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The Ferrari GTC4Lusso is now available with a twin-turbocharged V8 alongside the naturally-aspirated V12. But is it a disappointment?
The 2017 Audi RS3 takes on the BMW M2 and Mercedes-Benz A45 AMG with five-cylinder firepower and a saloon option for the first time
Playing Golf: we head to Cornwall for the first UK drive of the all-new Hyundai i30 – can it compete in the crowded hatchback sector?
Meet the car set to be another smash-hit for Land Rover: the 2017 Discovery. Replacing the strikingly aged Discovery 4, this new Discovery (there’s no ‘5’ in the name) is an out-with-the-old reinvention.
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It has a fancy new aluminium platform, which cuts almost half a tonne from the kerbweight. There’s more space than ever, and more off-road ability than ever. And most notably, sleek new styling that takes the Discovery into Range Rover territory. There’s a lot to discover.
What is the 2017 Land Rover Discovery?
Land Rover has comprehensively rethought the Discovery because it wants to take on the Audi Q7 and Volvo XC90: something the utilitarian Discovery 4 increasingly was unable to do. Customers want more premium machines in this sector, it says, proven by the big sales lift when the rugged Discovery 3 turned into the posher Discovery 4. This is, by some margin, an acceleration of that process.
So plenty has changed here, then?
Sit the new Discovery alongside the old one and they appear several generations apart, not one. Lego-brick look becomes swish and sleek. Your first impressions are not of Discovery, but of Range Rover. Not without basis, either – it’s now based on the same platform as a Range Rover.
What, so it’s basically a Range Rover underneath?
You bet. The same aluminium architecture used by the Range Rover and Range Rover Sport is now employed here. This is 480kg lighter, taking the Disco to just over 2.1 tonnes – 20% less than before. It’s a monocoque design, so should feel much tighter and sharper on road, but Land Rover insists off-road ability has been enhanced, not lost. All it lacks is the expensive anti-roll and dynamic handling tech of a Range Rover. That’s why you buy a Range Rover Sport, it says.
Uh-huh. This sounds like it could be expensive. Have prices rocketed?
This is the interesting bit. In run-out spec, the old Discovery cost from £47,500. Lead-in price for the new one is LOWER – from £43,495. This could be the story of the century, particularly when an Audi Q7 barely scrapes in under £50k. Well, partly. That basic Discovery is now a 2.0-litre turbodiesel; the V6 diesel costs from £50,995, level-pegging a Q7. Even so, this sophisticated new Disco is anything but wildly priced, perhaps explaining why Land Rover already has over 20,000 pre-orders for it.
What are your first impressions?
Time for a first look on the global model launch in Utah. And how the Discovery has evolved. Following the look of the Discovery Sport, it has a sleek nose, beautifully-profiled sides and strong, clean feature lines. It’s curvaceous where the old one was shed-like. Panel fit is super-precise, giving it a hewn-from-solid look. It’s rich and expensive-looking. Yes, it’s more Range Rover than ever.
But is it still an authentic Discovery?
No, it’s not the blocky Discovery of yore. It was never going to be: that was a car 12 years old, says Discovery engineering chief Nick Collins. Everything has moved on and Land Rover was never going to make a retro Disco. There are Discovery cues, sure – the reverse-rake C-pillar, the step in the roof – but we’ll simply have to accept the Discovery is now a premium car like an Audi, not a rugged-look off-roader. Again, sales have proven this is exactly what customers want.
How does Land Rover define Discovery, then?
Land Rover argues the Discovery has never really been about being a pure, rugged 4×4. At launch in 1989, the genius of it was being a more car-like, an incredibly versatile family-friendly machine for those new to the brand – people scared off by the tough Defender or expensive Range Rover. This has perhaps been forgotten over the years as the car has aged, so the firm believes this one resets it and takes the Discovery back to what it originally set out to do – just with the flash, fancy finishes modern premium buyers expect.
Will you mistake it for a Range Rover?
You might do at first, before you get familiar with it. It looks posh and very modern, with lots of concept car cues. The tail lamps, horizontal instead of vertical, are lovely, while the headlights’ LED running lights look super-modern. The more we saw it, the more we thought it looks fantastic. But it’s Range Rovers you’ll be confusing it with, not old Discoverys. Same goes inside…
First impressions inside?
The interior is outstanding. All high-end finish, clean leather-covered surfaces and smooth detailing, it’s maybe the most instantly-appealing interior Land Rover offers. The finishes are smart, with features such as inlaid wood and metal, but not indulgent like a Range Rover. It’s ‘modern premium’, and very well executed. Think clean, Swedish-style design, with added Land Rover character.
This might be a silly question, but is the new Discovery big inside?
It’s enormous inside. Land Rover makes a big play on designing its vehicles from the inside out. The Discovery is big on the road, five metres long, wide and tall, but also massive on the inside. Adults feel almost child-sized up front, have limo-like room in the middle row and can even sit comfortably in the third row. Someone on the engineering team is 6ft 4ins and is fine in the seven-seat Discovery, we were told. He was squashed and had his head shoved into the roof when they tested Q7 and XC90. See: that stepped roof IS still functional.
Visibility is also excellent, as it should be in a Discovery. You sit high, the windscreen is deep, side windows are deep, the wide windowledge to rest your arm on remains: it’s very feel-good. Those in the back have big windows as well, while stadium seating still sits them progressively higher up as you go back – great for reducing travel sickness, reckons Land Rover.
Let’s get rolling. What is the 2017 Land Rover Discovery like to drive?
The bit we’ve been waiting for. The first miles behind the wheel of a new Discovery, equipped with the classy TD6 engine. Start it up: the alarming agricultural clatter of before is gone. Pull away and it seems crisper, less lazy, lighter on its toes. The steering is transformed, from slow, heavy and spongy to light, direct and responsive (it’s the same system as a Range Rover Sport). And with standard air suspension, the cushioned ride immediately begins to cosset.
The new Discovery wafts along then?
If you’re used to the old model, this new Discovery will feel like, well, a Range Rover. It’s certainly as quiet as one, say Land Rover test figures, and glides along in beautiful wafting luxury. The engine barely murmurs, bumps are soaked up quietly, yet while it impersonates a magic carpet, it doesn’t wallow like the old one could.
Sounds nice. And in corners?
Naturally, this softness will mean it leans in corners. You buy a Range Rover Sport to defy logic there. But it still drives tidily and accurately, with little of the heaving heaviness of the old one. The biggest transformation is, again, the steering, which is immeasurably more precise. Positively weighted just off centre, it’s less than three turns lock-to-lock, so you no longer need armfuls to handle a Disco, and can point it with far less effort. It’s decently precise as well.
It all sounds so lovely, I’m now worried about what it’s like off road
Land Rover knows the Discovery has gone posh, and doesn’t look like it will be as good as before off-road. But it is, and then some. A total of 283mm of ground clearance, 500mm wheel articulation and 900mm wading depth are all class-leading and better than before. A mass of 4×4 tech, including surface-sensing Terrain Response 2, gives it the legs to tackle any surface.
It’s good on the rough stuff, then?
Anything the old Discovery 4 could do off-road, the new Discovery can do better. Climb across rocks, charge through sand, monster hills – it’s amazingly accomplished. But more refined, easier to drive and less effort than before as well. You might hesitate to take your posh new Disco across such terrains, but it’s more than up for it. Relief: the Discovery hasn’t gone soft. It remains an authentic Land Rover off-road.
What about the famed Discovery practicality?
Land Rover is super-chuffed with the new Discovery’s versatility. You can store four iPads in the front centre console, and there are little tablet pockets in the front seat-backs. The box between the front seats is a fridge big enough to house glug-sized bottles. Behind the climate control panel is a secret stowage box. Rear passengers get their own stowage cubbies. The dual glovebox has been retained. And there’s more…
The Discovery split tailgate is gone!
Mourn the demise of the split tailgate. But the massive single-piece tailgate is clever in its own right. It electric-opens to reveal a humungous load area for one thing; even in seven-seat format, it has a 258-litre boot, not far shy of a Ford Fiesta. Also, an electric fold-down panel has been added on to mimic the split tailgate. You can sit on it, or use it to slide in heavy items. Get over the cool factor of the old tailgate and this is certainly easier. Even if, visually, its asymmetric design still takes some getting used to.
Does it have clever seats?
Much has been made of the Discovery’s electric-fold seats, and justifiably so. They’re ingenious. From a panel in the boot, you can electric-fold the seats down in 14 seconds. This control pack also lets you raise and lower the back of the Disco at the press of a button (it’s fun supermarket car park theatre). Land Rover says you can also adjust the seats via the touchscreen and via the much-promoted smartphone app. We thought they were a gimmick but, on first use, they’re actually really cool.
What’s the infotainment like?
Infotainment is chronic in the old Discovery. This new one, with a widescreen 10in InControl Touch Pro screen, is night-and-day better. It looks good, is easy to use and is multi-layered with features and functionality. The only obvious omission is Apple CarPlay and Android Auto; Land Rover insists the system’s app-laden functionality is just as good.
Verdict: 2017 Land Rover Discovery
The new 2017 Land Rover Discovery is a car that’s hard to fault. It has bought Discovery bang up to date, giving it step-on new levels of refinement, ease of driving, premium appeal and overall ability. But it’s also enhanced the things Land Rover says is Discovery DNA – the versatility, practicality, off-road ability. Some will have to press the reset button, and get used to the fact the Land Rover Discovery is now a genuine Audi Q7 and Volvo XC90 rival. But do so and they’ll discover this is a seriously accomplished all-rounder that’s turned into exactly the sort of machine we’d hoped it would. On first evidence, it’s an unqualified bravo, Land Rover.
We drive the 2017 Volkswagen Golf GTI – and decide it’s better than the Golf R and Clubsport. But how does it compare to the Ford Focus RS?
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Look, we know the MINI Countryman isn’t exactly mini. We know this probably isn’t what Alec Issigonis had in mind for the future of his ADO15 economy car ahead of its launch as the original Mini in 1959. Chances are, you might not like the MINI Countryman one bit. But that’s OK because, since its launch in 2010, it’s not shied away from being controversial.
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There are lots of happy MINI Countryman owners out there, however. More than 550,000 have been sold globally, while 79,000 have found homes in the UK. And that popularity is only likely to grow as the Countryman has been revised for 2017. We’ve driven it on UK roads to find out whether it’s OK to hate the new MINI crossover.
The new MINI Countryman is bigger than before – a full 20cm longer than its predecessor and 3cm wider. A 75mm longer wheelbase translates into an extra 5cm of rear legroom and 100 litres of boot space, meaning the Countryman is by far the most practical MINI on sale.
This puts it firmly into the C-segment, making it a rival to the likes of the Nissan Qashqai, Fiat 500X and Audi Q3, as well as conventional hatchbacks such as the Volkswagen Golf and BMW 1 Series.
What’s it like inside?
Sit inside the Countryman, and it feels typically MINI. Everything’s chunky – from the huge central infotainment system (now a touchscreen) to the family-friendly door bins and hefty steering wheel. Features like the toggle start switch add a retro touch, while the rectangular air vents give it a more rugged feel, apparently.
The new MINI Countryman certainly feels upmarket – but that’s exactly what we’ve come to expect from MINI. It’s got a solid feel, with no cheap-feeling plastics to be found.
It’s easy to find a comfortable driving position in the new Countryman (helped in our test car by the optional electric adjustment), while passengers in the rear will appreciate the large windows, airy feel and generous legroom. New for the 2017 model is an optional electric tailgate, while a picnic bench can be specified to sit on the bootlid and provide seating for two people. Hashtag: lifestyle.
Tell me about the engines
The new Countryman comes with a choice of petrol and diesel engines from BMW’s TwinPower Turbo range, similar to the line-up already found in the hatch and Clubman models. The entry-level Cooper is powered by a 1.5-litre petrol producing 136hp and hitting 62mph in 9.6 seconds, while the 2.0-litre diesel powered Cooper D takes 8.9 seconds to reach 62mph.
Sportier models include the 2.0-litre Cooper S (tested here) and a range-topping John Cooper Works. This produces 231hp and hits 62mph in an impressive 6.5 seconds.
For the first time in MINI’s history, a plug-in hybrid model is set to go on sale later in 2017. An 88hp electric motor powers the rear wheels of the Countryman Cooper S E, while a three-cylinder petrol engine sends drive to the fronts through a six-speed Steptronic gearbox. The result is 49g/km CO2 emissions and combined fuel consumption of 135mpg.
How does the Countryman drive?
We tested the hot Cooper S model in four-wheel-drive All4 guise. This produces 192hp and hits 62mph in 7.2 seconds when combined with BMW’s eight-speed Steptronic auto ’box. It doesn’t feel quite as quick as you may expect, but with Sport mode selected it certainly sounds the part, while the steering weights up – albeit rather artificially.
If you’re not in a Cooper S kind of mood, you can flick between Mid or Green modes. We actually like the standard mode best – certainly with the adaptive dampers fitted to our test car. It’s less jittery than when in Sport, and – while the steering still isn’t overly communicative – at least it doesn’t make you flex your muscles just to round corners.
The Green mode works well, too, toning down the throttle response and making the steering even lighter. It makes choosing the costly Cooper S seem a bit daft, but we find the Countryman to be at it’s best when you’re pottering around town or meandering cross-country with little urgency.
Should I buy a 4×4 Countryman?
All engines are available with a MINI’s All4 four-wheel-drive system. This works with the car’s stability control system to transfer power between the front and rear axles, depending on the conditions. Under normal load, 100% of the power will be directed to the front for maximum efficiency. During cornering, it’ll be sent to the rear to counter understeer, while up to 100% could be directed to the rear axle when required in wet or slippery conditions.
The MINI Countryman is the kind of car you’ll choose for transporting your family, so it’s important to consider how safe it is. Although the new model hasn’t been tested, its predecessor scored a maximum five stars in Euro NCAP crash tests, while the more recent MINI hatch and Clubman were both awarded four stars.
Standard safety kit on the Countryman includes a host of airbags and a collision warning system with a city braking function to prevent minor bumps. Optional equipment ranges from a pedestrian warning system to active cruise control.
Which options should I choose?
MINI has made the new Countryman better equipped as standard – a move that follows three quarters of customers selecting the Pepper, Chili or Sport options packs for the outgoing car. Now, many former Pepper pack features are fitted as standard – including 16-inch alloys on Cooper models, as well as parking sensors and Bluetooth connectivity.
If you pick just one option we’d go for the £950 Media pack, which includes the XL navigation system, MINI Connected XL and the clever MINI Find Mate. This allows you to fix tags with wireless tracking functions to important objects you may lose – such as keys and rucksacks – and trace them on your phone or on your MINI’s on-board computer.
MINI dealers are taking orders for the new Countryman now, with the entry-level Cooper starting at £22,465. The Cooper D starts at £24,425, while the Cooper S costs £24,710 and the SD £27,965. The range-topping John Cooper Works will set you back £29,565. Deliveries will start in February 2017.
What’s the verdict?
Are you allowed to hate the new Countryman? Hmm. Not really. Whisper it, but the new MINI Countryman is actually pretty good. The interior is more upmarket than ever before, and you get more for your money now. The downside of its increased bulk is it’s not quite the sharp handler you might expect a MINI to be. Even so, keen drivers will find it more satisfying than a Nissan Qashqai.
If you’ve got a family but want to cling onto your street cred, the MINI Countryman remains an excellent choice. Just don’t expect everyone to appreciate it.
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