Though closely related, the Sport is far from identical to an Evoque under the skin. It has the same front suspension and transverse-engined mechanical layout and the steel chassis is nearly identical back to the B-pillar, but there’s a completely new rear structure that extends the Sport’s length (by 91mm) and wheelbase (by 80mm) and introduces a sophisticated new multi-link rear suspension which, along with the extra length, helps preserve interior space.
This means the Sport’s second row of seats can move back and forth, either to make a huge boot or provide class-leading second-row kneeroom close to that of a Range Rover.
For the first six to eight months of production, the only engine option will be the 188bhp SD4 diesel familiar from the Evoque and Freelander, and also shared with PSA and Ford. This was in our test car, driving through ZF’s silky nine-speed automatic gearbox. Traction has been enhanced by continued improvements to the Terrain Response system that configures throttle, gear selection, torque distribution and ABS/traction control in four different modes according to driving conditions.
In less than a year’s time the Sport will adopt JLR’s advanced four-cylinder engine range made in its new Wolverhampton works, a move that should improve fuel consumption and cut CO2 emissions. At that stage a two-wheel-drive version will become available, and the entry price will drop from today’s £32,395 for a base manual model to just under £30,000 for the two-wheel-drive version.
Two things strike you immediately when you slide behind the wheel of the Discovery Sport. One is that there are no reminders of the Freelander; the other is that without aping anything they’ve done already, the design team have made this an obvious Land Rover. Not a Range Rover, a Land Rover.
It’s nicely appointed rather than outright plush. There are three green elliptical badges visible and the theme is logic, not luxury. True, there’s a big centre screen that introduces a new infotainment system, but even that offers new levels of remote-control versatility without making an exhibition of itself.
The same observations are true of the ultra-comfortable front seats, the surrounding trim and the generously proportioned second row located high enough to give occupants an excellent forward view. The sixth and seventh seats are plainly for kids up to about the age of 12, and they fold into the boot floor when not needed. They appear to take up remarkably little space, though if you have them (and they’re standard on UK models) you have to compromise on a full-size spare wheel.
The ageing 2.2 diesel can be pretty vocal near idle, but it still has a wide envelope of torque expertly deployed with little hesitation by the nine-speed ‘box to give very high-geared (thus quiet) cruising, plus effortless acceleration. Throw in low road noise levels and you have a quiet-cruising machine which makes normal-tone conversation possible even between the first and third-row passengers.
Wind noise isn’t a problem below 100mph and even flat out at 122mph we found the car acceptably quiet. The only real intrusion comes when the diesel is exteneded through the gears. Oh, and there’s a low-rev rumble when pulling top gear on light throttle.
Even Evoque stalwarts admit the Disco Sport has better steering. There’s a new alertness and sensitivity near the straight-ahead, enhanced by the thick-rimmed wheel and further work to harness the subtleties of all-electric power steering. Land Rover engineers say the Sport’s steering purity is enhanced by the superior geometry of the new suspension. It's a bigger car, but the new model feels easier than an Evoque to drive in all but the tightest going.