The same Evoque, only with handles: test drive of the updated Land Rover Discovery Sport

The “old” 2015 Discovery Sport was a car of two kinds: quite modern on the outside and surprisingly archaic on the inside. Simple analog instruments, a bunch of primitive buttons and black plastic, silver inserts and a front panel architecture clearly inspired by the 2000s. Considering the course taken by the British to integrate at least two, and preferably three, screens into the interior, the widespread introduction of touch keys and glossy plastic, Discovery was clearly out of line with the concept. But in fact, its renewal was predetermined not even by fashion as such, but by the change of generations in the Range Rover Evoque, on the platform of which it was built.

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True, unlike the younger Range, Discovery did not receive a new index, retaining the L550 designation, and, accordingly, did not change generations - at least officially. An update without a generation change is all the more surprising since the Discovery Sport is a very popular model in the European market, where almost 34 thousand cars were sold last year, and indeed in global sales this particular crossover has remained a bestseller over the past two years. Against this background, the Russian 1.5 thousand is not much, but it’s already something. In general, it is unclear why the Evoque, with its move to the PTA platform, which remained a reworking of the Ford heritage under the acronym EUCD, deserved a new index, but the Discovery Sport did not. It’s hard to say whether this is saving money on developing a full-fledged update or just a pause before upcoming changes: it’s probably a mixture of the first and second. But under the minimally changed body, you can find some noticeable changes that are easily predictable given the change in platform. What is the essence of the new Discovery and does it make sense to buy it rather than the Baby Range?

Everything is new, but not very good

Those who read our spring test drive may get bored from the story about the technical base of the updated Discovery Sport. After all, “Sport” had previously, before the update, shared a platform with the youngest of the Range Rover family, and therefore the current update was a logical transfer of the car to new rails following its relative. In general, the technical specifications for preparing the model for electrification were issued to engineers 3.5 years ago, and the new “Disco” is based on the same conditionally new PTA platform - Premium Transverse Architecture (premium architecture for cars with a transverse engine), which, like butterfly, emerged from the cocoon of Ford's heritage in the form of a "trolley" EUCD with intermediate called D8.

Everything here is very similar to what we saw six months ago: for example, if you compare the body structure, it becomes noticeable that it is exactly the same as that of the Ewok. In addition to the hood, roof and trunk door, only the shock absorber cups and the front cross member on which the bumper is mounted are made of aluminum; Extra high-strength steel forms the front and rear side members, the B-pillar and the central cross-bar reinforcement, while the A-pillars and rear floor reinforcement are made of ultra-high-strength steel. The floor was raised by 25 mm to accommodate the installation of a battery and other hybrid equipment, and at the same time it increased (yes, it did not decrease) by 20% fuel tank. The engine, on the contrary, was lowered a little and work was done on its mounting scheme, reducing the level of vibration and noise. The restyled wheelbase has not changed - it is 2,741 mm, and the ground clearance is the same 22 cm.

Like the Ewok, the Discovery Sport has grown heavier: while the former weighs at least 1,800 kg, the Disco’s curb weight according to the DIN standard is 1,979 kg for the petrol and 2,009 kg for the diesel. One of the reasons can be considered the limited use of aluminum. External panels are made from it, as before - the roof, hood and trunk, but old crossover weighed 1,863 kg, and now, with a new hybrid scheme, which makes you carry with you optional equipment and battery, the curb weight has increased. Of course, engineers Land Rover The “fatness” is also explained by the increased capabilities in terms of passive safety: the body has become stiffer by 13% and generally takes impacts better.

Regarding the power units, everything also came into line with what we already saw, again in the Evoque: this is a systematic “soft hybridization” of the line, which also systematically did not reach us. In Europe, the only version of the Discovery Sport without a starter-generator and a 48-volt battery is the base one, which does not include all-wheel drive or the ZF nine-speed automatic transmission. All other cars are equipped with this set: a starter-generator, connected by a belt drive to the crankshaft, adds power during acceleration, and during braking, on the contrary, generates electricity and stores it in the battery. The battery in such a scheme cannot power the car autonomously, but it is never completely discharged. This is the same torque fill scheme as other “mild” hybrids: it only makes life a little easier for the engine and the driver, slightly compensating for turbo lag, and also providing 7% lower fuel consumption and 10 g/km lower CO2 emissions.

And now - good news. Those who are not impressed by all this additional weight (and few people are seriously impressed by it - we all understand that this is a forced measure of automakers driven into a corner by the “greens”) can breathe easy, because there will be no hybrids in Russia - not “soft” ones. ", nor connectable. Yes, in Europe at the beginning of next year there will also be a plug-in with a three-cylinder engine, a separate electric motor and a more capacious battery. Meanwhile, simple gasoline and diesel cars with two-liter in-line “fours” of the familiar Ingenium family in two boost variants each. The base will be a 200-horsepower gasoline engine, which in the more expensive version develops 250 hp, and diesel units produce 150 and 180 hp. respectively.

The suspension schemes have not changed - it is still the same MacPherson strut at the front and a compact multi-link at the rear. As before, adaptive shock absorbers are available for an additional fee, the stiffness of which is monitored and adjusted every 10 milliseconds. However, we’ll talk about what surprised the suspension a little later - first, let’s get into the car and look around the updated interior: restyling benefited it first of all.

Where are your pens?

As we already know, the interior required updating much more than the exterior: a scattering of black buttons on a black panel looked old-fashioned. However, what happened as a result of restyling can be assessed ambiguously: the front panel retained the dominant horizontal lines, but replaced physical keys with touch ones. The steering wheel and user interface design here are “general corporate”, but there is no third screen for controlling the Discovery Sport climate system - it’s not allowed by status. On the other hand, it is entitled to wireless charging, which is not available at any price for the expensive and avant-garde Jaguar I-Pace - in general, there is no need to look for clear logic here.

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In front of the driver's eyes, instead of traditional analog scales, there can be a 12.3-inch screen, which complements the 10-inch touchscreen of the multimedia system. There is no need to be sad about the absence of a third display: regardless of their number, they are controlled by a single processor, and the more there are, the heavier the hardware is - reviews from owners of other Ranges note complaints about a sluggish interface. The central touch screen, of course, is made using capacitive technology, and the resolution of both displays is completely sufficient: the picture is clear and easily distinguishable.

But with the lower touch panel, everything is not so clear. On the one hand, the proprietary design with convenient turn-and-push controls that can control temperature, airflow intensity, seat heating and ventilation, and at the same time off-road modes is convenient. The regulators themselves contain monochrome screens that display the climate settings, and other things are displayed around them depending on the selected control mode. But all other keys, such as heated windows, intensive cooling of the interior, control of the stop-start system, and so on, are touch sensitive, and getting into the desired zone on the go is quite difficult, and a careless “swipe” with your hand can cause a real bacchanalia. Leaving aside the obvious operational shortcomings such as the rapid contamination of the large black glossy canvas, we will at least be glad that the keys are contrasting and easy to read even during the day, and the orange power indicator is informative.

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The automatic transmission selector washer was replaced by a non-locking lever - the same as on the sister Evoque and other models of the concern such as the Jaguar E-Pace. This decision, like some other design and ergonomic details, is attributed by Land Rover to the idea of ​​“giving Discovery Sport even more sport”: they say, having a selector, the driver feels better connected when manual control and can recklessly pull on it, changing gears. Taking into account the possibility of ordering paddle shifters, the explanation seems somewhat far-fetched - on the other hand, the selector is indeed more familiar and easier to operate than a puck.

The rear row has changed little: the wheelbase here is 6 centimeters longer than that of the Evoque - 2,741 mm, so that passengers in the second row feel at ease, and the flat sofa is quite loyal to the third passenger. The third row, with a car length of 4,597 mm, is expectedly modest here, but it is quite possible to seat children on it - and it would not be worth expecting more from it. By the way, children in the second row will find charging ports useful, and you can order up to 6 of them at Disco Sport.

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Among the features of the interior organization in Land Rover, they note that the total volume of small compartments and boxes scattered throughout the cabin has increased to 45 liters, as well as the preserved seven-seat layout. We will note the wide seats, designed for large front passengers: the lateral support is so unobtrusive that slender riders will dangle between its bolsters. But the overall profile is quite comfortable, the lumbar support settings are even redundant, and the range of seat and steering wheel adjustments allows almost any driver to find a comfortable position.

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And there are also ceiling handles - yes, yes, on the one hand, this is a trifle, but on the other, neither the Range Rover Evoque nor the Jaguar E-Pace have them, and in a Jaguar the front passenger has to rest his feet on the floor in sharp turns and grab the semi-decorative frame on the central tunnel. In addition, the Range has external handles recessed into the doors - well, there are two full sets of them, which is definitely good for passengers: they will have something to grab onto on steep slopes. It’s not for nothing that, after all, there are so many electronic assistants for descending, ascending, fording and other off-road fun.

Everything is clear only off-road

At first, the choice of the outskirts of Barcelona for the test drive site seemed incomprehensible: a universal limit of 50 km/h and narrow serpentines, on which the Discovery Sport is only moderately happy heavy steering wheel with successful electric booster settings and a clear zero position. Rolls are moderate, asphalt habits are quite typical for a medium-sized crossover, except that the width of almost 2.2 meters, including mirrors, hints that it is better to drive 120 km/h on the highway than to pass trucks on narrow winding roads. At highway speeds, by the way, neither the wind noise nor the sound of the engine bothers you: despite the fact that double glazing “Disco” is not installed (even the more “status” Ewok does not have it), even without it the sound insulation is quite decent.

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Settings power unit, however, quite clearly hints that the word “sport” in the name is nothing more than a way to distinguish the model from the larger Discovery. Even the gasoline engine does not give the crossover any liveliness: you press the pedal to the floor, wait a second and a half, and the car confidently but smoothly begins to accelerate. In this sense, the choice of engine becomes quite simple: if you can’t see the difference, then why not save on fuel, gain in autonomy and get more traction by choosing a diesel engine? With it, Discovery Sport does not become noisier or even more phlegmatic, but fuel consumption according to the new and more “honest” WLTP cycle is a little more than 7 liters per “hundred”, which is quite possible to meet.

But now we drive off-road, and it becomes clear why the Discovery Sport interior still has ceiling handles and why inconvenient but numerous touch settings are needed on the multimedia display and on the climate control unit.

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In general, the all-wheel drive scheme of the car has not changed: in front there is a conditionally new power take-off unit, which cuts off the rear axle and connects it, if necessary, in 400 milliseconds. It can be considered conditionally new because the “old” Disco with the Active Driveline system had a similar capability - it’s just that now the control hydraulics have been replaced by electronics, which has simplified and lightened the design. Like the Evoque, the rear left axle shaft is equipped with a clutch that rear gearbox, which allows you to completely eliminate the rotation of unnecessary components during uniform movement: the front angular gearbox disables the cardan, and the rear clutch disengages the gearbox, and in total this results in lower friction losses and an additional 100 grams of fuel savings every 100 kilometers.

Discovery is ready to show off-road tricks even to those who will not drive off the asphalt: for example, while standing on a slope with the brakes on, you can press the pedal harder and see the Hold sign on the instrument panel, which means that the brake can be released. In the city it’s just a convenient feature, but on a slope it’s an opportunity, for example, to lean out of a window and not roll down. Although, strictly speaking, the Discovery Sport has so many all-round cameras that you don’t have to lean out: in addition to the cameras in the mirrors and on the nose, there are two cameras at the rear: the lower one is used for parking and viewing, and the upper one, with a water-repellent coating, is hidden in the fin antennas and works as a wide-angle rearview mirror: the image from this camera can be displayed on the mirror itself in the cabin. If you need to keep track of what’s going on under the wheels, you can turn on the “transparent hood” mode: in this case, the front and side cameras remember the image while driving and glue it into a single frame, broadcasting what is happening on the screen in the cabin.

In general, one of the most strengths"Disco" is geometry. The approach/departure angles themselves of 25 and 30 degrees with a ground clearance of 212 mm are not record figures, but the total capabilities are decent. Here, for example, clear example entry and exit to the overpass with additional extensions that increase the requirements for the ramp angle. It is clear that the obstacle is “calibrated” for the car - but it makes it quite clear about the geometric cross-country ability. In addition, the maximum climb angle that Discovery Sport can climb is equal to that of the new Defender - 45 degrees. By the way, it starts uphill quite confidently: the role of a lower gear here is played by the first gear with a ratio of 4.713.

But if you move slowly, you can get much more impressions, and positive ones. Discovery Sport is well trained in familiar techniques like going down a hill on its own, and it knows how to climb a hill, perhaps even better than most drivers. On one of the steep climbs, we found ourselves on a “diagonal” and, taking into account the extremely low speed - about 5 km/h - we were waiting for slipping and stopping, but “Disco” didn’t even falter, quickly grabbed the wheel that had lost traction and passed the obstacle at a smooth pace. But if you drive on your own, you might get stuck.

Here you will also find test drives of tuned and restyled versions of Land Rover. We try to go to proving grounds or race tracks to test the new Land Rover in the most extreme conditions. In our Land Rover test drives, we try to answer questions that interest all car enthusiasts. How does a car behave on rough terrain or on a highway? How comfortable will the owner feel behind the wheel of the chosen car and whether it is suitable for use on the roads of our country.

Therefore, before purchasing a car, be sure to read our materials to ensure you make the right choice.

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Tataritskii › Blog › Test drive Land Rover Discovery 5: From denial to acceptance

While I will post my old materials here with the slowness of a turtle, the new ones will also become irrevocably outdated. It's time to break this vicious circle! Of course, it would be hard to call the test drive of the new Discovery, which I wrote for 5Koleso magazine back in early March, fresh. And yet, soon “live” cars will reach dealers and customers who placed orders at the end of last year, so, with a stretch, we can call the material relevant. However, enough unnecessary words!

Test drive Land Rover Discovery 5: From denial to acceptance

At the end of the day, the sun setting behind the horizon illuminated the peaks of the red rocks, giving them an even more majestic appearance. The first day of traveling through the state of Utah with its incomprehensible beauties was coming to an end. But before checking into a hotel for the night and heading to Arizona, there was one more test ahead. The organizers of the test drive saved the most extreme off-road for last for the new, fifth Land Rover Discovery...

The geometric parameters are impressive: approach angle - 34°, departure angle - 30°, ramp angle - 27.5°

Parapets, diagonal hangings, side drops, 45-degree ascents and descents - each obstacle is more difficult than the last. Half of the route, in the windshield of my Discovery, I watched alternately the darkening evening sky or a gray cliff, ready to burst into the cabin at my first mistake. To avoid accidents, each crew was accompanied by an instructor from the global Land Rover Experience team. So mine galloped like a tour over stones, pointing in the direction of movement with his hand. Of course, it would be possible to display images from cameras on the 10-inch InControl Touch Pro multimedia display, but a person is still more reliable.

Discovery's maximum ground clearance emergency situation is 353 mm

"Discovery" also galloped. And in the literal sense. For a significant part of the route, only three wheels had close contact with the surface, and sometimes only two. Approaching a new rock, I mentally prepared myself that now was the very moment when I would fly down upside down. But the two-ton SUV, having taken a short break so that the Terrain Response 2 system in “auto” mode adjusted the main units for the new obstacle, passed as if nothing had happened. Confident. No hitches or slippage. And even on standard Goodyears and 21-inch wheels.

The final test before a well-deserved rest is to place the car across the slope at an angle of 30–35 degrees. By the way, despite the fact that the stated maximum is 35 degrees, in order for the “disco” to make “ears”, the inclination should be much greater. It’s just that after 35 degrees the units may begin to starve of oil.

The All-Terrain Progress Control system helps when starting on slippery surfaces and will get the car out of the mud. To the extent possible, of course

It looks like we went a little overboard on the final stretch. The steering wheel is turned all the way to the right, right front wheel hangs almost a meter in the air. Honestly, I even saw the instructor close his eyes. I also wanted to close my eyes, but to prevent gravity from pushing me through the window, I had to grab the passenger seat with my right hand, and it seemed that I could reach the ground with my left. Having placed the car in the maximum permissible position, I exhaled, and the guide went to show that all the doors, including the back one, opened and closed perfectly - a sort of demonstration of the rigidity of the body.

It was not without reason that I started with off-road qualities. The public barely saw the first official photos fifth generation Discovery and found out that frame structure gave way to a load-bearing aluminum body, as a general general cry began. Commentators were outraged that heartless marketers had turned the legendary SUV into a banal urban crossover. Meanwhile, the main characteristics were ignored: all-wheel drive, two locks, maximum ground clearance - 283 mm (for versions with spring suspension - 220), and in extreme conditions the SUV “stands on tiptoes”, rising to 353 mm from the ground, moves air suspension - 210 mm, fording depth - 900 mm, approach angle - 34º, departure angle - 30º, ramps - 27.5º, wheel articulation - 500 mm (for versions with spring suspension - 380 mm).

But, to be honest, the appearance is really debatable. In tribute to the memory of its predecessors, only a barely noticeable step on the roof and an asymmetrical tailgate remained. Moreover, if the first one also performs the function of increasing the space above the heads of passengers in the rear, then the second one clean water decor. You can no longer hang a spare wheel on the door: it is now solid and made of composite materials.

It’s interesting that overall the car is quite good-looking. Stylish lines, dynamic features - everything we love today. And if it were some other new model Land Rover company, it would have been received much warmer. It’s just that over 27 years, the automaker itself has taught us that Discovery is a country guy who prefers fist fights to discos. And suddenly, after four generations, the design of which was sketched exclusively with the help of a ruler, he is born. Arguments such as aerodynamics, safety and environmental friendliness are cited in favor of the new look, among other things. No doubt! But the same factors do not stop the guys from Mercedes, who have been customizing the G-Class to modern standards for decades without changing the packaging.

If everything is not clear with the exterior, the interior exceeded all expectations. I sit in the driver’s seat, cover the Discovery inscription on the steering wheel with my palm and get a Range Rover: from the leather and wood to the design of the door cards. Of course, there are nuances. In order to expand the model's corners at least a little, Discovery was left without digital dashboard, limited to analog with a small display in the center, and in some places replaced aluminum or wood with plastic. But in terms of smart and practical solutions, “disco” has outdone its premium brother.

What do you need big family who decided to go on a trip by car? Lots of compartments to organize junk, plenty of sockets and USB inputs, WiFi, a spacious trunk and comfortable seats. Discovery has everything in order with this. There are a total of 21 niches in the cabin with a total capacity of 45 liters. Multimedia is capable of distributing Wi-Fi to eight devices simultaneously, and 9 USB connectors and 6 sockets can provide them with energy. Can install 5 child seats with Isofix system(in 7-seater version). Front seats with massage function. The third row can be called full without irony. And, in the end, with just one touch of a button on the head unit screen or on a smartphone using the proprietary Remote application, all seats fold into a flat floor. Of course, most of these features are available at extra cost or top trim levels, but they will indeed turn out to be indispensable assistants on a long journey.

The roads in Utah and Arizona, although better than in Russia, are still far from the German autobahns: both in terms of the quality of the road surface and the restrictions speed limit. The intense desire to press the accelerator pedal all the way, rushing towards the horizon along a deserted highway to the words of Johnny Cash “There ain’t no grave can hold my body down”, was cooled by the “Speed ​​limit 65” (105 km/h) signs. The laws here are harsh. A colleague exceeded the speed limit by only 15 miles, and received consequences in the form of a police officer in a “charged” Ford Explorer, a $240 fine and lost hours to pay for it.

And yet, after looking around and making sure that there is not a soul in sight, I shift the 8-speed ZF automatic transmission into sport mode, squeeze the steering wheel tighter and press the gas to the floor. The roar of a diesel V6 with a power of 249 horsepower and 600 Nm finally broke through the thick sound insulation, penetrating into the cabin. Sitting slightly on its back, the SUV rushed forward. 130, 140, 150... At about 170 km/h the pace died down, and the numbers on the speedometer began to crawl slowly. 191... 192... 193... They could probably get you shot for something like this here.

According to the passport, the car accelerates to hundreds in 8.1 seconds. But due to the smooth running and several layers of sound insulation, one gets the feeling that the process is somewhat slower. With a petrol “six” delivering 340 horsepower and 450 Nm, the sensations are even duller. On paper, it is a second faster than a diesel engine, but the engine sounds so tasteless that even the desire to press the trigger disappears.

Specific compressor howl gasoline engine and a slightly empty steering wheel - that’s probably all the comments about the new Discovery on the highway. Otherwise, we can only praise him. Compared to its predecessor, it turns more dynamically, more confidently and almost without roll. There is also fuel efficiency, after all, it has “lost weight” by almost half a ton. Bumps and unevenness dissolve in the independent air suspension, inherited from the Range Rover.

I left the most controversial point for last - the cost. In Russia, the price tag starts at 4 million rubles and goes for 6.5 million. The versions on which we traveled through the Wild West cost 5.6 million. Expensive? Acceptable? And these are questions for you, dear readers. Only time will tell what the future holds for the fifth Generation Land Rover Discovery. However, about 20 thousand pre-orders worldwide, made as soon as the covers were torn off, set the mood for an optimistic scenario in which Discovery still occupies an important place in personal geographical discoveries.

Terrain Response 2

The new Land Rover Discovery received an electronic system for adapting to road conditions, Terrain Response 2. Among the main differences from the first generation technology is switching between “puck” modes and the “Auto” function, which itself adapts all the car’s organs to a particular surface: “Asphalt” , “Grass/Gravel/Snow”, “Mud/Ruts”, “Slow Rocks” and “Sand”. In addition, there is lowering, hill descent and something like All-Terrain Progress Control off-road cruise control.

As already mentioned, heavy frame construction is a thing of the past. The unpainted monocoque body of the fifth Discovery is made from 85% recycled aluminum. Moreover, the manufacturer uses his own grade - half of the “volatile” metal is made from it. High-strength A600 aluminum alloy is used in key areas of the body. Everything is assembled with glue and rivets.

What did all these innovations give? Firstly, the car “lost weight” by as much as 480 kg. Depending on the engine type and configuration, Discovery's curb weight varies from 2080 to 2223 kg. Secondly, the center of gravity was lowered, and the weight distribution along the axles was brought to a ratio of 50:50. Thirdly, the new design provides more advantages in terms of vehicle layout. There is now room for a full-size spare wheel, and the space in the cabin has increased, in particular in the third row.

Weight reduction combined with improved aerodynamics directly affects fuel economy and acceleration dynamics. Three-liter petrol and diesel V6, which migrated to motor range the fifth “Discovery” from its predecessor, improved the acceleration to hundreds per second - 7.1 and 8.1, respectively.

Technical specifications Land Rover Discovery 5

Test drive Land Rover Discovery 2017

Attempt No. 5

Before meeting with the fifth-generation Land Rover Discovery SUV, I was worried - the memories of its older brother, the Range Rover model, which, although pleasant in communication, upset over the little things, were still fresh. Moreover, if the old Discovery was square and brutal, then the new one is like a glamorous fitness trainer who forgot to pump up the sirloin - frankly speaking, it is not indisputable in this car.

The suspension travel is large in an off-road style.

A couple of weeks ago I rode the back roads on the GX 460. Now I’m repeating the route on the Discovery. Under the bottom there is 283 mm of ground clearance. The air suspension, inflated to the uppermost position, handles the terrain without a hint of rigidity, which appears only at the very top - when the clearance increases to 290 mm. To reach the limit, however, you need to sit on your belly - so that the electronics understand that there are few preset clearance options.

I also liked the off-road cruise control All-Terrain Progress Control, which operates similar to Toyota’s Crawl Control system, but, in my opinion, more accurately. Assessing the situation under the wheels, the electronics maintain a snail's pace. If you hit, say, a staircase, you turn on the system, release the pedals and watch the autopilot work. Coping! The speed of autonomous movement can be adjusted using buttons on the steering wheel. It’s a pity, All-Terrain Progress Control is currently only available in the top-end Disco in the limited First Edition.

The additional payment for the Terrain Response 2 system with automatic suspension adjustment mode is only 11 thousand rubles. But you can only order it together with a low-range transmission and a third row of seats - for 220 thousand.

The fording depth of the new Discovery is 900 mm, 130 mm more than that of the previous generation vehicle. The door seals are double, protection from moisture and dust is excellent, and in the literal sense: the engine inhales through a system of channels in the hood, which cuts off water. So the new Disco is a diver!

Discovery's rooms are positioned high, which is a plus for wading.

Has the fifth Discovery become more comfortable on asphalt? Not on 21-inch wheels for sure. As long as the road is smooth, everything is fine, but as soon as you roll out onto a ridge or a series of potholes, the interior of the SUV begins to shudder and shake. You literally fall into large potholes. I would gladly replace these fashionable wheels with 19-inch ones, which I had the opportunity to ride on the Land Rover proving ground.

The approach and departure angles of the new Discovery with air suspension in off-road mode are 30 degrees. The ramp angle is 27 degrees.

In other asphalt disciplines, Discovery is good even on these wheels. Having lost almost half a ton of weight due to composite frames rear doors and aluminum body parts, it has clearly improved in road habits. There was no sporty sharpness on the steering wheel, but the five-meter SUV holds the road excellently. Instead of imposing Disco rocking fourth generation- composure. True, the owners of the previous model, whom I gathered to get acquainted with the new one, did not appreciate this.

One of the participants in the Disco Rendezvous is 194 cm tall. And the first thing he noticed was the uncomfortable driving position. No matter how the person tried to sit down, the ceiling that new car clearly lower, hanging uncomfortably over his head. I jumped into his “four” - and it’s true: there is clearly more air in the cabin, as well as space above your head. A friend also complained about the lack of leather on the front panel (it cannot be ordered even for an additional fee) and that the doors on the Disco 4 close more gracefully.

In terms of capacity, the rear sofa of the new Disco is no different from that of the old one - it cannot be said that it is very spacious.

Discovery 5 seats can be folded in several ways: through the multimedia system menu, using a smartphone application and using buttons in the trunk and doorways.

The height of my second friend Discovery owner 4 - 180 cm. He, like me with my 186 cm, sat comfortably behind the wheel. But he immediately found fault with the size of the audio system volume control knob and its location on the passenger side, not on the driver’s side - obviously, this is an uncorrected focus on the brand’s native right-hand drive market. On the other hand, it’s even more convenient for the passenger, and the driver can control the music from the steering wheel.

Autopilot doesn't work perfectly. Keeping in the lane is carried out by sharp steering - the SUV rushes around, sometimes not noticing the markings. At the same time, the steering wheel literally rips out of your hands.

The lack of leather on the front panel of the new SUV also surprised the second owner of the old Disco. And the glitches of the multimedia system were upsetting. Compared to old car there is a faster processor, new graphics and a beautiful navigation map, but the menu does not scroll through right away, the icons are pressed every once in a while... And a feeling of quality: “Previously, all control pucks electronic systems were powerful, large, rubberized, but now...” On ridges and bumps, the suspension of the new Disco seemed a bit watery to the owner of the old one. This obviously affected big wheels, causing vibrations of the unsprung masses.

Discovery's base ground clearance is 220 mm. With air suspension on high speeds the body can be lowered 13 mm lower, in loading mode - 40 mm. At an intersection of up to 80 km/h, the ground clearance can be increased by 40 mm, and on serious off-road conditions and up to 50 km/h - by 75 mm.

You literally have to get into the third row of seats - the opening is too small.

As a result, after meeting with the new Disco, I again felt constructive understatement. At such a high price, I would like, for example, that the upper glove compartment could be opened not only by the lid itself, but also by a handle, which is not here. Together with the other listed shortcomings, it’s difficult for me to call this SUV premium. In addition, instead of a gasoline engine, I definitely want a diesel engine. In general, what is needed is, if not restyling, then at least a planned update for the next model year - and the elimination of annoying little things.

Test drive Land Rover Discovery 5: six troubles - one answer

All the off-road features of the new Discovery were inherited from previous generations - this is its DNA, so to speak, which, thank the Indian gods, was preserved. In addition, the manufacturer added off-road cruise control and the Terrain Response 2 system with automatic suspension control to the new Disco. All this, of course, is cool. But while taking one step forward, Land Rover simultaneously takes giant leaps backwards. And at the same time, he continues to mistakenly consider his cars premium. I just want to say: “Friends, you haven’t seen a real premium!”

LET'S GO FROM THE REAR

The design of the new Disco is in order, except for the disfigured stern. Either the flight of thought of chief designer Jerry McGovern ended there, or he was hurried and he rushed to draw a more harmonious and beautiful Velar. In general, the rear of the new Discovery is very ambiguous. However, this does not seem to have affected the initial sales in Russia - in a couple of months about three hundred people became owners of the new product. But are they happy?

If this is their first car and they are girls, then I'll assume yes. And if these are men with a height of 190 cm? These fit easily in the old Disco, but where should they put their heads in the new one? A tall person cannot sit comfortably in the driver's seat! It turns out that for nothing they moved the newcomer to a new “trolley”, thanks to which a 187-centimeter passenger should seemingly easily fit in any of the rows. And I would like to highlight the word “fit” here as the key one.

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IT WILL BE NOT ENOUGH

They fit in both KIA Picanto and Renault Logan, and much more. They just don’t sit comfortably, they just fit. It’s the same in the new Discovery - the clearly low roof puts pressure not only in front, but also in the rear. Even that stylish step, which, as a tribute to past generations, migrated to the roof of the “five” does not save. Don't believe me? Climb into the second and third rows of the SUV, and you will understand everything yourself. There is no more space here than in a four-wheeler, and the trunk is even smaller - checked with a tape measure!

But in terms of the number of sockets and USB, the new Disco is a record holder - entertainment and energy independence are at the forefront here. Everywhere you look, you can plug in some device to charge.

NO SKIN...

When I talk about a leap back, I don’t just mean that the capacity of the new Discovery has not increased. So, for example, the premium quality in it has completely disappeared. The four are many times nicer and more brutal inside. Its front panel is covered with leather, which the “five” was not given even for an additional payment. All kinds of “twists” are also more interesting in the Disco 4 - off-road powerful, rubberized washers fit pleasantly in your fingers and you won’t miss them even with strong shaking. The same cannot be said about the flimsy hands of the “five”.

And the location of the volume control on the passenger side is completely disrespectful to the Russian and European markets as a whole. Yes, you can say: “We are artists, this is how we see it.” But it doesn’t work, fellow British. As a driver, it’s convenient for me when everything is at hand and on the side you expect! Yes, you apparently saved a lot of money, but you became like the Asian Mitsubishi L200 and Isuzu D-Max, the price of which is negligible compared to the price of Disco 5. And the fact that the upper front glove compartment was deprived of the opening handle is a complete failure! What about ergonomics and usability? God bless her - with her skin. What is the “premium” multimedia system worth alone!

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…NO MULTIMEDIA

From generation to generation, along with off-road DNA, all the glitches are passed on to it. Let's start with convenience. What kind of smart guy, I wonder, thought of making a huge screen so rectangular that it’s not even a cinematic 16:9 format? I wonder if whoever came up with this tried to use the navigation on this screen?

If the reader does not understand what we are talking about, then remember how you place your smartphone when you turn on Yandex.Navigator on it. Yes, vertically, so that all turns are visible in front. It’s hard to imagine what Land Rover was thinking when they developed the screen. Even in 3D mode, navigation is inconvenient! What can we say about the constant freezing and virtual keys not working - the multimedia of the new Disco has all of this in full. And the menu is so complicated that I didn’t even remember where I saw translation errors into Russian. But believe me, they were there. Not in the same numbers as the Quartet, but damn it!

What do you think of the analog instrument panel? In the Audi Q7, for less money, it is digital and so good that it is impossible to tear yourself away from contemplating it - the instrument scales change sizes, freeing up space under navigation system, which, in turn, is based on Google maps. And not in the form of a diagram, but from a satellite - aerobatics and premium are obvious!

BEAUTY OR GO?

NOT FOR HORSE FOOD

Three-liter petrol turbo-six with a capacity of 340 hp. With. I wasn't impressed either. Well, you can’t feel her herd, no matter how hard you stomp the gas pedal to the floor. 7.1 seconds to hundreds you say? Maybe. But the diesel engine of the old “four” is much better at the start. Which makes it feel much more pleasant. How do you like the consumption of 16-17 liters per hundred? But don’t forget that you still have to pay taxes!

...In general, there is more disappointment in this car than charm. The first wow effect goes away as soon as the door of the new Discovery 5 slams shut - even here the British managed to ruin everything. But we haven’t yet looked under the hood and underbody of the “new” SUV. And believe me, there is something to talk about there too. But that is another story…

Discovery in small format (Our test drive of Land Rover Discovery Sport)

We are testing one of the brightest new products of the season in the crossover class – land Rover Discovery Sport. It replaces the Freelander model, but becomes half a step higher. New crossover with a length of 460 cm, it is 24 cm shorter than the famous Discovery, but 9 cm longer than the Freelander and offers two additional seats in the cabin.

The car develops the company's new corporate design line and is similar to the Freelander, Evoque and the older Discovery all-terrain vehicle. The appearance turned out to be very harmonious and expressive, at the same time, strict and proportional, like a Land Rover. Adaptive xenon headlights with LED segments look great. The body is steel, with aluminum front fenders and a hood, but this did not bring any weight gain in comparison with premium-level analogues. But, most likely, it helped compensate for the weight of the off-road components and assemblies available on the Sport, which many analogues lack.

The overall interior design has moved far from the modest Freelander, now it is close in style and execution to Range Rover cars, and in terms of equipment and quality of materials it is quite premium. Pleasant to the touch and look plastic texture, trimmed with stitched leather panels, and big choice color options for finishing materials. In our case, black plastic and leather were combined with brown-colored seats and door inserts. It looks rich. Luxurious embossed chairs with pronounced lateral support have excellent ergonomics and sufficient ranges of electrical adjustment. There is adjustable lumbar support, heated seats in the first and second rows, as well as the steering wheel. True, the functions of heating the seats and steering wheel do not have buttons, but are hardwired into the menu of the communication system, which is not entirely convenient.

But the most noticeable innovations in the interior are the control panel for the updated Terrain Response system, which has turned from a round switch into a block of buttons. A automatic transmission is now controlled by a round controller that extends from the central tunnel when the engine is started, just as is done on Range Rover and Jaguar cars.

Of course, the car offers a lot of modern electronic assistants from the automatic emergency braking to an advanced car parking system and a system for projecting instrument readings onto Windshield. On the center console there is an 8-inch touch screen communication system. It has all sorts of modern functions, but perhaps the most interesting is the possibility of two-way broadcasting. If the driver, for example, tracks navigation, then the passenger can simultaneously watch TV programs or movies on the same display. The continuous flow brings a lot of pleasant emotions a roof with a panoramic view Without a crossbar, it allows plenty of light into the cabin, but can be covered with an electrically operated blind if necessary.

A remarkable achievement of the Discovery Sport is the layout of the second row of seats. It is very spacious, like in a Range Rover, and comfortable, there is a retractable armrest with cup holders, and its own climate control unit. The seat is adjustable both in the angle of the backrest and in the longitudinal direction by 160 mm forward and backward. This ensures acceptable comfort for passengers in the third row of seats. The two folding seats are designed primarily for children, but adults can also make short trips. And even here there are additional amenities: your own remote control for the ventilation and heating systems, as well as cup holders.

The Discovery Sport's fifth door is electrically operated. The neat and comfortable trunk is lined with high-quality materials. The volume varies from 830 to 980 liters, depending on the position of the middle row sofa. And if you fold it, the luggage volume increases to 1700 liters.

Under the hood of the Discovery Sport is installed a 2-liter 240-horsepower gasoline turbo engine or a 2.2-liter turbodiesel in two versions: 150 and 190 horsepower. The transmission is in any case a 9-speed automatic with a round selector. We are testing a car with a 190-horsepower turbodiesel, which can be considered optimal for this crossover. There is enough traction in any conditions, acceleration is easy and rapid, the automatic transmission works almost without delay, changing gears quickly and smoothly. But the operation of the transmission cannot be called absolutely problem-free; there are a lot of gears and the “automatic” in transition modes sometimes gets confused in them, which causes hesitations and jerks.

On the Land Rover track there is very stability; neither a rut, nor waves, nor cracks in the asphalt will knock it off course. At the entrance to the turn there is a slight feeling of laziness, but for a massive crossover with comfortable suspension This is fine. A steering- with a distinct feedback and good reactive effort, like a thoroughbred passenger car. So, the word Sport in the name of the crossover is not without reason. I am glad that the suspension is endowed with an optimal balance between handling and smoothness. There is no particular sway, roll in corners is moderate, the car is able to give pleasure in handling, at the same time, smoothness and comfort.

It's surprising that with such driving performance on asphalt, Discovery Sport has not lost its ability to drive successfully off-road, you are convinced of this immediately as soon as the wheels touch the muddy ground. The Terrain Response all-wheel drive system has only four modes, but gives the car off-road capabilities that exceed the level of conventional crossovers. The car is capable of fording a ford up to 600 mm deep, and the ground clearance according to the passport is 212 mm. In reality it is a little smaller, about 205 mm, but this does not detract from the off-road capabilities of the car.

Under normal conditions, most of traction is transmitted to the front wheels. In mud and on slippery surfaces, the torque actively varies between the wheels, and the car moves successfully without fear of diagonal hanging. The response time of the Huldex clutch has been reduced to 300 milliseconds, meaning an optimal balance of traction is delivered to the front and rear wheels. rear axle almost instantly. The car moves confidently both in a rut and on muddy slopes and slopes, and it does it so intelligently and easily that even an inexperienced driver can cope with the controls. The tandem engine and transmission with excellent traction and smooth, correct gear changes ensures reliable forward movement in any conditions.

So Discovery Sport does not give in to off-road conditions, almost as well as its older brothers. legendary brand. True, delicate bumpers and the absence of powerful, stationary towing eyes indicate that the Sport is still not worth venturing into serious off-road conditions. And the variety of cross-country driving algorithms provided by the all-terrain crossover transmission requires training. You need to understand and experiment with them in order to understand the capabilities of the car in certain driving conditions. The car itself engages the clutch lock, releases the stabilization system, varies the degree of response to the gas pedal and limits engine thrust. And it is important to know when and under what conditions this happens. So, for example, when the “mud-rut” mode is turned on, the stabilization system “falls asleep”, intense slipping is allowed, and the imitation of inter-wheel locks is almost inactive. And, conversely, in the “grass-gravel-snow” mode, the response to pressing the accelerator pedal decreases, engine thrust is limited, but the rear axle drive clutch is blocked. But most of all I liked the “sand” mode - slipping is allowed, traction on all wheels is optimal, and the clutch is blocked. So in this mode you can move quite successfully on almost any type of off-road.

Summing up my impressions of the new Discovery Sport, we can say that the car pleased us in almost all respects. With an elegant, respectable appearance, it remains a good all-terrain vehicle and quite comfortable, practical car V daily use. Freelander received a wonderful successor, which only increased the advantages of its predecessor.
Prices at the time of the test started at 2.5 million for the standard version of the car with all-wheel drive, 150-horsepower turbodiesel and 9-speed automatic transmission. The maximum Luxury version costs from 3 million 240 thousand, and the test car with the most complete set of options is even more expensive – 3 million 770 thousand.

Land Rover Discovery Sport Specifications (Manufacturer Data)

• Body - 5-door, monocoque, steel
• Number of seats - 7
• Dimensions, mm
• Length - 4589
• Width - 1895
• Height - 1724
• Base - 2741
• Ground clearance – 212
• Curb weight, kg - 1863
• Total weight, kg - 2600
• Trunk volume, l - 829/1698
• Engine – diesel turbocharged
• Number and arrangement of cylinders - 4, in a row
• Volume, l - 2.2
• Power - 190 hp at 3500 rpm
• Torque - 420 Nm at 1750 rpm
• Transmission - 9-speed automatic
• Drive - four-wheel drive with multi-plate clutch in the rear wheel drive
• Front suspension - independent, spring, McPherson
• Rear suspension - independent, spring, multi-link
• Maximum speed, km/h - 188
• Acceleration time from 0 to 100 km/h, s - 8.9
• Fuel consumption per 100 km, l
• Urban cycle - 7.1
• Country cycle - 5.5
• Mixed cycle - 6.1
• Fuel – diesel
• Tires – 235/55 R19

Test drive photos

The car was provided for testing by TransTechService.

At the end of last year, the ancestor of the cross-coupe genre, the BMW X6, began to be sold in Russia - in its new, third generation. We decided to find worthy rivals for it - Audi Q8 and Range Rover Sport: all with 3.0-liter turbodiesels and almost identical price tags.

Cars where manual transmission Justified not by economy, but by urgent need, quite a bit. These are either purebred sports cars or professional SUVs. Today we are talking about the latter - eight real rogues with all-wheel drive and manual transmission.

At the end of October, Russian dealers will have Land Rover Discovery Sport, created on a new platform - the same one on which the new Range Rover Evoque is based. Judging by its appearance, the changes that the model has undergone are not suitable not only for a new generation, but even for restyling. The entire “styling” has remained almost unchanged since 2015, when Freelander was reborn under a new name. Then we got a completely different car. What is the essence of change now? To answer this question, we went to the driving premiere of the new product.

The new generation Range Rover Evoque is starting to arrive at Russian dealers. At one time, this first-generation model made a lot of noise in the crossover class. You can't call it a bestseller, but it set a direction that was followed by many other brands. Following the British, everyone rushed to make small “designer SUVs.” Even Toyota now has a C-HR. This means it’s time for the British to surprise the public with something again. Otherwise, why are they asking for a well-equipped SUV that would be enough for a Prado?

The heroes of our today's test represent three classic off-road schools - American, Japanese and English. True, in recent decades the requirements for “classic SUVs” have changed significantly; today the ability to get out of the mud is not enough. Moreover, off-road driving is rapidly turning into an optional discipline that the driver does not have to know at all; smart electronics must “think” for him, and the convenience of daily use has come to the fore. However, the traditions have not died, “American”, “English” and “Japanese” are still strong, but each in their own way.

Range Rover in the first two generations did not just emphasize the status of its Russian owner. As if he were saying, a person, at least in terms of choosing a car, does not think according to templates, prefers different things, and is ready to experiment. It’s a pity that those cars wandered into our country only sporadically. But the third generation Range Rover “went to the people” - it became as popular as the BMW X5, Porsche Cayenne and VW Touareg. Therefore, purchasing a used British SUV now is not a problem. The question is, is it worth it?

Everything that exists has its time, but the life of machines is a moment even in the transience of human existence. If we assume that cars can think and feel like people, then the Land Rover Defender in their minds should be the immortal Duncan MacLeod, because living 68 years is not a bad achievement for a person.

This comparison test might not have happened. At first, we weren’t sure until recently that the brand new BMW X3 would have time to be registered with the traffic police. Then the guys from Lexus balked: in their opinion, the RX and X3 are not competitors. And they even asked me to note my point of view in the article. Well, let's celebrate. And only Land Rover Discovery Sport observed its rivals with the equanimity characteristic of the British.

In the editorial office of “Behind the Wheel” they have long looked at me askance as if I were an eccentric. Now on, now racing with the car. Unless I swam along the Moscow River from the office to home (although in one of the German towns, local residents say that’s exactly what they do). In general, I was drawn irrevocably into triathlon, and now it’s all I can talk about.

And now it’s time to move on to the new Land Rover Discovery. By coincidence, in December last year I was the one who went to where the price tags for a newbie became known. The price tags, frankly speaking, are considerable. They asked for no less than 4,033,000 rubles for this aluminum miracle! Moreover, they presented the fifth generation with pomp, in the center of Moscow, at the very beginning of Kutuzovsky Prospekt. And they linked the idea of ​​an SUV with its extraordinary capabilities, which give a feeling of freedom. A sort of “if I wanted to do it” assistant. For this reason, they even made mini-films with famous people who have achieved success in various fields.

I especially remember one of the people. Perhaps because before the premiere of Disco I knew absolutely nothing about it, and even then I only saw it on the screen. Natalya Shtrombakh, a beautiful triathlete, owner of the FitnessOne network of sports clubs and, as it turned out later, the mother of four wonderful girls. You listen to her talk about sports, about the “best version of yourself” and the role of Discovery in this, and you mentally count the hard-earned money in your pocket, wondering which organs will be donated due to the shortage when buying an SUV.

Three elements

In a sense, Land Rover Discovery is a triathlete himself. And it’s not just about the type of car - Sport Utility Vehicle (SUV). According to triathlon regulations, the first discipline for him should be swimming. Well, no question. The opportunity to sail on Disco presented itself when my colleagues and I were traveling around local nature reserves in pre-production prototypes. Even the right-hand steering wheel and all sorts of admonitions from instructors from Land Rover Experience - they say, the cars are not for sale yet, make a discount - did not hide the obvious: the car easily overcame water baths. Fortunately, the ford depth has increased to 900 mm (previously - 700 mm), although in practice the new Disco is ready to drive for some time even with water through the hood due to a clever air intake made in the form of a labyrinth.

The second stage of the triathlon is the cycling race. Here you will have to use your imagination a little. More precisely, figure out where in a car that has three rows of seats and a bunch of transformation options (including remote, using an application on a smartphone), to place two-wheeled vehicles. The task is quite challenging: with the seats of the second and third rows folded, we get a useful volume of 2406 liters! And this is not counting the box on the roof, where we placed five pairs of bicycle wheels, going on the new Discovery to triathlon starts from Moscow to Kazan as part of the Land Rover Irontour relay team. The same Natalya Strombach, by the way, herself an active triathlete and multiple finisher of Ironman competitions at the “half-iron” and “iron” distances, with FitnessOne instructor Pavel Blagikh, undertook to prepare us. By the way, he is still shocked by the Disco function, which allows athletes to leave all their belongings in the car and go to sports with just an Activity Key bracelet. You no longer need to take your keys with you, the trunk will open automatically as soon as you raise your hand. And just for reference: a full Ironman is a 3.8 km swim, 180 km bike and then 42 km run, all with only breaks to change props. Half of all of the above was waiting for us in the capital of Tatarstan.

Finally, running. We chose a decent distance, more than 800 km along the Gorky Highway, which is merciless to drivers and cars, bypassing Vladimir, Nizhny Novgorod and Cheboksary. Ruthless, because there are traffic jams, continuous road repairs and oncoming traffic, and at the end of a one-day journey - lines of trucks that every now and then need to be overtaken on a poorly lit road, dodging oncoming cars. It's not an easy matter, but Disco has a few tricks up his sleeve here. As a professional athlete, he approached the start with full responsibility. “Dried out” (as athletes call burning excess weight - in our case, as much as 400 kg!), pumped up (under the hood - TDV6 biturbodiesel, 249 hp, 600 Nm) to accelerate to 100 km/h in 8.1 s, and was properly equipped. If carefully selected running shoes (for example, such as Reebok Harmony Road) allow a runner to avoid injuries on long runs, then Discovery's air suspension is responsible for the smooth ride (in the base starting with the SE version worth RUB 4,709,000) - a real gift on a long journey . And for running tactics - adaptive cruise control. Set yourself a comfortable speed and follow your ride at a comfortable distance. Just like the air bag of runners and cyclists. Besides more effective consumption energy (fuel) there is also a question of safety - you can’t miss a sudden change traffic situation. The car will brake itself until it comes to a complete stop, and to continue moving, just touch the gas pedal. Beauty!

Did you take Kazan?

Something like this, at a leisurely pace, in 12 hours we got from Moscow to Kazan. Upon arrival, in the twilight of the night, the local Kremlin simply stuns the imagination, and so does the surrounding architecture. Well-chosen spotlights, highlighting the sharp edges of the complex and the Kul-Sharif mosque located on its territory, could not leave indifferent even such a hopeless skeptic as me. And yet it was thought that tomorrow, in the light of the sun, all the shortcomings would certainly come to light, just as in Moscow. No matter how it is! In the last few years, Kazan has become the capital of several large-scale events at once, so the city center is so polished that you can safely organize meals on the sidewalks. Guys, respect! Now it's a matter of small things - just keep it clean and tidy.

Improvement and hospitality were also felt from the embankment of the Kazanka River, in the waters of which the triathletes who gathered at Ironstar 113 Kazan this year had to show what they can do. For swimmers who are pampered by 25-meter pools, I’ll explain: the main problems after the water temperature (for us it mercifully warmed up to 22 degrees, so some abandoned wetsuits for the 1.9-kilometer stage) are muddy water, complicated navigation and powerful pressure from the side rivals. Poking all parts of the body is a completely everyday thing. Especially from breaststroke swimmers (in triathlon competitions you can swim in any style, although the crawl has long been recognized as the fastest and most energy-efficient), making characteristic jerks with their legs.

Bicycles await the swimmers who emerge from the water, which, according to the regulations, along with their equipment had to be placed in the transit zone the day before. And before them there will be a 200-meter forced march barefoot along the red carpet (what about whether we are Ironstars or not?!). Greenhouse conditions? The organism, which has been actively thrashing in a horizontal position for about half an hour, refuses to understand where it is being dragged, now vertically. “Persuasion” begins to work only with years of training and participation in similar competitions.

Passing the transit zone is a separate test in triathlon (as you understand, you will have to go through it again after the cycling stage). For experienced athletes, this takes a minute; for some, ten is not enough. The trick, for example, is in the equipment: you can save significant time if you perform in a single starting suit (you swim, pedal, and run in it), fasten your cycling shoes into the pedals in advance and do not use socks.

In general, triathlon, like any other sport (and like the new Discovery, for that matter), is very technical and technological. And the cycling stage here is, perhaps, the apotheosis of technology. From cycling shoes and a helmet to the bike itself - everything contributes milligram by milligram to the overall treasury of success. However, this does not mean that you can simply come from the street and meet the standard. And yet, when one fine day, after several years of riding a mountain bike (on average, about 15 kg), I switched to a road bike (on average, 8 kg), it was as if I had received a second wind.

The second time you don’t run into a transit bus, at first you prance like a horse. Due to the monotonous cyclical movements during the previous 90 km, the legs are completely clogged, and the eyes refuse to take seriously the speed below 20 km/h. That is why the first kilometer in sneakers is extremely important - you need to strictly monitor the pace by the clock, not overdo it at the beginning, save your strength for the finish, running up gradually and without injuring the ligaments.

“Is this fresh?Discovery?! Very beautiful! Very!" — the owner of the new guy suddenly turned to me at the car wash.GLS, standing in the next box. "And whySportor newVelar didn't choose? StillRange Rover! "Diesel?! But I changed it to gasoline - the diesel rattles a lot.” If it weren’t for the time to leave, I’m sure the conversation would have dragged on for a long time: in the new Discovery, at first glance, there are so many changes that one can talk about them endlessly...

Take absolutely new appearance, which, of course, divided fans in two. Some said a categorical “no” and went to worship the true “square,” as the third and fourth generations of Discovery are often called. Others were frozen in fascination, admiring not only the newfangled style, but also the confidence that even from ten meters almost no one would distinguish the new Disco from the hierarchically “senior” Range Rover.

The last factor actually turns out to be very good marketing ploy. The fact is that the new Discovery not only looks like a Range Rover, but also surpasses all its “brothers” in size. It is wider and taller than even the largest Range Rover, losing only 5 cm in length to even the Long version. That is, in terms of the ratio of the “number of cars” to the ruble spent, the new Discovery turns out to be the most profitable of the entire line of the British brand. And this is one third of the answer to the question why not RR Sport and not Velar.

On the bigDiscovery the new image fit like a glove. I completely agree with a random witness to the preparation of the car for the test: newDisco looks very cool. UnlikeDiscovery Sport, he has not lost his stylistic connection with his ancestor, which can be read in many details. And for all its massiveness and monumentality, the car looks light, elegant and, most importantly, pathetic.

A revolution not only in design, but also in technology: the body of the newLand Rover 85% made of aluminum, thanks to which the car lost a fantastic 480 kg (!) in weight, which had a very positive effect on all driving parameters. As for the base, the closest “relative” on the platform D7 uisRange Rover Sport. Modified 3.0-liter “sixes” (petrol and diesel) went toDiscoveryfrom its predecessor. “Younger”, but very interesting “two-liter”Ingeniumwill arrive in Russia in the spring of 2018.

Inside, there are significantly fewer revelations, and by and large none at all - with the exception of certain details and solutions, the interior of the new Discovery copies the decoration of the “older” Range Rover. On the one hand, this is a plus: the nostalgic “square” interior pleases with its spaciousness, high seating position and lamp comfort, supported by a new texture of materials and simply a scattering of all sorts of practical and entertaining functions for each of the inhabitants of Discovery.

Only in the vicinity of the front passengers there are as many as five luggage compartments hidden, not counting the pockets and niches in the doors. The two glove compartments are complemented by a stash with a changer under the hinged lid of the climate control unit. Cup holders with a double bottom - there is a voluminous box underneath. The revelry of practicality is crowned with a real refrigerator in the armrest!

The multimedia capabilities of the car are absolutely captivating. The familiar Jaguar InControl Touch Pro system with a 10-inch touch screen has a quad-core processor, 60 GB of memory, a Wi-Fi router and as many as 15 connectors for connecting external media, including 9 USB ports. And this is not counting the optional monitors for rear passengers with three (!) sets of headphones.

On the other hand, there are many nuances in the interior of the new Discovery, which become especially obvious after testing the latest generation BMW 540i. Newest technologies which will soon appear on other models of the German brand, including the X5 and X6 crossovers. The instrument panel is clear, but too simple. The display projector on the windshield is illuminated as if by a flashlight. Switching menus and recalculating routes slows down noticeably, although the map displaying traffic jams is scaled and scrolled without delay. It's almost impossible to use the built-in browser due to ping. The picture of the all-round cameras stitched together is small and uninformative. In general, it is worth recognizing that before the restyling, the British should work hard to update the multimedia and digital part of the car, otherwise there is every chance of again hearing accusations of obsolescence.

But what is definitely beyond criticism in an SUV is the passenger compartment. The space is supported by a flat floor and full accommodation for three, although not very well-fed, passengers. Two of them have their own climate controls, monitors, sockets and multimedia ports.

Behind the backs of the second row there are another pair of folding seats that claim to be full-fledged, but with a stretch: the traditionally low installation of the seats makes your legs buckle. On the other hand, the “gallery” has all the additional amenities available, including a luxurious glass ceiling.

Absolutely all seats in the car are electrified. Moreover, there are three sets of control units for them, including a remote control from the trunk. And when installing a special application, they can be folded even from a smartphone.

The minimum trunk volume is 258 liters. There is a folding shelf that can hold up to 300 kg, and hiding places. With five seats, this is an impressive 1137 liters, with all seats folded flush with the horizon - 2406 liters. The spare tire under the bottom always remains full-size

The feeling of déjà vu never leaves you behind the wheel. The huge steering wheel on a “long” arc is imposing in turns, the eyes read the dimensions along the plateau of the huge hood, the view from the high “bridge” gives a view to the horizon, and the soft swaying along the waves of asphalt when driving with a squat to the stern at the start pleasantly lulls you to sleep. Yes, I'm in a big Range Rover! The only difference from its “big brother” is the really felt ease with which the car creeps along the road, as if Discovery were touching the asphalt, only to push off a little and fly further.

The merit of this behavior is not only in the super-efficient diet, but also in the excellent combination of a 3.0-liter diesel engine and an 8-speed automatic transmission, which respond precisely and quickly to the accelerator. Thanks to the large number of steps, it was possible to move the torque level as low as possible, so that even at peak thrust and maximum output, the engine rumbles nobly and very quietly, dashingly accelerating the Land Rover to 100 km/h in 8.1 seconds.

Stability is added to the lightness: Land Rover Discovery is very stable on straight lines, even unpaved roads and curves, and holds well in turns. But passing the latter is not his element. The rolls are great, and the long-stroke steering wheel transmits sharp deviations very smoothly, turning them into a pause.

The lulling air suspension and 21-inch wheels are a specific combination. On the one hand, along various small things and even large holes, but with gentle edges Discovery sails with the comfort and silence of a sailing yacht. But as soon as there are sharp joints, long broken sections or doublets of potholes, shaking appears, and the suspension will give out an unpleasant blow.

All of the above fades into the background as soon as Discovery finds itself in its element, that is, off-road. Yes, despite an even greater shift towards glamor and pathos, Land Rover did not dare to transfer Discovery to the camp of large crossovers.

The full arsenal of off-road vehicles is predictably pleasing - only the starting version S has been simplified. First of all, the owner, of course, will appreciate the impressive geometric cross-country ability, the parameters of which, thanks to the air suspension, are at the level of SUVs prepared for trophy raids. The standard ground clearance of 220 mm can be turned into 283 mm at the touch of a button, and in an emergency - into an impressive 358 mm. In this case, the difference in suspension travel relative to each other reaches 500 mm. With such parameters, it is almost impossible to hang the Discovery diagonally. And the machine is not afraid of hanging it - there are two lockable clutches in operation.

Absolutely everything that happens with the SUV systems can be displayed on the screen: suspension travel, wheel rotation angle, roll degree, degree of clutch locking

Of course, before storming obstacles, you should choose the right program very effective system Terrain Response 2, which, in fact, controls the entire potential, changing the degree of blocking, engine output, and grip of systems active safety and accelerator sensitivity. Downshift and off-road “cruise”, when the car can crawl evenly over unsteady ground, are activated by separate buttons.

The only weaknessLand Rover Discovery on muddy off-road conditions - asphalt tires that clog instantly. If traveling across vast expanses is a regular part of your life, we definitely recommend changing both the wheel size and tire model.

What's the result?

Generally speaking, Discovery made a revolution exclusively in the body direction, introducing new design on a new aluminum base. In all other respects, the car seemed painfully familiar, as if it had been slightly redesigned new way parameters of the “senior” Range Rover. And this is, perhaps, the secret of the success of the new Discovery: the car looks almost like a Range Rover, is more interesting in volume and functionality than a Range Rover, with the appropriate engine drives faster than a Range Rover, and at the same time costs one and a half to two million cheaper.

If we ignore money, then Discovery remained faithful, first of all, to the spirit of adventure, which it infects, forcing us to go to unknown lands, and big family or a company in complete comfort and with a lot of multimedia capabilities on board. Adding to this all the preserved off-road potential, which, having tickled the nerves, will leave many of the obstacles behind, we get not just a universal car, but a whole amusement park.