2017 Land Rover Discovery: First Drive

CARS.COM — Is the redesigned 2017 Land Rover Discovery SUV the most versatile family vehicle on the market? If you value capabilities like towing and practically peerless off-roading along with your family-friendly features, the answer is a resounding yes.

Related: Land Rover Range Rover Velar Preview

To clarify: The Discovery is not the Discovery Sport, an underwhelming smaller model sold since the 2015 model year that starts at $38,690 for 2017 (all prices cited include destination charges). The larger 2017 Discovery offers five or seven seats and will start at $50,985 when it hits dealerships in June. The 2017 is the fifth generation of a model first sold as a 1994 in the U.S. Since 2004, it’s been known as the LR3 and then the LR4, but Land Rover has figured out it had a good thing going with real names and abandoned the alphanumerics, as should all automakers who went down this ridiculous path.

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Speaking of ridiculous paths, I traversed some ridiculously steep, rocky and sandy paths — as well as nearly 500 miles of pavement — testing the Discovery with both a supercharged V-6 gasoline engine and an optional diesel V-6 in Utah at Land Rover’s national introduction.

One glance at the 2017 and fans will recognize that the 2016 LR4 marked the end of hard-edged boxy Land Rovers, as the new Discovery joins the rest of the lineup of softer-edged boxy Land Rovers. If it looks smaller outside, it’s merely 1.4 inches shorter at the roofline. It’s otherwise grown 5.6 inches in length, 3.3 inches in width, 1.4 inches in wheelbase and more than 3 inches in track (the distance between left and right wheels). Extensive use of aluminum has knocked the curb weight down by a remarkable 820 pounds when comparing base trim levels. The nose is rounded but aggressive. The signature stepped roof remains, but it’s been smoothed way down to help reduce the drag coefficient, which is now 0.36 versus 0.4. On a Discovery with roof rails, the step all but vanishes.

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So how does it drive? Nicely, in the case of the top trim level, the HSE Luxury. Its suspension comes with standard air springs, which are a stand-alone option on the lesser SE and HSE. The earlier Discovery models always felt tall and a bit tipsy, and while this one feels tall and top-heavier than the Range Rovers, it’s more grounded than its forebears. Where the old one heaved its weight into corners, the 2017 feels more stable, but I detected early on that — despite the air springs — it lacks the adaptive shock absorbers offered on the Range Rovers. You feel it in mild body roll and some noticeable disruption on decent pavement that seldom rises above the level of vibration and is ultimately ignorable. Interior noise is well controlled; wind is the primary sound at speed, but it’s better than the boxier models were.

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The 3.0-liter V-6 engines are a good match for the 2017 model. With 340 horsepower and 332 pounds-feet of torque, the gas engine is the better choice for the average driver who values high-speed passing. Land Rover estimates its zero-to-60-mph time at 6.9 seconds, an improvement of 0.8 second versus the LR4. The diesel’s 254 hp and 442 pounds-feet of torque nets an estimated 7.7-second zero-to-60 and will please off-roaders, trailer-towing drivers and anyone who wants to bolt off the line — or get superior mileage. The gas engine gets an EPA-estimated 16/21/18 mpg city/highway/combined, which improves on the LR4’s 15/19/16 mpg and compares to German competitors. The diesel rates 21/26/23 mpg.

A V-8 isn’t offered, but Land Rover presumably needs to distinguish the more expensive Range Rover models — or perhaps leave room for a future option. Likewise, a four-cylinder diesel Discovery sold overseas won’t be coming here; the same engine is adequate in the Jaguar F-Pace, but that SUV is more than 900 pounds lighter.

Interior quality is very good, but even the top-trim HSE Luxury (in standard form) is definitely in the Discovery column rather than the Range Rover lineup, which has (or offers) some richer materials. Headroom has come down a bit versus 2016 but is still very good, even in the optional third row, where legroom is snug but workable for adults, providing the trip isn’t too long.

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The third row can also be enhanced with the Remote Intelligent Seat Fold Package that adds the most ambitious power-folding functionality we’ve ever seen. The 60/40-split second row and 50/50 third row can be raised or lowered independently or all at once using switches at the rear, the dashboard touchscreen or ahead of time with a smartphone app (the latter an attention-getter that seems unnecessary considering the process takes only 14 seconds). All seven seats know where the others are and can move a bit to make way for the folding process. It’s something to see.

While the maximum cargo volume is 7.6 cubic feet lesser at 82.7 cubic feet, the space behind the second row is roughly the same as in the LR4 and it’s still a roomy area overall.

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Space behind the third row is modest, and though a liftgate has replaced the LR4’s combination liftgate/tailgate, an optional Powered Inner Tailgate serves the same purpose — preventing cargo from falling out when the liftgate goes up and providing a seating area good for up to 661 pounds. 

Want to tow a trailer? That limit has raised from 7,716 to 8,201 pounds. Likely competitors like the Audi Q7, Mercedes-Benz GLE-Class and a loaded Jeep Grand Cherokee are way behind (see them compared).

So, what apart from the third row and power-folding seats make the Discovery appealing for families? A lot. Standard and optional features include 21 storage areas totaling a claimed 1.6 cubic feet. There are generous hidden spaces behind the ventilation controls and under the cupholders. There are four pairs of Latch anchors for securing child-safety seats, an optional backseat entertainment system with two screens capable of showing two sources, and as many as nine USB ports and six 12-volt outlets. Upper-backseat pockets are designed to hold tablets, and a Wi-Fi hot spot supports up to eight devices (unfortunately with 3G rather than 4G data). A kick-to-open liftgate aids parents with arms full of groceries or children. Seem too big and bulky for family use? The air suspension can lower the vehicle to ease occupant and cargo loading, and active Park Assist and 360-degree cameras can help maneuver into spaces — and even help negotiate when backing up with a trailer.

There are many luxury SUVs with all-season all-wheel drive, but few with hardcore standard full-time four-wheel drive, a dual-range transfer case and a bevy of computerized technologies that allow novices to do what only pros could do just a few years ago. It does practically everything you could want — especially with the air suspension, which maximizes its approach, departure and breakover angles and provides a water-wading depth of 35.4 inches. I’ll detail my off-road experience in a future report. Few SUVs ever see anything more extreme than a dirt road, but experience tells us that knowing they could do what the Discovery can is mighty appealing to consumers.

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