of the cabin, even in an urban environment (the high seating position and low glass line give a better view than many cars), and the main controls are very simple to find and use. However, 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.

ENGINE AND TRANSMISSION
The TDV6 engine is a strong and smooth performer, although it is becoming a little dated in terms of peak outputs and smoothness compared with newer units on the market. In day-to-day driving, it gives a push-in-the-back response to throttle input and generally responds quickly to driver commands. However, when push comes to shove, the turbodiesel suffers turbo lag (like most do off the mark), meaning that short traffic gaps should be taken with prudence. The strong mid-range is useful but 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.

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

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

ECONOMY
The Discovery's turbodiesel engine is quite economical, with under 10L/100km achievable on the open road and around 13L/100km in city traffic. While towing, we saw consumption slip into the 16s, and 17L/100km is a realistic figure to expect while touring with a heavy van at 90-100km/h.

TOWING
The Discovery was backed up in access mode (the lowest suspension setting, designed to make coupling easier) but this was too low to mount the coupling off the jockey wheel. With the air suspension raised to normal height, the coupling slipped on with no problem. The Geist we tested has a TBM of around 100kg, and the air suspension took care of any potential sag in any case.

The extra 1600kg on the back of the Discovery hardly blunts its low-speed response, so picking gaps in urban multi-lane roads isn't a problem, especially with the huge side mirrors. You have to watch these mirrors carefully in narrow streets but you'll love their fantastic view when towing on the open road.

When you do get out there, the Disco settles into an easy cruise that is only affected by long, steep hills, when the silky-smooth transmission has to drop back a few gears to keep momentum. In hilly country with a heavy van, the Discovery needs a little patience.

The suspension takes on the weight well and, if anything, ride quality generally improves. There is some slight pitching motion that always makes the driver aware a van is behind on bumpy roads, but otherwise the Discovery shoulders the load remarkably well.

The only downside to towing is that Land Rover specifically advises against the use of load levellers on its air suspension models as it interferes with the proper operation of the suspension system.

Service intervals are normally 12,000km/six months but are halved for what Land Rover calls “arduous conditions”, which includes towing heavy trailers.

THE BOTTOM LINE
With a recommended retail price of $84,990 there may be cheaper and more powerful 4WD towing wagons, but the Discovery is a very good package that allows good space utilisation in its enormous interior and great fuel efficiency in a smooth-riding and classy package. If Land Rover could just install its 200kW TDV8 in the Discovery, then it would be the perfect towing vehicle.

Thanks to Trevor from Geist Gosford, NSW, (02) 4324 7606, for the loan of the Geist caravan.

For more information about the Discovery 3, visit http://www.landrover.com.au/

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