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Vehicle Tests > 4WD Comparison - Bush Icons At War
4WD Comparison - Bush Icons At War
The TDV6 is also a quieter and generally smoother engine than the at-times almost truck-like 4.5 in the 200. The Toyota's engine just sounds and feels more like a diesel, where the TDV6 is, dare I say it, more petrol-like. Driven in isolation this isn't an issue for the 4.5, it's just something you notice stepping from the TDV6.
Another refinement issue, again a relative thing, stems from the auto transmissions and the way the two vehicles are geared. With a much taller sixth gear, the Toyota will often shuffle back a gear on a freeway hill that the HSE takes in top, despite the Toyota's torque advantage. This is most noticeable using cruise control and it leaves you thinking that the 200 would be much happier on undulating freeways if the speed limit was more like 120 or 130km/h rather than 100/110.
In the past we have said that we didn't think the 200's tall sixth (and fifth for that matter) is a problem. We still don't think it is, but we would have to say that the Disco 3 TDV6 is geared more appropriately for our conditions...
As we have found in the past, the TDV6 also bettered the 200 for fuel economy, 13.6L/100km verses 14.9 in this instance. No surprise that these numbers are much higher than the ADR combined-cycle fuel figures, which are 9.4 and 10.3 respectively, again in favour of the Discovery. Our test was on demanding (read hilly & winding) back roads, the wet weather turning much of the dirt sections into mud. Plenty of low-range as well. There was some freeway driving to even things out but then again little to no urban driving. We have driven these two around town enough to know stop-start driving is no recipe for low consumption numbers. A big plus for the 200 in the whole fuel issue is the generous touring range afforded by its 138-litre fuel capacity. Sure does beat the Disco's piddling 82.3-litres.
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On-Road Dynamics
While the HSE may be shaded in terms of pedal-to-the-metal engine performance it turns the tables on the 200 in terms of its general on road dynamics. The Land Rover, with its fully independent suspension, is a far crisper steering, more stable, yet at the same time more responsive vehicle than the 200 with its more 4WD-traditional live rear axle. The 200 doesn't handle badly but it doesn't do much that pleases either. It feels bigger, heavier, and more ponderous than the D3 and more readily loses its composure on bumpy roads at speed. While the 200's suspension is softer and more forgiving at low speeds than the slightly edgy HSE, at high speeds on the rough stuff it's too easily flustered with both the stability and ride comfort suffering. It's at this point that the more firmly sprung Brit actually adds better quality ride to its always superior dynamics.
Off Road
Okay, let's just forget for a minute how the high-speed road tyres, either the 18s on the HSE, or the 17s on the 200 perform in the mud, and concentrate more generally on how these two fair in the bush.
As mentioned, our GXL is fitted with the optional KDSS suspension that automatically decouples the sway bars for maximum off road articulation. There's no electronics involved, the system is purely hydro-mechanical and the most obvious benefit occurs off road when maximum articulation on diagonal wheels is called for. With its live rear axle, the 200 would better the articulation of the D3 anyway, but the optional KDSS ensures the 200 is well and truly the articulation king. This suspension fluidity is really the key factor behind the 200's off road success.
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Another refinement issue, again a relative thing, stems from the auto transmissions and the way the two vehicles are geared. With a much taller sixth gear, the Toyota will often shuffle back a gear on a freeway hill that the HSE takes in top, despite the Toyota's torque advantage. This is most noticeable using cruise control and it leaves you thinking that the 200 would be much happier on undulating freeways if the speed limit was more like 120 or 130km/h rather than 100/110.
In the past we have said that we didn't think the 200's tall sixth (and fifth for that matter) is a problem. We still don't think it is, but we would have to say that the Disco 3 TDV6 is geared more appropriately for our conditions...
As we have found in the past, the TDV6 also bettered the 200 for fuel economy, 13.6L/100km verses 14.9 in this instance. No surprise that these numbers are much higher than the ADR combined-cycle fuel figures, which are 9.4 and 10.3 respectively, again in favour of the Discovery. Our test was on demanding (read hilly & winding) back roads, the wet weather turning much of the dirt sections into mud. Plenty of low-range as well. There was some freeway driving to even things out but then again little to no urban driving. We have driven these two around town enough to know stop-start driving is no recipe for low consumption numbers. A big plus for the 200 in the whole fuel issue is the generous touring range afforded by its 138-litre fuel capacity. Sure does beat the Disco's piddling 82.3-litres.
read on below advertisement
On-Road Dynamics
While the HSE may be shaded in terms of pedal-to-the-metal engine performance it turns the tables on the 200 in terms of its general on road dynamics. The Land Rover, with its fully independent suspension, is a far crisper steering, more stable, yet at the same time more responsive vehicle than the 200 with its more 4WD-traditional live rear axle. The 200 doesn't handle badly but it doesn't do much that pleases either. It feels bigger, heavier, and more ponderous than the D3 and more readily loses its composure on bumpy roads at speed. While the 200's suspension is softer and more forgiving at low speeds than the slightly edgy HSE, at high speeds on the rough stuff it's too easily flustered with both the stability and ride comfort suffering. It's at this point that the more firmly sprung Brit actually adds better quality ride to its always superior dynamics.
Off Road
Okay, let's just forget for a minute how the high-speed road tyres, either the 18s on the HSE, or the 17s on the 200 perform in the mud, and concentrate more generally on how these two fair in the bush.
As mentioned, our GXL is fitted with the optional KDSS suspension that automatically decouples the sway bars for maximum off road articulation. There's no electronics involved, the system is purely hydro-mechanical and the most obvious benefit occurs off road when maximum articulation on diagonal wheels is called for. With its live rear axle, the 200 would better the articulation of the D3 anyway, but the optional KDSS ensures the 200 is well and truly the articulation king. This suspension fluidity is really the key factor behind the 200's off road success.
next page »
