The Land Rover Discovery Sport deserves to be more popular in Australia, but times are tough.
Despite being the most attainable model in the Land Rover and Range Rover stable, and the fact it competes in the hottest part of the market – mid-sized SUVs – it’s strange that it’s not selling as well as you’d expect.
In 2024, Jaguar Land Rover (JLR) sold 371 Discovery Sport vehicles in Australia, which while up 110.8 per cent on the year prior, still only accounted for less than one per cent of the premium mid-sized SUV segment Down Under.
By comparison, the Lexus NX range found more than 10 times the number of customers, and even the Mercedes-Benz GLB was more than twice as popular. That’s not because the Discovery Sport isn’t a good car – in fact, you can barely tell it’s nearing its 11th birthday.
While it doesn’t look all that different over a decade on from its release, Land Rover has applied many an update to the Disco Sport over the years, basically shoehorning a new architecture underneath as part of its mid-life facelift in 2019.
WATCH: Paul’s video review of the 2022 Land Rover Discovery Sport R-Dynamic HSE D200
That brought the brand’s latest tech developments, including the availability of a plug-in hybrid (PHEV) drivetrain, which powers the car we have on test here – how does it fare?
How much does the Land Rover Discovery Sport cost?
Our test vehicle was a well-optioned 2024 model-year Discovery Sport Dynamic SE P300e, which wore a base price tag of $103,450 before on-road costs – today, an MY25.5 build is slightly more attainable, at $101,999 plus on-roads.
Specified options as tested included a Technology Pack ($4700), which adds niceties like a head-up display and surround camera system – both of which you might expect to be standard at this price point – as well as 20-inch alloy wheels in diamond-turned finish ($2080), as well as heated front seats ($860… really?).
While Land Rover has done well to achieve a price point in line with PHEV versions of rivals like the Audi Q5, BMW X3 and Volvo XC60, the requirement to tick options boxes to achieve matching spec levels will see you spend more on the Land Rover.
A purchase price of $120,000 will also put you very close to larger premium SUVs like the Audi Q7 and BMW X5, though admittedly the X5 PHEV will cost you 10s of thousands more again.
To see how the Discovery Sport lines up against the competition, check out our comparison tool
What is the Land Rover Discovery Sport like on the inside?
The interior of the Discovery Sport has changed a number of times over the years, and this latest iteration could be confused for a Jaguar if you didn’t look at the badge on the steering wheel.
That’s no bad thing, and it’s also logical given the Disco Sport shares its underpinnings with the smaller Jaguar E-Pace and Range Rover Evoque. Both are marketed as more premium offerings, but the Discovery is by no means a cheap relative.
The vast majority of the cabin is lined with soft-touch materials, with upper sections boasting cool textured detailing, including the stitching across the dashboard and door inserts.
Sure, the grained and textured material atop the dashboard and doors might be a little rough to the touch, but it appears to be hard-wearing and better suited to Land Rover’s go-anywhere ethos – even if most owners will never take their Disco Sport properly off-road.
Usual touch points like the seats and steering wheel are finished in smoother leather materials, and everything looks and feels befitting of a premium product, while also being distinctly different from anything German, Japanese, or Swedish.
Technology has been a key area of improvement during the Discovery Sport’s evolution, with the latest iteration employing JLR’s excellent Pivi Pro multimedia interface with clean menus and snappy response. It offers everything you’d expect too – navigation, connected functionality, wireless smartphone mirroring, and the rest of it.
Compared to some of the more convoluted systems offered by rivals brands from Germany, the Discovery Sport’s simple-yet-attractive infotainment software is really easy to use without feeling underdone. Even better, it’s the same stuff you’ll find in the brand’s more expensive Range Rover products.
Frustratingly, the climate controls have been buried in the touchscreen, unlike in some other JLR products. Using just the touchscreen can be a bit fiddly on the move, even if you’re one to just set the temperature and forget.
Ahead of the driver is a 12.3-inch digital instrument cluster that offers a wide range of layouts and information widgets, but it’s not always as snappy or smooth as it could be, relative to the competition. I do like the level of configurability though.
Storage is decent if not quite exemplary, with cubbies scattered throughout the front section along with large door pockets. The simplistic design around the new shift-by-wire gear selector might be seen as a little bare by some, however.
The rear seat is perhaps one of the Discovery Sport’s strongest points, with a spacious and practical second row that is up there with the best in its class – keeping in mind other engine variants are available with seven seats across three rows, rather than just five across two.
I’m 6’1″ and had plenty of space for my taller frame behind my own preferred driving position, with good knee, leg and toe room. That’s complemented by the slab-sided body, which allows for a tall and airy cabin, as well as large windows that provide good outward visibility and a reduced risk of car-sick kiddies.
The near-flat rear floor and wide bench means three across shouldn’t be too much of a hassle for shorter journeys, though it isn’t quite as practical in the rear as a full-sized Discovery, naturally.
Amenities include directional air vents, USB-C charge outlets and map pockets on the front seatbacks. There’s also preparation for accessory mounts behind the front seats, a fold-down centre armrest with cupholders, and bottle holders in the lower sections of the doors.
You can option heated rear seats ($858), though our test vehicle wasn’t fitted with this option.
Plug-in versions of the Discovery Sport lack the option of a third row like petrol and diesel versions, but that also means there’s heaps of space in the boot.
Land Rover quotes 897 litres ‘wet’ behind the second row, and 1794 litres ‘wet’ behind the first row. The space is very square and slab-sided, which is handy when playing luggage Tetris, and there’s a space-saver spare under the boot floor.
To see how the Discovery Sport lines up against the competition, check out our comparison tool
What’s under the bonnet?
The P300e derivative of the Land Rover Discovery Sport tested here uses the same 1.5-litre turbo-petrol three-cylinder plug-in hybrid system as the related Evoque.
The Discovery Sport is one of few PHEVs currently available that can accept DC fast-charging, though its maximum charging capacity is 35kW. Land Rover quotes a 30-minute charge time from 0-80 per cent at this rate.
Otherwise, a domestic power outlet will fully recharge the 14.9kWh battery in six hours and 42 minutes.
To see how the Discovery Sport lines up against the competition, check out our comparison tool
How does the Land Rover Discovery Sport drive?
Having already driven the Range Rover Evoque with an identical drivetrain, I was interested to see how the larger and more practical Discovery Sport would fare with the same electrified underpinnings.
While the Evoque feels quite boxy and more SUV-like, I was surprised to discover just how car-like the Discovery Sport is to drive. If anything, it feels more like a lifted wagon rather than a conventional SUV.
Fully charged, the PHEV system will usually default to EV mode to prioritise zero-emissions motoring. Depending on the drive mode, however, the petrol engine may be keener to kick in than you might expect.
Like I experienced with the Evoque PHEV, there were some confusing occasions when, despite being fully charged, the engine would still be keen to fire up and contribute, then take ages to turn back off as if it needed to warm up first.
Sometimes PHEV systems will start their combustion engine to avoid fuel getting stale in the tank after prolonged periods of not being used, which could be a likely explanation if the vehicle had been largely drive in EV mode. Anyway, I digress…
When everything is working as it says on the tin, the Disco Sport PHEV is a lovely SUV to drive and easy to live with. It’s smooth, quiet and comfortable, with neutral handling and well-calibrated driver controls.
It’s a refreshing hark back to more traditional SUV traits that focus on occupant comfort, rather than some of the Discovery Sport’s modern rivals that, in my opinion, are ruined with sporty packages and big wheels wrapped in liquorice-thin tyres.
The PHEV system places the electric motor between the engine and transmission, meaning you’ll feel the Disco Sport shift through cogs even in EV mode. Thankfully, it’s pretty smooth and almost imperceptible when it does this.
When the turbo-triple petrol engine joins the party, there’s a gravelly note that doesn’t necessarily ruin the ambience, but it’s a stark contrast to when it’s running as an EV. It just never really fades into the background.
Push it harder and it’ll make its presence known, though it also helps to achieve the claimed 6.6-second 0-100km/h acceleration time, which we didn’t verify with proper timing gear, but I can verify this e PHEV feels pretty peppy with both power sources online when you give it the beans.
I struggled to match the claimed range, however.
While Land Rover quotes a little over 60km according to the WLTP standard, I was getting closer to 47-55km per charge. Not bad given my higher ratio of freeway driving, but rivals like the XC60 T8 offer about 20 per cent more.
It also has some fun dialled in too. During my time with the Discovery Sport I attended a media launch out in the Victorian High Country, accessed by winding B-roads with 80-100km/h speed limits. The mini-Disco was more than up to task here.
The accurate steering, decent levels of feedback and tight body control meant the Land Rover could be driven at decent clip without feeling out of its depth. Clearly, the shared DNA with Jaguar has paid dividends here, given the British sister brand is well known for producing fun and engaging vehicles.
We encountered some dirt sections too, which the Discovery Sport ate up with aplomb. Its capable and grippy all-wheel drive system allows you to drive on slippery surfaces with confidence.
As for driver assistance systems, the Discovery Sport basically has everything but active lane centring on hand.
The adaptive cruise control system works well but only adjusts in 2km/h increments, and the audible speed limit assist function can be turned off via a quick access button on the steering wheel to avoid the xylophone-like bongs.
There are also handy blind-spot and rear cross-traffic alerts to supplement over-the-shoulder vision, while front and rear parking sensors augment the standard reversing camera – sadly, a surround-view camera suite is optional as part of the Technology Pack.
It’s a shame Land Rover products don’t offer semi-autonomous highway assists like their Jaguar and Range Rover equivalents, given many owners would spend plenty of time touring on the highway.
To see how the Discovery Sport lines up against the competition, check out our comparison tool
What do you get?
The P300e PHEV is only available in mid-spec Dynamic SE trim in Australia.
2025 Land Rover Discovery Sport S equipment highlights:
- 18-inch alloy wheels
- DuoLeather seat trim
- 12-way power driver seat incl. memory
- 10-way power passenger seat
- 12.3-inch digital driver display
- Wireless smartphone charger
- Door mirrors:
- Auto-dimming rear-view mirror
- Cabin lighting – basic
- Dual-zone climate control incl. rear vents
- Manual slide, recline second-row seats
- Power tailgate
- 11.4-inch Pivi Pro infotainment
- DAB radio
- Apple CarPlay, Android Auto – wireless
- 12V power sockets
- Bluetooth
- 2 x USB charge ports in front row
- 2 x USB charge ports in second row
- 1 x USB charge ports in third row
- Keyless entry
Discovery Sport Dynamic SE adds:
- 19-inch alloy wheels
- Meridian premium audio
- Interactive Driver Display
- LED headlights
- LED daytime running lights – ‘Signature DRL’
- Bright metal pedals
Discovery Sport Dynamic HSE adds:
- 20-inch alloy wheels
- Windsor leather seats
- 14-way power front seats
- Heated, cooled front seats
- Matrix LED headlights
- Fixed panoramic roof
- Illuminated metal tread plates
- Head-up display
To see how the Discovery Sport lines up against the competition, check out our comparison tool
Options
The Land Rover Discovery Sport is available with a couple of option packs, as well as a number of standalone options.
Technology Pack: $4700
- Clearsight digital rear-view mirror
- Head-up display
- Surround camera system incl. wade sensing
- ‘Click and Go’ integrated base unit
Comfort pack: $2437
- Solar-attenuating windscreen
- Configurable ambient lighting
- Cabin Air Purification Plus
- Rear temperature control
Some of the above equipment are available as single-item options to avoid more expensive packages but, frustratingly, even the $100,000 Dynamic SE P300e requires boxes to be ticked for features like:
- 3D surround camera: $650
- Matrix LED headlights: $2080
- Front fog lights: $403
- Privacy glass: $845
- Heated front seats: $858
- Heated rear seats: $858
Is the Land Rover Discovery Sport safe?
The Land Rover Discovery Sport wears a 2022-stamped five-star ANCAP safety rating based on Euro NCAP tests – for all variants except the PHEV, which remains unrated.
Standard safety features include:
- Adaptive cruise control
- Autonomous emergency braking (AEB)
- Auto high beam
- Blind-spot monitoring
- Driver condition monitor
- Lane-keep assist
- Parking sensors – front, rear
- Rear collision monitor
- Reversing camera
- Traffic sign recognition incl. speed limiter
- Tyre pressure monitoring
To see how the Discovery Sport lines up against the competition, check out our comparison tool
How much does the Land Rover Discovery Sport cost to run?
The Discovery Sport range is covered by Land Rover Australia’s five-year, unlimited-kilometre new vehicle warranty. Its PHEV battery is covered for an eight-year, 160,000-kilometre period.
To see how the Discovery Sport lines up against the competition, check out our comparison tool
CarExpert’s Take on the Land Rover Discovery Sport
It’s easy to forget the Discovery Sport exists these days, but it’s still a very capable SUV and well worth considering in the luxury mid-sized SUV segment – but like a lot of British cars, it’s very spec-dependent.
While the PHEV can add to the refinement in everyday driving, its huge price premium over the mild-hybrid petrol variants, occasional driveline quirks and the lack of a third-row option mean it’s probably not my pick of the range.
One of the Disco Sport’s main drawcards over its rivals is the availability of seven seats, so I’d be inclined to save $20,000 and opt for the P250 petrol engine in equivalent Dynamic SE trim, or even the higher-spec Dynamic HSE grade which is nearly $10,000 cheaper than the PHEV.
Regardless of the spec you choose, the Discovery Sport offers refined on-road manners with user-friendly tech inclusions – to varying levels. Even with some choice options ticked, the MHEV petrol options maintain a very competitive price point relative to the BMW X3 and Mercedes-Benz GLC.
In three-row form, the Disco Sport’s only real rival is the Mercedes-Benz GLB, which in this reviewer’s opinion isn’t as good a car.
Unlike most of its rivals, the Discovery Sport is also made to handle some rough stuff, not that many owners will really test it to its full abilities. It’s impressive that even this plug-in hybrid version retains a level of rugged capability, despite its city-friendly electrified drivetrain.
Still, those solid traits aren’t enough to swing my vote towards the PHEV, sadly. While it’s a nice car in isolation, rival PHEVs from the Germans and Swedes just make more sense.
Interested in buying a Land Rover Discovery Sport? Get in touch with one of CarExpert’s trusted dealers here
MORE: Everything Land Rover Discovery Sport
Pros
- Refined on-road manners
- Practical interior
- User-friendly infotainment
Cons
- PHEV’s $20k premium, no third row
- Too many options should be standard
- Design has barely changed in over a decade
Top Line Specs
- Power: 227kW
- Fuel Type: Premium Unleaded/Electric
- Economy: 2.1L/100km
- CO2 Emissions: 49g/km
- ANCAP Safety Rating: 5
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