Magus Cars India

A few years ago, we tested the then new Land Rover Discovery (known as the LR3 in the US) off-road, and were blown away by the ease with which the vehicle was able to handle the toughest obstacles. So when I got an opportunity to test the new 2010 LR4 (known as the Discovery 4 in the Indian market and elsewhere in the world), I jumped at it!

To find out just how good this vehicle really is, I drove the Discovery for a week, both on tarmac as well as off-road, and I’m happy to report that the Tata Motors influence seems to have been great for Land Rover. The new Discovery boasts a slew of improvements that have given the car better on-road dynamics and far improved interiors.

From the outside

The new Discovery retains the stoic, yet elegant, lines of the older model. New front wings accommodate the re-profiled front bumper, which has a larger, restyled intake. The two-bar grille also has a distinctive perforated design to complement the side vents. According to Land Rover, the new strikingly styled front lamps utilize the latest LED technology to provide better forward vision and a ‘jewel-like’ effect. All the styling changes combined give it a decidedly Range Rover like effect, as opposed to the traditional utilitarian approach of the Discovery.

In addition, it has distinctive wheel arches, and large side windows at the rear that blend into the roof. The rear end is also cleaner, with LED tail lights and a nicely contoured rear glass. All told, the new Discovery 4, or LR4, has a nice blend of traditional Land Rover cues, hinting at its off-road prowess, as well as modern Range Rover elements, which means it won’t be out of place on the porch at dinner parties either.

From the inside

The Discovery is a true 7-seat vehicle, with comfortable bucket seats at the rear that fold down completely to reveal a voluminous storage area. The interiors of the LR4 have been improved, and are now closer in fit-and-finish to the more expensive Range Rover. The Discovery has a new TFT screen that provides a host of data to the driver. The heated steering wheel is a great feature as well if you plan on making regular visits to Leh, although it may not get much use on the plains.

The Discovery has a panoramic sunroof that gives you an almost convertible feel, and is especially nice for those sitting in the back. The cabin really is a wonderful place to be in, with comfortable seats, top-class quality, and well appointed switchgear that’s ergonomically laid out. In fact, the current generation Discovery is completely unrecognizable to Discos of the past, which, especially at the rear, had a hard bench that forced you to sit up with your knees almost touching your chest – and that’s even up until a few years ago when the Discovery 3 made its debut. In this case, there are a great deal more Range Rover cues than ever before, and it’s all the better for it.

On the road

The biggest change, however, is under the hood. The LR4 in the US comes equipped with a new 5 liter V8 direct injection engine that puts out 375bhp and 375 lb/ft of torque, outperforming the previous 4.4-liter V8 for power and torque by 25 percent and 19 percent respectively. The new engine uses variable camshaft timing, which works independently on all four camshafts, improving engine response. This is the same engine that impressed us in the Range Rover Sport that we tested in our January 2010 issue. The engine is mated to a revised six-speed automatic, and its changes contribute to marginally improved fuel efficiency and quicker gear shifts. It’s an incredibly refined motor with plenty of torque available right through the power band. Although it weighs almost three tons, the LR4 can reach 100km/h in a pretty scant 7.5 seconds. In India, mind you, the Discovery is only available with the 3.0 liter V6 turbo-diesel that produces 240 horsepower, and a very impressive 440lb/ft of torque at just 2000rpm. Remember, its torque that makes all the difference in daily driving, and the diesel unit provides plenty of it. Moreover, this is the same engine that does duty in the Jaguar XF, which means that it’s very refined as well.

For a large vehicle, the Discovery is surprisingly easy to drive on the road. The steering is a little lighter than I would prefer, however it is pretty communicative and keeps the driver involved at all times. Four-corner independent air suspension delivers good handling and ride qualities. The air suspension offers variable ride-height flexibility for easier clearance, as well as access and loading. When compared to the Range Rover Sport, the LR4 suspension feels softer with some body-roll during cornering. It is still a comfortable ride, and probably the ideal vehicle to glide over the varied potholes that mark the Indian roads. The Discovery has a new, larger brake system that has been introduced to cater to the LR4’s enhanced performance and to improve braking feel. This new system is inspired by the four-piston, opposed-caliper performance system derived from the Range Rover Sport.
Take the Discovery 4 into the dirt, and you get a true appreciation of the capabilities of this vehicle. The LR4 is happy enough doing daily chores, but once you’re in the mud, it goes through the trickiest situations without any drama – all the while making the driver look like he or she is a veteran of the rain forest challenge.

The updated terrain response system, which we’ve explained many times in the past, features a new, more conveniently located dial that provides optimum settings for all driving conditions. The LR4 terrain response now offers a sand launch control, and its hill descent control now uses gradient release control, which reduces initial acceleration on extremely steep grades. Land Rovers’ focus on building a true off-roader is evident in their attention to detail. All belt drives are waterproofed, as are the alternator, air conditioning compressor, power steering pump and starter motor so that fording a river, which would otherwise seem impassable, is no big deal at all in this vehicle.

Verdict

It’s a pity that off-road enthusiasts in India have to refurbish old army disposal jeeps to build a capable off-road vehicle. I hope Tata begins to leverage its ownership of Land Rover so that it can offer Indian enthusiasts truly capable off-road vehicles at competitive prices. Given the opportunity, vehicles like the Freelander and Discovery would be the four-wheel drives of choice for the growing tribe of off-road enthusiasts in India – albeit those with big pockets.

Land Rovers’ pedigree and heritage really comes to the fore with the Discovery 4. It’s an immensely versatile vehicle that’s comfortable to drive in the city, on the highway, and on any off-road trail. If you’re never going to use it off-road, and don’t need the extra space, the Range Rover Sport is an attractive option. However, for anyone in the market for a capable full size luxury SUV, the Discovery should be at the top of the list. The Mercedes GL may also provide seven seats, but it can’t match the all round capabilities of the Land Rover.

The current generation Discovery considerably bridges the gap to the more luxurious Range Rover. So, if you want better relative value (at 63 lakhs, ex-showroom), and wish to retain the go-anywhere ability, the Discovery could well be the SUV for you. And if you’re so inclined, you could avoid the relative snob value that comes with a Range, and yet retain much of the comfort and engineering. But if you do opt for one, wade through a river or cross a gorge – it’s only then that you truly get your money’s worth.

All the best recipes are the simplest. In automotive terms, here’s one that tends to work – engine in front (behind the front wheels is now preferable), lots of power, rear wheel drive, and two seats. All a car company has to do is take these simple ingredients and blend them in such a way so as to ensure that the end result is greater than the sum of its parts – and that’s the trick really.

Nissan is no stranger to the recipe, and the 370Z is their latest sports car which aims to achieve just the right blend. To say that ‘Z’ is an important alphabet in Nissan’s history would be putting it very mildly indeed. Nissan first introduced the 240Z in 1969, when it was still a fairly small car company. It was a car that helped it achieve global acclaim very quickly indeed by being affordable, attractive, and exciting in equal measure. Certainly, in the all-important North American market, the sports car flew off the shelves and created a loyal customer base for the Japanese manufacturer. Over the years, however, the original recipe began to get watered down, as the cars became bigger and more expensive. When Carlos Ghosn took the helm, he promised that the Z car would return, and be better than ever. Under his leadership, the 350Z was launched in 2002, and, true to his word, it was a car worthy of the iconic badge. And while the 370, which was launched in 2009, looks very similar to its predecessor, it’s an all-new car that’s been engineered to be better in every way.

In India, Nissan has been selling the X-Trail SUV, and more recently the Teana saloon, for some time now. However, since both models are imported as CBUs (Completely Built Units), they’re pretty pricey, and have failed to make a real dent in the market. Nevertheless, with their Chennai plant now ready, and the new Micra small car already in showrooms, Nissan felt it was time to really flex its muscles in the Indian market. And that literally translated to the Indian launch of the 370Z. They want the 370 to do for them in India what the GT-R (a.k.a. the supercar killer) has done for them in the rest of the world, which is give them a reputation for making some of the best engineered cars on the planet. But is the 370 really that good?

From the outside

Nissan took the 350Z, which itself was a great design, and made it sharper still – while the overall car became shorter, wider and lower. The end result is a sports car that can best be described as having a decidedly squat stance on the road.

It really does look like a 350Z on steroids – with its boomerang lights and bulging wheel arches, front and rear. The rounded rump has a nicely integrated spoiler, as well as a pair of generously sized exhaust tips poking out from each end. There are some other nice touches as well, such as the vertical silver door handles, and the ‘Z’ badge integrated into the side indicator lights on the front fenders. The 370 looks aggressive from every angle, and yet not over the top – it looks even better in the flesh than in pictures. And, with its flaming red paint job, it certainly turned more than a few heads.

From the inside

Nissan has done a lot of work in the cabin of the 370 to ensure that it feels special and well put together. And with the exception of, say, the window switches, which appear to have been lifted from the generic parts bin, everything appears almost bespoke and of high quality. Certainly all the dials and knobs have a precise and engineered feel to them. Mind you, cabin quality isn’t BMW-good – but you don’t notice that so much as a deficit in this case, rather than being forced to make the comparison in lieu of the hefty price tag.

The instrument cluster works well, with a large tachometer dead center where it should be. Moreover, like in the previous model, the entire cluster moves up and down with the height adjustable steering wheel so that the gauges always appear perfectly in view. There are also three nicely integrated hooded gauges on top of the center console, which is a Z trademark. Our test car was a 7-speed auto, which meant that it had two large paddles mounted on the steering column (just where they should be) to change gears manually – up on the right, down on the left. The steering wheel itself is nicely contoured, allowing you to naturally place your hands at the correct three-and-nine position. Also perfectly contoured are the hip-hugging seats, with alcantara inserts to absolutely ensure that you’re held firmly in place. The end result is a perfect driving position.

Visibility is surprisingly good as well – with the exception of rear three-quarter vision, which is virtually nonexistent as a result of the massive C-pillars. And that’s to say nothing of rearward vision when reversing, which becomes as much of a case of guesswork as opposed to actually being able to see the obstacles directly behind you. The Z makes up for all this, though, with the view out the front. From the drivers’ seat, you see a muscular descending crease on the bonnet – hinting at the power lurking within. Moreover, in the side view mirrors, you catch a glimpse of the shapely and curvaceous rear fenders and silver door handles – all of which allude to the fact that you’re in a very special car indeed.

On the audio front, you’ve got an in-dash 6-CD changer, as well as an auxiliary input – no USB for some reason though. The audio sounds fantastic, but it’s really no match for the controlled cacophony from the engine bay, which plays angry intake and growling exhaust at the same time. And this is a sports car, so let’s focus on how it drives, shall we.

On the road

The 370 got rave reviews by the worlds’ motoring press when it was launched last year, but I wasn’t sure what to make of it because, frankly, the 350Z left me a little cold when I drove it almost a decade ago. Certainly, the ingredients were right even then, but it just felt like there was something missing – the driving experience didn’t involve the driver as much as a sports car should. Well, with the 370, they’ve shortened the wheelbase and overall length to make the car more responsive, not to mention the fact that it’s now got a lot more power – so, theoretically, it shouldn’t disappoint.

Being a sports car in India isn’t just about driver involvement however. The car is forced to play a dual role of being fun to drive, as well as liveable on our chaotic city streets. I suppose it’s just as well, then, that the drive of the 370 began in the heart of Bombay. The first step was extracting the car from the showroom, which meant tight confines, two ramps, a sidewalk, and a busy road. And while I started out being apprehensive of the low ride height, it quickly became clear that the 370 could handle practically anything the streets (and sidewalks) of Bombay could dish out – it’s really not as low as it appears. The next attribute that struck me almost immediately was the relatively compliant ride. You expect to have to grow accustomed to the fact that your pricey sports car is going to crash through every bump and pothole you encounter – of which our roads have more than a few. But here’s another (peacock sized) feather in the 370Z’s cap – it was completely unfazed by any manner of ruts, depressions and cavities on Bombay’s streets. This is truly a car with a Dr. Jekyll and Mr. Hyde personality – leave it in ‘Drive’ and it’s just as happy to potter around town at 1500rpm as any other car. The engine is smooth, silent and surprisingly tractable. Step on the accelerator, however, and the super sticky Yokohama Advan Sport tires (225/50 R18 in front, and245/45 R18 at the rear) take a second to grip before they shoot you forward in a way that’s sure to put a smile on your face. The accompanying roar from the engine bay seems to suggest that you’ve roused a monster, as the revs rise quickly and effortlessly all the way to the 7500rpm redline. Another attribute that found favour with me was the fact that the traction control system actually allowed a little wheelspin before cutting in. I prefer a system that gives you a little leeway, rather than one which seems to hammer you on the head every time you want to have a little fun. Suffice to say, the 370 allows a little indulgence on the varied surfaces of our streets, without giving you grey hairs in the process. So, this is very much a sports car that works surprisingly well in the city.

Head onto the Bombay-Pune expressway, and it’s not too bad there either. Well into three-digit speeds (the exact nature of which shall remain unspecified) the car remained comfortable and completely stable – very much in a German Autobahn-stormer kind of way. And it’s only at extreme speeds that tire noise intrudes into the cabin. In fact, the only time the car was thrown slightly off balance was on some bumps encountered at high speed on the highway, and even then the chassis was completely controllable and never at odds with the driver. We were headed, of course, to the snaking mountain roads that lead up to Lonavala and Amby Valley – it’s that kind of terrain, after all, where you’d expect a sports car to do its best work. Before we get into the details, I’m happy to point out once again that the 370 didn’t disappoint – not one bit.

At the very heart of the car is its 3.7 litre V6 (a direct descendent of the 3.5 litre multiple award winning Nissan V6) producing 330 horsepower. On the road, it actually feels closer to 400 – such is the ferocity with which this V6 delivers its power. And if you were worried that the compliant city ride would spoil the driving dynamics in the mountains, you were wrong. The chassis is incredibly stiff – aided in this department by a massive strut brace that sits in the engine bay – and the car goes exactly where you point it without any hesitation at all. There’s no hint of any roll whatsoever, as the Yokohama rubber keeps it absolutely glued to the road surface – until you turn off the traction control that is. Then it’s a case of finding the tightest corners and hairpins, throwing the car into the bend, and planting your right foot, which causes it to pirouette around you as if performing a ballet. The chassis has so much poise, and its direction changes are so predictable, that it allows you to powerslide at the exit of virtually every bend you encounter. You only stop for fear that there’ll be more rubber on the road surface than tread on the rear tires.

You can only take such liberties, however, because the 370’s chassis is so neutral and communicative that it instils you with the confidence to drive it the way you want to – rather than the other way around. And that’s the mark of a truly great sports car. Yes, the steering could be more communicative, and yes, the 370 could be lighter – even with its several aluminium body panels and underpinnings, it still weighs 1,500 kilos. This is very much a sports car in the muscle car mould, rather than one that focuses on being a feather weight. Perhaps the turn-in could be sharper still, but, make no mistake about it, the 370 goes exactly where you point it – at any speed. So, yes, it does form a near perfect blend of brute force and fine finesse – and therein lies the magic recipe.

Verdict

I must admit, I was a bit of a ‘Z’ sceptic before I drove the new 370. The iconic badge carries the weight of expectation, and the 350 before it never really lived up to its reputation in my book. After a stint in the all-new 370, however, I’m a confirmed convert. In fact, I want one – badly.

The 370 does absolutely everything well – it looks fantastic, is well built, has a great cabin, is very civilised in the city, and truly in its element when pushed to its limits in the hills. But there’s an elephant in the room I’m afraid. The original Z built its reputation on being all of those things, and remaining affordable at the same time. Duties and taxes push the 370 to almost an absolutely astonishing 60 lakhs on the road in India. Many hopes and dreams, including mine, will be dashed before they’ve even begun to be realised as a result.

Nevertheless, if that kind of money is burning a hole in your pocket, the 370 is a more hard core sports car than either the BMW Z4 or Audi TT. I know which of the three I’d choose. Now there’s just the small matter of winning the lottery beforehand.

Engine: 3,696cc / V6 / 24 valves / Variable Valve Timing
Fuel: Petrol
Transmission: 7-speed automatic / Rear-Wheel Drive
Power: 332bhp @ 7000rpm
Torque: 268lb/ft @ 5200rpm
Acceleration: 0-100km/h – 5.5 seconds