Jeep Wrangler vs Land Rover Discovery

What's the difference?

The changes to this updated Jeep Wrangler are small but meaningful. The inclusion of airbags, the updated media screen, and a feisty engine which suits the plucky nature of this off-roader make it a better Wrangler than ever.  

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Land Rover Discovery D300 S is a great family-friendly 4WD wagon.

It’s quiet, refined, and supremely well appointed; it’s also very nice to drive on-road and it’s a lot of fun – and very capable – off-road. 

It’s packed full of driver-assist tech and its Pivi Pro system is a real treat to use once you’ve mastered the art, which doesn’t take long.

But you could say all of those same things about the new Defender. 

So, is the Discovery still relevant? I reckon it is … at least for the time being.

The Jeep Wrangler looks like a cartoon of a four-wheel drive, that’s how familiar and well-known the design is. It’s almost generic, like the word Jeep.

You could say the design is iconic, given that the roots of this SUV stretch back to the little Willys off-roader built for the US army in World War II. And to this day the slotted grille, pronounced wheel guards, short and upright windscreen, even the removable doors are still with us in this latest incarnation.

That’s why each generation of the Wrangler only sees very subtle tweaks to famous shape and look, in much the same way a Porsche 911’s design changes at the rate of dripping water reshaping a rock.

Changing the styling completely would destroy the look which connects the Wrangler to its past and the nostalgic appeal would be over. 

So, this update sees more than subtle styling changes in the form of a tweak to the grille with the addition of a metallic-look trim around each of the slots while the mesh insert now has larger openings.   

Along with this there’s a new front bumper. The Wranglers we tested had the optional heavy duty steel front bumpers.

There’s also some interior changes in the form of a new dashboard trim, horizontal air vents and then there’s the 12.3-inch media display which goes a long way to making the cabin look more modern.

Still, the interior is busy with buttons and switches in a design that seems to mix the look of heavy machinery controls with a prestige car. The Nappa leather of the Rubicon grade lifts the quality feel higher.

All Wrangler interiors also have an internal roll-over cage which covers the entire cabin, for the fixed metal roof and removable roof body style which are standard on the Overland and Rubicon.

Only the Rubicon is offered in a two-door and a four-door, while the Overland and Sport S are four-door only.

The Rubicon two-door looks cute and fun to my eyes, while the four-door versions look a bit more serious and beefy, but both definitely still give off tough and adventurous vibes.

The wheelbase difference between the two is as giant as it looks. The Rubicon two-door’s wheelbase is 2459mm while the four-door Rubicon’s, along with the Sport S and Overland, is 3008mm.

The Wrangler ranges in length from 4334mm for the Rubicon two-door to 4882mm for the four-door Wranglers. Width is the same for all Wranglers at 1894mm and the height ranges from 1879mm in the Rubicon two-door to 1901mm in the four-door versions.

As always, I’ll avoid waxing lyrical about the styling of a vehicle – suffice to say, it looks good.

In terms of dimensions, this Discovery is 4956mm long (with a 2923mm wheelbase), 2220mm wide and 1888mm high.

It has a listed kerb weight of 2437kg.

When we review most SUVs practicality is scored on things like legroom, storage space and boot size. But in the case of a vehicle with removable doors and roof, and a cabin that has one-way drainage valves so you can hose the interior out, practicality takes on a different meaning.

The Wrangler’s practicality seems focussed on serving adventurous folks in search of a muddy off-road expedition and, so, while there is storage it’s mainly nets for door pockets, moulded wells on top of the dash, and smaller hidey holes to makes sure loose items don’t get flung around the cabin.

Given the roof can be removed there’s also a lockable glove box and centre console storage box.

When it comes to cabin space the Wrangler’s interior feels a bit cramped. The footwells up front don’t offer much space and headroom throughout is restricted by the roll cage which stretches from the front to the boot.

The four-door Wrangler has five seats and good legroom in the second row, even for me at 189cm tall. As mentioned above, headroom is limited in places because of the safety structure. Boot space behind those rear seats is 898 litres.

The two-door Rubicon has four seats. The back ones aren’t the most spacious and the boot behind them is almost too small to mention at 365L, Two pieces of carry-on luggage wouldn’t fit back there and we had to put our bags on the rear seats.

The rear tailgate for all Wranglers is side-hinged (opening left to right) and splits to allow just the window section or lower part to open separately.

For charging and powering devices all Wranglers have two USB ports up front (one -A and one -C) and four USB ports in the second row (two -A and two -C). There are also two 12V outlets on board (front and rear).  

There are two cupholders, seatback map nets and directional air vents for the second row.

The Wrangler sits high and climbing into the rear seats might be a challenge for smaller kids or even fully-grown humans, but there are chunky handholds at the pillars for extra help.

So, the Wrangler has excellent practicality, but this is geared more to its intended purpose of adventuring off-road rather than the city commute and school pick-up.

The interior has a real premium feel about it, but it still serves as a very practical space.

In terms of cargo space, there is 2391 litres with the second and third row stowed away; 1137 litres with the third row stowed away; and 258 litres with all rows in use.

The third-row seats can be either manually folded down into the floor to use that area as cargo space, or lifted up into a seating position.

There is a load-space cover, light, luggage tie-downs, bag hook and 12v in the rear, and two USB charging sockets for the third-row passengers.

The second row is a 60:40 electric-folding set-up with manual slide and powered recline, centre headrest and armrest, as well as map pockets, and door-moulded recesses. Second-row passengers get two USB C and one USB A charging points, air vents, air-con controls and more.

The front seats are 14-way electrically-adjustable with captain’s armrest, grained leather seat facings with Ebony interior; the Pivi Pro 11.4-inch touchscreen with digital radio, Apple CarPlay and Android Auto; as well as one USB A and three USB C points.

The Discovery has a fixed front and rear panoramic roof.

For reference, this Discovery D300 S has a price-tag of $101,875* (plus on road costs).

As standard, the seven-seat Discovery’s list of features is considerable, as it should be at this price-point, and includes a 11.4-inch Pivi Pro multi-media touchscreen (like an all-in-one vehicle operating system, but more about it later), Apple CarPlay and Android Auto, fixed sunroofs, 3D Surround Camera, height-adjustable air suspension, 20-inch five-split-spoke, gloss silver wheels, and a whole lot of driver-assist tech.

There are also plenty of optional features available, which obviously push the price up the more you add to your Disco.

Our test vehicle was equipped with a stack of those extras and, because of that, its price-tag was $110,910* (plus on-road costs). (Prices correct at time of writing.)

Optional features on our test vehicle include Advanced Off-Road Capability Pack ($3970, twin-speed transfer box (high/low range), All Terrain Progress Control, Terrain Response 2, Configurable Terrain Response; Active Rear Locking Differential $1110; Tow hitch receiver $1000; Leisure Activity Key $960; Black Roof Rails $940; Privacy glass $920; Premium carpet mats $640; and wireless device charging $455.

By the way, the Discovery is available in a variety of colours including Fuji White, which is on our test vehicle, as well as versions of black, blue, grey and silver.

One of the biggest changes Jeep could make to the Wrangler without causing complete mayhem for fans is to the engine and even then there will be folks who don’t like what they’re about to read.

Deep breaths, okay? Right, so, in this update the V6 petrol engine has been replaced by a 2.0-litre turbo-petrol four-cylinder. 

At 200kW the new four-cylinder makes a smidge less power than the V6 but more torque at 400Nm. An eight-speed automatic transmission shifts gears and sends the drive to all four wheels.

If you’re a Wrangler fan you’ll most likely know about this engine swap, but you’re wondering how this four-cylinder feels.

The answer is, really good. Jeep has got it right. It’s a torquey, responsive engine that feels energetic and suits the Wrangler's personality well.

In the short time I’ve spent on and off the road I’m convinced this turbo-four will be a good companion wherever you decide to go.

And go pretty much anywhere you can, with all Wranglers being ridiculously capable off-road thanks to their ladder frame chassis, high- and low-range gears, outstanding ground clearance (233mm-257mm, depending on variant ), excellent approach angle (41.4 to 44 degrees, depending on variant) and a departure angle to match (37 degrees for the both Rubicons; 36.1 for the Sport S and Overland).  

The Rubicon comes standard with Jeep’s 'Rock-Trac' on-demand four-wheel drive system and this update adds a full float rear axle. Sport S and Overland grades have Jeep’s 'Selec-Trac Active' on-demand 4WD set-up.

The Discovery has a 3.0-litre inline six-cylinder twin-turbo-diesel engine – producing 220kW at 4000rpm and a whopping 650Nm at 1500-2500rpm – working with a mild hybrid system. 

Those impressive power and torque figures don’t tell the whole story of just how well the Disco’s engine is able to punch this big unit along the road at a comfortable clip and – bonus – its chunk of torque, useable across a decent rev range, comes in very handy when off-roading.

It has an eight-speed automatic transmission and an all-wheel drive system.

The new turbo-petrol, four-cylinder means better fuel economy than the V6 it replaces. We have yet to test Jeep’s claims that after a combination of open and urban roads the four cylinder uses 9.2L/100km in the sport S and Overland grades and 9.9L/100km in the Rubicon.

In comparison, Jeep says the previous V6 uses 10.1L/100km in the Rubicon and 9.9L/100km in the Overland. Our own testing saw consumption closer to 13L/100km.

We’ll have the new Wrangler in our garage soon and we’ll be able to put the fuel consumption claims to a real world test.

In terms of range, the two-door Rubicon has a 61-litre fuel tank and in theory a range of up to 680km. The Sport S and Overland have an 81-litre tank and can get up to 880km, while the four-door Rubicon’s 81-litre tank should manage 830km.

Of course if you’re off-roading you’ll use more fuel and the range will drop accordingly.

Fuel consumption is listed as 7.5L/100km on a combined cycle. 

Fuel consumption on this test was 9.8L/100km. That’s sound considering I did a lot of high- and low-range 4WDing on this test and the Disco is quite a hefty unit.

The Land Rover Discovery D300 S has an 89-litre fuel tank, so, going by those fuel-consumption figures, I’d expect an effective touring range of about 860km, but remember that figure includes a built-in 50km safe-distance buffer. 

Every one of the Jeep launches I’ve attended over the past 15 years has involved a pretty decent off-road component and it’s clear the company has a lot of faith in its product.

This Wrangler launch’s off-road test had been scaled back due to days of flooding rain beforehand, but the section that was passable was enough to remind us of what we already know and that is the Wrangler is formidable.

A Queensland bush off-road course full of steep, muddy hills, ruts, rocks, dirt and slippery descents was still all there for us to test the Wrangler Rubicon four-door.

Fun and comfortable are the first words that pop into my head when recalling how the Rubicon fares. This is a super-capable beastie that feels planted, secure and adept at all times.

We tested low- and high-range four-wheel drive, locked the rear differential and let the hill descent mode do its thing and get us down the sides of hills that felt so close to vertical all we could see through the windscreen was the ground.

What's also clear is the new turbo-petrol, four-cylinder feels well suited to the job, with plenty of torque along with a feisty and responsive nature that fits the Wrangler better than the old V6.

There was also plenty of time spent on the road in the four-door Rubicon and its smaller two-door sibling. And was here it was also super clear the Wrangler felt like we’d taken it out of its natural habitat.

At 110km/h on the motorway the two door Rubicon feels light and floaty in its suspension, with steering adjustments having to be made constantly, like actors pretending to drive cars in movies, as the Wrangler wanders around in its lane. The Wrangler wander is a known trait and isn’t specific to this updated car. 

And even though our launch drive took us on some great winding country roads which would have been perfect for a Mazda MX-5, the Wranglers found the fast tight turns difficult to handle.

I’m sure I heard a sigh of relief from our Rubicon as we pulled off the road and selected low-range four-wheel drive before bouncing up what looked to be a sheer cliff, with ease.  

Of course, our Adventure Expert Marcus 'Crafty' Craft will put the Wrangler though its paces once we have one in the CarsGuide garage.

The Discovery is very impressive on-road. No surprise really as it has always had a reputation as a comfortable on-road cruiser – and it's lost nothing in this latest iteration. 

It is a smooth driving experience: quiet, refined and you suffer little to no noise from outside intruding into the cabin. 

The seats are very comfortable and supportive, and that makes it perfect for long-distance trips. 

The straight-six engine and eight speed auto are a nice combination, quietly effective, and well-managed. 

Acceleration is good with sharp throttle response, so you can crack on the pace when you need to, say, for instance, from a standing start or when you need to overtake a vehicle. 

In terms of overall driving experience, there’s nothing too outrageously exciting or dynamic on offer here, because this is a large SUV, but it’s always comfortable and it’s lively enough if you want to give it the boot. There are paddle shifters if you want to get fancy with your up- and down-shifting.

It’s not all good news: visibility from the driver’s seat is a bit pinched out the rear of the Discovery (due to its styling); there is pronounced body-roll through corners; the brakes are quite spongy, with a real delayed-action feel about them; ride is a tad harsh because you are rolling along on 20-inch tyres and rims, which is something I’m not so used to; and, the steering column is manually adjustable only, which I reckon is a bit slack for such a pricey vehicle.

The Land Rover Discovery D300 S has the maximum five-star ANCAP safety rating, based on 2017 testing. 

As standard, its suite of driver-assist tech includes AEB, adaptive cruise control, blind-spot assist, lane-keep assist, traffic sign recognition, front and rear parking aids, and trailer stability assist (TSA).

Don’t forget the Discovery’s terrain response system, and front and rear diff-locks.

The Wrangler is covered by Jeep's five-year/100,000km warranty, which is off the mainstream market standard of five years/unlimited km.

Service intervals are recommended every 12 months and 12,000km and service prices are capped at $399. Jeep also offers lifetime roadside assistance if you service your Wrangler though Jeep. 

The Discovery has a five year/unlimited km warranty with five years roadside assistance.

The service plan applies over five years/130,000km (whichever occurs first) with a cost of $2650.