Image Gallery

Exterior Styling

Having recently reviewed the Range Rover Velar, we commended its exterior styling. With good reason of course; it is a thing of beauty. But it has to be said that this new Evoque is providing some serious competition for it in the looks department.

Land Rover has been incredibly clever with the design of the new Evoque. It is very recognisable, to the point that you may just think it’s had a mid-life nip and tuck. But that couldn’t be further from the truth.

Look closely behind the familiarity and you will notice the lines are softer, giving the car a sleeker appearance. There are also many styling cues taken from the Velar, which is no bad thing at all.

At the front, signature LED daytime running lights let you know this car is part of the Range Rover family. The corner of the bumpers also feature air vents, accented with copper blades. The copper flourishes can also be found on the bonnet and front wings.

To the side a variety of wheel options are available, from 17 to 22 inches in fact, but we liked the 20-inch numbers found on our test car, which are standard on the SE.

The seriously-cool retractable door handles have made their way onto this car, which only furthers that sleeker appearance. And, let’s be honest, it’s a cool thing to show your mates!

At the rear, there’s a little bit more copper around the exhausts, but the standout design feature is the black stripe that runs right across the tailgate. Brandishing Range Rover lettering, and incorporating smoked taillights, it provides a wonderful contrast to the painted body.

As this was an R-Dynamic car, it has an extra dash of sportiness, well worth the £1,500 premium over standard models.

Interior Finish

What impressed us most about the Velar was the cabin quality. It was full of high-quality materials and crammed full of technology.

The Evoque is much of the same. And given that’s the area where the outgoing car felt the most dated, this is a welcome and refreshing change.

Inevitably, the materials are not quite on the same level as they were in the Velar. But that’s perfectly acceptable given the respective price points of the two models. And in the Evoque there is still a great mix of textures and finishes that elevate the ambience inside the car.

The leather seats have a subtle curve to them, meaning they feel like they’re wrapping around you. And once you settle down into the driving seat things get even more interesting.

Ahead of you is the steering wheel which features capacitive buttons that change appearance based on the menu/function being used. Beyond this is a fully-digital instrument cluster, which can be customised to show one or two dials, a full-screen map and several other combinations in between.

The centre piece of the cabin is undoubtedly the Touch Pro Duo system. Comprising two touch screens – hence the name – it comes as standard on the SE model.

The top screen is home, primarily, to the navigation, media and telephone interfaces. On the bottom screen are the drive modes and vehicle dynamics, climate and seat controls. The setup is both intuitive and immensely stylish.

The build quality is top notch, giving the Evoque a solid feel. The soft-touch materials on the dashboard and door cards is inspired. It may not be as opulent as leather, but still makes for a more-premium feel than simple plastics.

Engine/Performance

There are but two basic engines in the Range Rover Evoque. A 2.0-litre petrol and a 2.0-litre diesel, both with four cylinders.

But both of these engines are available with various different power outputs, resulting in a rather full-looking offering. With everything from 150PS up to 300PS, there is sure to be something that tickles your fancy. And all variants except the entry-level D150 come with 48V mild hybrid technology.

The engine in our test car was the P200. This is the lowest-power of three petrol engines, with 200PS and 320Nm of torque. The P250 has 250PS and 365Nm, whilst the P300 is the most powerful of all with 300PS and 400Nm.

Ultimately the P200 is not what you’d call fast. It takes a leisurely 8.5 seconds to go from 0-62mph, and the top speed is 134mph. It’s not just lacking on paper either, because the P200 just doesn’t have the effortless momentum that a luxury car should possess.

The P200 never feels urgent, even when you mash your foot into the carpet and let it rev right up to the limiter.

One ever-so-slight saving grace is that with 48V MHEV technology you get a punchier initial throttle response, which make the P200 feel nippier around town.

If power is your aim, then it would be well worth stretching to the P250 or P300, which will complete the 0-62mph dash in 7.5 and 6.6 seconds respectively. And with 400Nm of torque the P300 should pull well in all situations. That said, it is out-torqued by the D240 with its 500Nm, which is very impressive for a 4-cylinder engine.

Ride/Handling

Putting the engine choice to one side, there can be no other complaints about how the Evoque drives. It has a balanced setup that allows it to excel in pretty much every scenario, and that’s one of the main reasons we love SUVs in this country.

Before I go on, I will say that our test car had the optional Adaptive Dynamics. It costs £800 but, given how we found the ride, is worth every penny. The system monitors wheel position and body movements, whilst analysing steering, throttle and brake inputs. This analysis feeds electronically-controlled dampers, which can adjust 100 times per second.

The result is that the Evoque can deliver the type of ride you want, whatever that may be at a given moment.

For a long motorway journey, you can select comfort mode. The damping will be supple, and forgiving. Passengers will be comfortable and, most importantly, you feel like you are in a Range Rover. As you should.

Get onto an A-road with bumps and undulations, and Dynamic mode will be your best friend. This will firm up the damping and prevent the Evoque from hurling its weight around. The system works, with surprisingly little body roll for a car of this stature.

Steering lacks feel, but is nice and direct. It’s nicely weighted in each mode too: light and relaxing in comfort road and heavier in dynamic mode.

Brakes are 349mm front discs and 300mm rear discs. Given that this is the same setup as in the P300, it provides more than enough stopping power for the P200.

Economy

Economy is another area where the Evoque P200 leaves a little to be desired. Combined fuel consumption is 29.1mpg on the WLTP cycle, which hardly fills you with excitement.

Now if this was a performance model, lower economy figures can be forgiven, But this is the entry-level petrol engine that is not all that fast, so it’s harder to forgive it. And to add insult to injury, the P250 returns the same combined figure. Even the P300, with 50 percent more power, returns 28.9mpg.

CO2 emissions are 173g/km, or 176g/km if you opt for a 21-inch wheel. That results in first year VED of £855. Subsequent years will be £145, but as this particular Evoque costs more than £40,000 there will be a surcharge of £320 for years 2 – 6.

Both the P250 and P300 engines can sit in the same VED band, with the same cost. However if you choose a 21-inch wheel with the P300 the first year rate rises to £1,280.

So ultimately the P200 doesn’t gain any economy boost for its reduced power levels over the other two petrol variants. But that’s not through a lack of trying.

There is a lot of technology on the Evoque with economy in mind, not least the 48V mild hybrid system. You also get start/stop technology and eco drive mode. Having 9 gears also helps to keep the engine’s workload to a minimum under gentle driving.

Practicality

The Evoque may be the smallest Range Rover available, but that doesn’t put it at a disadvantage when it comes to practicality. In fact, it works to its advantage in certain areas.

One such area is parking. Being more compact makes the Evoque easier to park. You needn’t trawl the car park looking for the widest bay. Nor should you have to resort to being ‘that motorist’ who takes up two spaces.

And despite being smaller than the likes of the Velar and Range Rover Sport, the cabin still feels roomy. You can get two adults in the rear in reasonable comfort, and three kids will have plenty of room to wreak havoc.

Boot space in the Evoque isn’t too vast, at 472 litres. But that is plenty for shopping bags or a bit of luggage. And you have to make allowance for the AWD system under the boot floor which inevitably takes up a few litres.

In order to maximise this space, our test car came with the ClearSight rear view mirror, which uses a camera hidden in the shark fin aerial to turn the rear-view mirror into a screen. Even with a boot full to the roof, you can see behind you. It’s brilliant!

And that AWD system is worth a more detailed mention too. Because it’s good. And whilst it’s fair to say the Evoque is most likely to see very little off-road action, that’s not to say it can’t hold its own.

This will no doubt be the most capable car in its class. Should you opt for the Adaptive Dynamics, there are preset modes for grass/gravel/snow, one for mud ruts and one for sand. So should you ever feel the need to go berserk on Pendine Sands, the Evoque will be a great choice!

Equipment

As you would hope for any Range Rover, the Evoque comes with a decent specification, and plenty of equipment. There are four trim levels: ‘Evoque’, ‘S’, ‘SE’ and ‘HSE’. All of these can also be specified in R-Dynamic guise, which adds a sportier design pack both inside and out.

You get plenty of driver assistance technology as standard, including reversing camera, lane keep assist, autonomous emergency braking and cruise control with speed limiter.

Standard infotainment comes from a 10-inch Touch Pro screen, with manual controls below. The instrument cluster comprises analogue dials with central TFT display.

Seats are finished in fabric with 8-way adjustment and heated function on the front seats. 17-inch alloy wheels look a little on the small side, but with plenty of options to increase the size.

S models gain 18-inch wheels, auto-dimming door and rear-view mirrors and grained leather seats. The infotainment offering gains Navigation Pro, Apple CarPlay, Android Auto an InControl Apps. S models also feature front and rear parking aid, traffic sign recognition and adaptive speed limiter.

We tested the SE model, which has a few extra goodies over the S. Wheels are up to 20-inches, and the LED headlights are ‘Premium’ with automatic levelling, directional indicators and auto high-beam assist.

Front seats are 14-way electric-adjustable with memory function. Best of all, you get the hugely impressive Touch Pro Duo system. For convenience SE models feature a power tailgate and auto-parking technology.

HSE models get a standard-fit ClearSight rear-view mirror, gesture tailgate and keyless entry. Inside a Meridian sound system and quilted Windsor leather seats add some next-level luxury.

You also get the Drive Pack on the HSE, which comprises blind spot assist, adaptive cruise control with stop/go function and high-speed emergency braking.

Value For Money

By now we’ve established that this new Evoque is rather good; a significant improvement over its predecessor in fact. So I’m sure you’re wondering what the cost of this improved offering is…

The new Evoque starts from a very reasonable £31,295 for the D150 manual with front wheel drive. The D150 is also the cheapest AWD version, at £35,115.

You then work your way up the range, increasing power and specification until you reach the P300 R-Dynamic HSE, which starts from £51,075.

Our test car, the P200 AWD Automatic, starts at £44,125. Yes, it’s going to incur the VED surcharge, but it is such a well-equipped car that you won’t care.

Then we come to the options list. There are many things to choose from: premium paints, larger and alternative design alloy wheels; the list goes on.

Our test car was finished in Indus Silver metallic paint (£670) and benefited from privacy glass (£350) and a fixed panoramic roof (£1,100).

To turn the Evoque into a car for all situations, and to make the most of the Touch Pro Duo system, you’re going to want the Adaptive Dynamic (£800). Configurable Dynamics (£230) allows you to customise Dynamic mode, allowing you to find your ideal drive mode.

Lastly it had the ClearSight rear-view mirror (£315), bringing the cost of the car as tested to £47,590.

You may think that the Evoque is expensive, but I would urge you to see one for yourself. This is no longer lacking in substance, and is easily good enough to wear the Range Rover badge with pride.

And when you compare the equipment to that you get on the Velar and Sport, the Evoque easily provides the most Range Rover for your money.

Facts and Figures

The post REVIEW – Range Rover Evoque R-Dynamic SE appeared first on Simply Motor.

Image Gallery

Exterior Styling

I’ll admit that I found it hard to see the gap in the market Land Rover envisaged when slotting the Velar in between the Evoque and the Range Rover Sport.

But I’m glad that they did. Because this is, unquestionably, the best-looking Land Rover to date. And this particular car in sporty R-Dynamic guise, top HSE specification and in marvellous Firenze Red hammers that point home.

The front end is big and broad, but there are no sharp lines; opting for a sleeker, smoother approach. Signature LED daytime running lights make the Velar immediately recognisable as a Range Rover. Big air vents in the corner of the bumpers, with copper accents, add a flourish of sportiness.

The Velar’s best feature are the door handles, which retract when not needed. This stroke of genius gives as much of a wow factor as it does a clean side profile.

The two-tone 21-inch alloy wheels featured on my test car look fantastic. They have a negative effect on ride quality, but from a style point of view there can be no complaints.

Impressively for what is actually a very large car, the proportions on the Range Rover Velar are spot on, with a slim window line that tapers gradually from front to back. Gloss black features down the side profile are a great contrast to the red paint.

At the back the Velar has a ‘pinched’ design, with its rear bumper angled upwards somewhat steeply. The exhausts therefore sit much higher than you’d think. It not only gives a more compact feel, but is advantageous to approach angles when off-roading.

Further gloss black trim completes the exterior package, and it’s one you have to admire. The Range Rover Velar almost looks like a concept car, and that’s significant praise.

Interior Finish

The cabin is equally magnificent, containing high-end materials that are stylishly laid-out. When opening the door to a Range Rover you expect to be wowed, and in that respect the Velar is on the money.

You’ll notice the rather nice Union Jack pattern on the seats and speakers. It’s a justified inclusion too: JLR may be owned by Indian company Tata Motors, but the Velar is built exclusively in the West Midlands, at JLR’s Solihull plant.

At the centre of the cabin is a new dual-touchscreen system. The top screen is home to media, navigation and telephone systems. Climate controls, seat controls and vehicle drive modes can be found on the bottom screen.

Higher-spec models also feature a 12.3-inch digital instrument cluster which can be customised to show dials, a map, media information, trip information, or a combination of the above.

Even the steering wheel buttons are capacitive, changing their appearance depending on the function required. So unusually for a car loaded with tech, the Range Rover Velar has very few physical buttons.

That makes the interior clean and uncluttered. In turn, that gives you the time to sit back and admire the ambiance of the cabin.

At the heart, the Windsor leather seats are about as soft and sumptuous as seats can be. Individual armrests for the front seats ensure for the utmost comfort.

And there are so many different textures in the Velar; with leather, smooth glossy plastics, soft-touch bumpy upper dashboard and aluminium flourishes. You find yourself running your hands over it all in admiration. There is no doubt that the driving seat of a Range Rover Velar is a nice place to be.

Engine/Performance

The engine availability in the Velar is comprehensive to say the least: ranging from a 2.0-litre four-cylinder diesel D180 with 180PS up to a rip-snorting 5.0-litre supercharged V8 with 550PS, with a host of petrol and diesel options in between.

My test car was somewhere in the middle: a D300. That’s a 3.0-litre V6 diesel offering 300PS and whopping 700Nm of torque.

Shove your right foot into the carpet and this sizeable car will sprint from 0-62mph in 6.7 seconds, and go on to a top speed of 150mph.

But it’s the mountain of torque that makes this particular Velar so quick. In-gear acceleration is mind-boggling, and overtaking on the motorway is effortless.

There’s a lot to be said for the engine being a V6 too. First and foremost, it is of a refinement level that is to be expected on a £70,000 SUV. There is absolutely no rattle from under the bonnet no matter how hard you push it, and that brings a luxurious drive to the luxurious Velar.

For the most part, you’ll struggle to hear the engine at all. For such a big, powerful unit it is remarkably unobtrusive. But when getting a bit throttle-happy, you can hear the faint essence of a V6 howl under the bonnet. And there’s nothing to dislike about that.

Sure, the D300 is among the more expensive engine choices in the Range Rover Velar. But it gives a powerful drive to equal its big presence. In fact, the longer you spend behind the wheel of the Velar D300, you can soon forget this is a 2-tonne SUV…

Ride/Handling

Until, that is, you need to stamp on the brakes with force. All of a sudden, you feel like the Titanic heading towards the iceberg; waiting, hoping that this leviathan will come to a stop.

Frankly with such a powerful engine the Velar D300 needs more powerful brakes. That’s my first of only three niggles with this car.

The second is that on 21-inch alloy wheels the ride isn’t particularly fitting of a Range Rover. The wheels may look great on the outside, but they also seek out every lump and bump, sending them directly to the base of your spine.

Even the brilliant air suspension can’t prevent this. In ‘Comfort’ mode, it’s noticeable but bearable. In ‘Dynamic’ mode it’s downright unpleasant.

Thankfully this seems to be an easy fix. I haven’t driven a Velar with smaller wheels, but I have to think it would be better. You can have alloys as small as 18’s, but they look decidedly rubbish. 20’s would probably be the best bet.

The steering setup on the Velar is perfectly balanced: direct enough to give a sporty feel and engaging drive, but not so much that it detracts from being a comfortable and relaxing cruiser.

The Velar gets a full air suspension setup that aids ride and practicality in equal measures. It is a tried-and-tested setup to make a Range Rover waft along on the motorway with little drama.

But in Dynamic mode the car can hunker down, lowering the ride height and minimising body roll in the corners. It really works – making the Velar a much more composed and competent car to drive when you do so in a spirited fashion.

Economy

Despite having a sizeable, powerful engine, the Velar D300 is more economical than you might expect.

On the WLTP combined cycle, it achieved 34.7mpg. That may not seem like a lot, but do remember this is a 2-tonne SUV that can accelerate with the same gusto as most hot hatches.

Sure, a D180 may be more frugal, but at the expense of power. For some people that may not matter an iota, but for me an executive car like the Range Rover Velar should be capable of effortless progression.

CO2 emissions are an NEDC-equivalent 169g/km. First year VED is £530, and £145 thereafter. Well, not quite £145. As a car above £40,000 the Velar falls foul of the VED surcharge, adding an additional £320 in years two through six of ownership.

Economy-boosting technology is the reason for the Velar’s surprising economy. The 8-speed automatic gearbox has enough ratios to make sure the engine needn’t work unnecessarily hard.

The Eco drive programme backs off throttle response, sets the ride height to minimise resistance and encourages the gearbox to upshift early. Start/stop technology is standard, cutting the engine to save fuel in traffic.

This means that the Velar is not only comfortable on a long-haul motorway drive, but good on fuel too. On more gentle drives we saw figures in excess of the quoted economy figure, even nudging 40mpg at one point. All things considered, we’d be happy with that.

Practicality

When it comes to practicality, the Range Rover Velar is more than holds its own in a segment where space and usability is expected to be a strong point.

Boot space is 513 litres with the rear seats up, expanding to a rather cavernous 1,250 litres with them down. Despite the tapered rear end, the load area remains sizeable and easily accessed. There is a much wider opening at the bottom of the tailgate, certainly enough to pass the flat-pack furniture test.

Cabin space is equally substantial, with ample leg and headroom all round. If you stick to using the outer rear seats only, taking advantage of the centre armrest, travelling in the back is properly luxurious.

There’s even a button to electrically recline the backrests. Don’t expect to be horizontal, as the range of movement is akin to most airlines would offer in cattle-class, but it’s a nice touch nonetheless.

Because the Velar is quite skinny at the top, you can sometimes forget how big it actually is. A trip to the supermarket car park will soon remind you though.

Don’t get me wrong; parking the Velar isn’t actually an issue, thanks to a great turning circle and reversing camera. But you may find it a tight squeeze to open the large doors enough to step out.

Forget supermarkets though, because in a Velar you can go far, far outside of town. With the usual Land Rover off-road kit and caboodle, this is a vastly capable car.

The air suspension goes from access height, allowing you to get in and out with ease, to off-road height to provide ground clearance on even the deepest ruts. I dare say the vast majority of Velars will never face such a test, but it’s nice to know they could cope.

Equipment

There are two ‘basic’ versions of this car: the Range Rover Velar and the Range Rover Velar R-Dynamic. The R-Dynamic has a sportier appearance, with black and copper detailing on the exterior, aluminium flourishes in the cabin and a black headlining.

Each of these two versions then has three further grades: S, SE and HSE. But it has to be said that the standard equipment level is good.

The deployable door handles are a standard feature, as are front and rear LED lights with auto light function. You also get keyless entry and go, rain-sensing wipers, auto-dimming rear view mirror, ambient interior lighting and two-zone climate control. The heated front seats are widely adjustable, albeit manually.

All models get the brilliant Touch Pro Duo centre console. As standard, the instrument cluster is an analogue setup with central TFT display. Standard connectivity comprises Apple CarPlay, Android Auto and Bluetooth.

On the driver assistance front you get front and rear parking sensors with a rear-view camera, cruise control with speed limiter and, frankly, too many assistance systems to list; such as hill descent control, gradient release control and roll stability control…

Safety is covered too, with driver condition monitoring, autonomous emergency braking, lane keeping assistance, seat belt reminder and emergency stop signal.

S grade adds premium LED lights, auto-dimming, power-folding door mirrors with puddle lights, 14-way electric front seats with driver memory, an 11-speaker Meridian sound system and Navigation Pro.

SE adds matrix LED heaflights, a powered gesture tailgate, a Meridian 17-speaker sound system and fully-digital instrument cluster.

HSE models get 20-way adjustable front seats with heat, cool and massage function. They also get a full 360-degree parking aid, park assist and rear traffic monitor. Safety equipment is bolstered by blind-spot assist, adaptive cruise control and high-speed emergency braking.

Value For Money

The final section of this review brings my final niggle with the Range Rover Velar: price. With such a broad range of engines and trims, comes a broad price range.

A basic (if you can call any Velar ‘basic’) D180 starts from £45,260, going right up to £86,685 for the range-topping 5.0-litre SV Autobiography Dynamic Edition.

The D300 R-Dynamic HSE tested here starts at £68,280. And that’s before we come to the options list which, if you don’t show restraint, can end up adding many thousands of pounds to the cost of your Velar.

My test car had been shown a little restraint. Its option list comprised Firenze Red paint (£725), 21-inch alloy wheels (£800), a fixed panoramic roof (£1,315), privacy glass (£400), Argento pinstripe veneer (£80) and configurable dynamics (£230). That brought the price as tested to £71,830.

There’s no escaping the reality that the Range Rover Velar is expensive. Yet somehow it doesn’t matter. Because after spending a week with one I was completely sold, and would happily own one in an instant.

Its jaw-dropping style pulls you in. Its masterpiece of a cabin keeps you interested, and a choice of brilliant engines seals the deal. Ultimately the heart wants what the heart wants, even if that means £70,000.

Facts and Figures

The post REVIEW – Range Rover Velar R-Dynamic HSE appeared first on Simply Motor.

With the success of the new Range Rover, and Range Rover Sport, Land Rover has set about consolidating the Discovery range. With a new Discovery on the way, the Freelander has been replaced with this; the Discovery Sport. It combines tried-and-tested capability with new, efficient Ingenium engines. This may be the ‘entry level’ Land Rover now, but it promises to be a lot more than entry level. I couldn’t wait to see one up close and personal so, at the earliest opportunity, I got hold of one. It was a HSE Luxury, which means that it is rather high up the range. And then I went for a drive…

Looks – 10/10

The Freelander, by the time it reached its demise, looked two things. Firstly, dated. And second, agricultural. The Discovery Sport, on the other hand, is neither. On the outside it is sleek and curvaceous. The front end is framed by the circular daytime running lights. It creates a rather distinguishable silhouette in a rear-view mirror. The bonnet features an airbag near the windscreen, and this is well-hidden behind a contrasting silver panel. My car was finished in stand-outish Phoenix Orange with a contrasting black roof. I wasn’t a fan of the wheels on my car, and think it would have suited some black ones to match the roof. I do like the side profile though, with the body-coloured C pillar and striking line from the side indicator to the tail light. At the back the tail lights mirror the circular design of the daytime runners, whilst a subtle roof spoiler and twin exhausts provide little sporty touches.

Inside the Discovery Sport is in no way agricultural. Opening the door you are greeted with the glorious scent of new leather. The dashboard and centre console are relatively uncluttered and unsophisticated, but that’s rather refreshing. The dials are a simple black and white, but look great. There are no scratchy plastics knocking about, although you can tell the difference in finish between this and a Range Rover. The silver trim offers a nice contrast to the black leather and plastic, and the seats have a lovely pattern to them. Being the HSE luxury you get a wonderful panoramic roof, which lets in plenty of light to the cabin. I also like the gear selector, which rises when you turn the engine on. Even the rearmost seats are top-quality leather, and it just shows the attention to detail and commitment to quality at Land Rover.

Handling/Performance – 10/10

The Discovery Sport gets the new Ingenium diesel engines, and that’s a good thing. My car came with the 2.0-litre diesel offering 180PS and 430Nm of torque. What’s more, it had the wonderful 9-speed automatic gearbox. That may not sound like the most powerful combination, but you have to appreciate that the Discovery Sport weighs a rather lean 1,800kg, and as a result can get from 0-62mph in 8.4 seconds and on to a top speed of 117mph. Being a 4-cylinder engine, you’d expect some rattles as you climb up the rev band. They are there, but you have to listen hard to hear it thanks to a decent amount of soundproofing. The 9-speed box also means that motorway cruising can be done at little more than tick-over, but provides a responsive kick-down for bursts of acceleration when needed. You can also switch to Command Shift, and operate the gearbox via paddles mounted behind the steering wheel.

Despite being a tall car, the Discovery Sport handles rather well. There is a little bit of lean into faster corners, but not enough that it becomes a nuisance. In everyday driving the car is smooth, comfortable and relaxing. It’s everything you’d want from a family car, because if the ride is not so good then rear seat passengers may become unwell. That being said, the steering feels responsive, and you can certainly pick up speed on even the tightest country roads. If the going gets really tough, then you can use the special programs on the 4WD system, comprising normal, grass/gravel/snow, mud/ruts, and sand. Whilst the majority of Discovery Sport’s will spend their time in the urban jungle, it’s reassuring to know it could handle itself in a proper jungle too.

Economy – 10/10

This is traditionally an area where ownership of a Land Rover would require a compromise. The outgoing Discovery, with its hefty 2,600kg and big 3.0-litre diesel returns little more than 30mpg. The Discovery Sport, which is lighter and has the new engine, will almost double that. Combined fuel consumption is 53.3mpg, and that is remarkable. With start stop technology, CO2 emissions are 139g/km, putting the car in VED band E. That’s £130 road tax in the first and subsequent years, and that is a deal maker. I’m still not entirely sure how Land Rover have managed to make the Discovery Sport so cheap to run, but credit to them.

Practicality – 10/10

The Discovery Sport does everything you would want it to do, and then some. As a family bus it’s great; having seven seats ensures you will be nominated as the taxi driver for your kids and their mates. Those rearmost seats are best suited to children. I could fit in one, but can’t see it being comfortable on a long drive. Once folded away, there’s a generous boot behind the electric tailgate. There are enough USB ports for everyone to have their gadgets plugged in. The front seats have comprehensive heating/cooling functionality, and the outer middle seats are heated. The dual-view screen means that while the driver is seeing the satellite navigation screen, the passenger is watching TV. It remains one of the coolest features of any car I have tested, and never ceases to impress passengers. The Discovery Sport is also surprising easy to park, and easy to hop in and out of. It really does everything, from the school run to IKEA trips, and it does it very well indeed.

Fun – 8/10

There are quite a few ways in which the Disco Sport will put a smile on your face. Most frequently will be gazing at your fuel gauge when you get near a petrol station, and realising that it’s barely moved and you can keep on driving. The Land Rover is like your happy place. Once you get inside and shut the door, you can lose yourself in your own world. It’s quiet and peaceful. There’s a TV. You can heat or cool your seat as you please. This is not a car for the driver who wants to tear up country B-Roads. It’s a different beast altogether. It is the most fun you can have in a civilised manner. That being said, if Land Rover Special Vehicle Operations wanted to have a go on a Discovery Sport then I’d be more than happy to check out the result.

Concluding Remarks

The post REVIEW – Land Rover Discovery Sport HSE Luxury appeared first on Simply Motor.