| Land Rover Discovery | |
|---|---|
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2011 Discovery 4 SDV6 SE
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| Overview | |
| Manufacturer | Land Rover |
| Production | 1989–present |
| Assembly | Solihull plant, Solihull, United Kingdom |
| Body and chassis | |
| Class | SUV |
| Layout | Front engine, four-wheel drive |
Discovery I
| Discovery 1 | |
|---|---|
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| Overview | |
| Production | 1989–1998 |
| Body and chassis | |
| Body style | 3-door SUV 5-door SUV |
| Powertrain | |
| Engine | 2.0 L Rover T-Series I4 2.5 L 200Tdi TD I4 1989-94 2.5 L 300Tdi TD I4 1994-99 3.5 L Rover V8 3.9 L Rover V8 4.0 L Rover V8 |
| Transmission | 4-speed ZF4HP22 automatic 5-speed manual |
| Dimensions | |
| Wheelbase | 100.0 in (2,540 mm) |
| Length | 178.7 in (4,539 mm) |
| Width | 70.6 in (1,793 mm) |
| Height | 77.4 in (1,966 mm) |
The Discovery was introduced into the United Kingdom in 1989. The company code-named the vehicle "Project Jay". The new model was based on the chassis and drivetrain of the more upmarket Range Rover, but with a lower price aimed at a larger market segment and intended to compete with Japanese offerings. This was the only Discovery generation with four-cylinder engines.
The Discovery was initially available only as a three-door version and the five-door became available the following year. Both were fitted with five seats, with the option to have two further seats fitted in the boot. Land Rover employed an external consultancy, Conran Design Group, to design the interior. The brief was to ignore current car interior design and position the vehicle as a 'lifestyle accessory'. The interior incorporated a number of original features, although some ideas shown on the original interior mock-ups constructed inside a Range Rover bodyshell at Conran's workshops were left on the shelf, such as a custom sunglasses holder built into the centre of the steering wheel. The design was unveiled to critical acclaim, and won a British Design Award in 1989. The features that were retained included the majority of the interior being constructed from 'Sonar Blue' plastic (with blue cloth trim), map/magazine holding slots above the windscreen, hand-holds for rear passengers being incorporated into the head restraints of the front seats, remote radio controls on the instrument cluster, twin removable sunroof panels (including a special zip-up storage bag behind the rear seats) and the inclusion of a Land Rover-branded cloth fabric holdall in the front centre console for oddments storage that could be removed from the vehicle and worn as a 'handbag' using a supplied shoulder strap (relatively few of these bags have survived, making them collectable items). Despite such features the interior's basic structure was the same as the Range Rover and virtually all the switchgear and instruments came from other Rover Group cars such as the Maestro and Montego. Similarly on the exterior, as well as the necessary Range Rover panels, the Discovery used headlights from the Freight Rover van and taillights from the Maestro van. The latter would continue to bear the Austin Rover 'chevron' logo on their lenses until production of the first generation Discovery ended in 1998, ten years after Austin Rover ceased to exist.
Pre-1994, the Discovery was available with either the 2.5 litre 200 Tdi engine or the 3.5 litre Rover V8. Early V8 engines used a twin SU carburettor system, moving over to Lucas 14CUX fuel injection in 1990. In the North American market, the only engine available was the V8. A 2.0 litre petrol engine from the Rover stable was briefly available in a model known as the 2.0 L Mpi I4. This was intended to attract fleet managers, since UK (and also Italian) tax laws benefited vehicles under two litres. A combination of changes in taxation and the engine being underpowered for such a heavy vehicle led to the demise of this engine, despite the kudos of being the engine fitted to several Discoveries supplied to the British Royal family, most notably driven by Prince Philip around Windsor Great Park, in his position as Park Ranger of the park. In 1992 the Discovery received several additions and improvements. The interior was now offered in a more traditional beige as well as the distinctive (but controversial) light blue, an automatic transmission was made available on 200Tdi models, new colours were added to the range (and the large 'compass and mountain' side decals worn by early Discoveries to disguise wavy panel fit around the rear three quarter windows were no longer fitted) and the 'SE' pack incorporating alloy wheels, front driving lights, roof bars and a special range of metallic paints was introduced as an option. A two-seater, three-door Discovery Commercial version, lacking rear side windows, was later offered by Land Rover Special Vehicles.
In 1994, many changes were made to the Discovery and reached some markets as "Discovery 2"; the 200Tdi and 3.5 L V8 engines were replaced with the 2.5 L 300TDi 4-cylinder and 3.9-litre Rover V8 engines, the 300Tdi introducing a Bosch electronic emissions control for certain models and markets. At around this time a stronger R380 gearbox was fitted to all manual models combined with the flexible cardan coupling GAJ-1 from SGF for more comfort. The newer models featured larger headlamps and a second set of rear lights in the bumper. The new rear lights had the wiring changed several times to meet real or expected European safety legislation. Some vehicles are left with an arrangement where the vulnerable bumper contains the only working direction-indicator lights; other examples have these lights duplicated in the traditional rear pillar location.
The designers of the original model had been forced to economise and use the "parts-bin" of the then parent-company, Rover. The 200 series used the basic bodyshell structure from the Range Rover, door handles from the Morris Marina, tail lights from the Austin Maestro van, and interior switchgear and instrumentation from the Rover "parts bin".
The 1994 model year marked the first year that the Discovery was sold in the United States. Airbags were incorporated into the design of the 1995 model to meet the requirements of US motor vehicle regulations, though they were not fitted as standard in all markets. 1995 models sold in the US utilised the 3.9-litre V8 from the Range Rover SE models, and later models saw a change to the 4.0-litre version of the engine.
Discovery Series II
| Discovery II | |
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1999–2000 Land Rover Discovery II Td5, Australia
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| Overview | |
| Production | 1998–2004 |
| Body and chassis | |
| Body style | 5-door SUV |
| Powertrain | |
| Engine | 2.5 L Td 5 4.0-litre Rover V8 4.6 L Rover V8 |
| Transmission | 4-speed automatic 5-speed manual |
| Dimensions | |
| Wheelbase | 100.0 in (2,540 mm) |
| Length | 185.2 in (4,704 mm) |
| Width | 74.4 in (1,890 mm) |
| Height | 76.4 in (1,941 mm) |
| Kerb weight | 4,543 lb (2,061 kg) – 4,895 lb (2,220 kg) |
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The Series II Discovery debuted in autumn 1998 and in the US in 1999. Land Rover promoted that the Discovery Series II had been modified with 720 'differences'. The interior and exterior was re-worked to be less utilitarian, but it was still similar to the Series I. Every body panel was new except the rear door outer skin. The rear body was extended to improve load space but at the expense of added rear overhang, which adversely impacted off-road ability. Changes to the diesel engined models saw the 2,495 cc Td5 (in-line direct-injected straight-five engine introduced, in line with the updated Defender models. This electronically managed engine was smoother, producing more usable torque at lower revs than its 300 Tdi predecessor. The Td5 engine is often mistakenly attributed to BMW but the engine was derived from the Rover L-series passenger car engine and developed by Land Rover. The 3,948 cc V8 petrol version from the Disco 1 was replaced with the Range Rover P38 Thor 4.0-litre Rover-derived V8. There was no actual increase in capacity over the previous 3.9-litre engine. Although the basic design of the engine was similar it was actually quite different internally. It used a different crankshaft, had larger bearing journals with cross bolted caps and different con rods and pistons. The blocks were machined differently to accept extra sensors for the Gems and Bosch (thor) injection system and to allow the extra stroke of the 4.6 crankshaft. For the 2003 and 2004 model year Discovery II they changed to the 4.6-litre V8 (though the 4.0 continued as the only V8 option offered in the UK). ACE (Active Cornering Enhancement, an electronically controlled hydraulic anti-roll bar system) was fitted to some versions, which reduced cornering roll. Self-levelling air springs were fitted to some models and European type-approval for seven-seat vehicles was only given for air-sprung cars.
The locking centre differential was still fitted until early 2001, although the linkage to operate it was not attached, as Land Rover believed that the traction control and newly developed Hill Descent Control would render it redundant. The actual locking mechanism was removed in early 2001, before being fully reinstated (with linkage) with the face-lifted 2004 model. Whilst the traction control system worked very effectively, it did not offer the same level of control and smooth operation as the vehicles fitted with the diff lock. Customer demand saw the diff lock controls fully reinstated as a cost option only (standard on top of range HSE/SE vehicles) on UK/Irish models, and aftermarket kits are offered by several vendors for those vehicles which were produced with the lock, but not the linkage.
The U.S. version was available in three sub types: S, SE and HSE, the SE and HSE having a 7 seat option, SE7 and HSE7. The "face-lift" models are easily identified by new "pocketed" headlamps which matched the Range Rover and face-lifted Freelander models as well as redesigned turn and brake lamps on the rear of the vehicle; the turn signals were moved from the bumper to the high side fixtures. The earlier Series II models could in turn be easily distinguished from the original Discovery by the position of those stop light fixtures above the window-line (earlier models had them below), and by the replacement of paddle door handles with the current sort. The Series II also differs in dimensions, but this can be difficult to discern unless one of each are sitting next to one another in a car park.
A small number of Discovery II Commercial models were produced by Land Rover Special Vehicles, this time based on the five-door bodyshell but with the windows rendered opaque to give van-like appearance and security. Normal vehicles were exported to Republic of Ireland, where the rear side windows were smashed and rear seats were destroyed in the presence of a Revenue official, to offer a model that avoided the Vehicle Registration Tax (saving approximately 40%).
In the final production run of the Discovery II, only two models were offered for sale in the UK market, the 'base' Pursuit, which still retained a high level of equipment as standard, and the top specification Landmark, which offered all Leather interior, twin sunroofs, Active Cornering Enhancement six-disc CD player and Heated Windscreen. The final vehicles left the production lines in late May 2004 to make way for the all new Discovery 3 (LR3) models
The Commercials released by Special Vehicles came with rear self levelling suspension as standard, and on the facelifted vehicles the rendered windows are fixed in place so while a retrofit of seats is viable, it does not offer any significant comforts to the rear passengers unless the doors are almost completely rebuilt to facilitate windows that actually open – this also would require additional wiring. The last revision of this vehicle still had a high spec and came with climate control, roof bars, alloy wheels and marine ply boarding with full-length rubber mat in the loadspace as standard.
Discovery 3 / LR3
| Discovery 3 | |
|---|---|
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| Overview | |
| Also called | North America: Land Rover LR3 (2004-08) |
| Production | 2004–2009 |
| Designer | Andy Wheel |
| Body and chassis | |
| Body style | 5-door SUV |
| Related | Range Rover Sport |
| Powertrain | |
| Engine | 2.7 L Ford AJD-V6/PSA DT17 TD V6 4.0-litre Ford Cologne V6 4.4 L Jaguar AJ-V8 |
| Transmission | 6-speed manual 6-speed automatic |
| Dimensions | |
| Wheelbase | 113.6 in (2,885 mm) |
| Length | 190.9 in (4,849 mm) |
| Width | 75.4 in (1,915 mm) |
| Height | 2005–2006: 74.1 in (1,882 mm) 2007–2009: 74.5 in (1,892 mm) |
| Kerb weight | 5,333 lb (2,419 kg) - 5,426 lb (2,461 kg) |
On 2 April 2004, Land Rover introduced the Discovery 3, marketed as the LR3 in North America. It retained the key features of the Discovery, such as the stepped roofline and steeply-raked windscreen. The LR3 name was chosen for North American markets due to negative quality associations with the Discovery name and (according to Land Rover) a preference in the American market for alpha-numeric model designations – the second generation Freelander was also re-designated for the North American market as the LR2.
Land Rover developed a body construction method, marketed as Integrated Body Frame (IBF), where the engine bay and passenger compartment is built as a monocoque, then mated to a basic ladder-frame chassis for the gearbox and suspension. Land Rover claims IBF combines the virtues of monocoque and ladder-frame – though it makes for a heavy vehicle, compromising performance and agility. The LR3 was offered with a rear locking differential.
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The LR3 features full independent suspension (FIS). Like the Series III Range Rover, this was an air suspension system, enabling ride-height adjustment by simply pumping up or deflating the air bags. The vehicle can be raised to provide ground clearance when off-road, but lowered at high speeds to improve handling. Land Rover developed 'cross-linked' air suspension. When needed, the suspension mimics the action of a beam axle (as one wheel drops, the other rises). If the chassis of the vehicle contacts the ground when the suspension was at its 'off road' height, the system senses the reduction in load on the air springs and raises the vehicle an extra inch. In the UK and European markets, a coil-spring independent suspension system was offered on the base model. This model was unique in the range by having only five seats and only being available with the 2.7 litre diesel engine. This model lacked the Terrain Response system.
The engines used in the Discovery 3 were all taken from Land Rover's sister company at the time, Jaguar. A Ford/PSA-developed 2.7-litre, 195 hp (145 kW), 440 Nm V6 diesel engine (the TdV6) was intended to be the biggest seller in Europe. For the US market and as the high-performance option elsewhere, a 4.4 litre petrol V8 of 300 hp (220 kW) was chosen. A 216 hp (161 kW) 4.0-litre SOHC Ford V6 petrol engine was available in North America and Australia.
The gearboxes on the Discovery 3 were also all-new. For the diesel engine, a six-speed manual transmission was standard. As an option, and as standard on the V8 engine, a six-speed automatic transmission was available. Both came with a two-speed transfer box and permanent four-wheel-drive. A computer controlled progressively locking central differential ensured traction was retained in tough conditions. A similar differential was available on the rear axle to aid traction.
The Discovery 3 was fitted with multiple electronic traction control systems. Hill Descent Control (HDC) prevented vehicle 'runaways' when descending steep gradients and 4-wheel Electronic Traction Control (4ETC) prevented wheel spin in low-traction conditions. An on-road system, Dynamic Stability Control (DSC) prevented skidding when steering and braking at speed. The vehicle also featured the 'Terrain Response' system. Previously, off-road driving had been a skill that many drivers found daunting. A wide-ranging knowledge of the vehicle was needed to be able to select the correct gear, transfer ratio, various differential systems and master various techniques required for tackling steep hills, deep water and other tough terrain. Terrain Response attempted to take away as many of the difficulties as possible. The driver selected a terrain type on a dial in the cab of the vehicle. The options are "Sand", "Grass, Gravel & Snow", "Mud & Ruts" and "Rock Crawl". The on-board computer systems then select the correct gearbox settings, adjust the suspension height, adjust the differential lock settings and even alter the throttle response of the engine suitable for the terrain. For example, in "Rock Crawl", the suspension is raised to its maximum height and set to allow maximum wheel articulation, the differentials are locked, the driver is prompted to switch to Low Range, and the throttle response is altered to provide low-speed control. In "Sand" mode, the traction control system is 'primed' to be more sensitive to any wheelspin, the differential locks are partly locked up and the throttle response is re-mapped to produce high power outputs with short pedal movement. The driver retained some manual control over the off-road systems, being able to select the Transfer Box ratio and the suspension height manually, although use of the Terrain Response system is needed to allow full use of the vehicles' capabilities.
Discovery 4 / LR4
| Discovery 4 | |
|---|---|
2011 Land Rover Discovery 4
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| Overview | |
| Also called | North America: Land Rover LR4 (2009–) |
| Production | 2009–present |
| Designer | Gerry McGovern |
| Body and chassis | |
| Body style | 5-door SUV |
| Related | Range Rover Sport |
| Powertrain | |
| Engine | 2.7 L Ford AJD-V6/PSA DT17 TD V6 3.0 L Ford AJD-V6/PSA DT20 TD 5.0 L Jaguar AJ-V8 |
| Transmission | ZF 6-speed manual ZF 6-speed automatic ZF 8-speed automatic |
| Dimensions | |
| Wheelbase | 2,885 mm (113.6 in) |
| Length | 4,838 mm (190.5 in) |
| Width | 2,022 mm (79.6 in) |
| Height | 1,841 mm (72.5 in) (including roof rails) |
The Discovery 4 (called the LR4 in North America) is an updated version of the Discovery 3. Using the same Integrated Body Frame structure, the new Discovery has altered front and rear light units and a restyled front grille and bumper to adopt the same smoother, rounder style as also adapted for the 2010 Range Rover and Range Rover Sport. The Discovery 4 also retains the body-coloured wheel arches and bumpers as the late D3s (early D3s had black plastic trim). Optional Daylight Running Lamps can be specified whilst LED lamps feature prominently in both front and rear lamp units.
The majority of the changes are mechanical. The D4 receives two engines from Jaguar Land Rover's 'Gen III' range. The TDV6 Gen III is a 3.0-litre development of the 2.7-litre engine used in the D3. The new version features advanced twin-sequential turbochargers where a Variable geometry turbocharger is used at low engine speeds, with a second standard turbo is brought online at higher engine speeds.[10] This system provides greater output than the older engine now 241 bhp (180 kW) and 600 N·m (440 lb·ft) whilst reducing CO2 emissions by 10%. The Gen III version of the V8 petrol engine (available in markets outside the UK such as North America, Russia, Australia, and some EU countries) is now a 5-litre unit with Direct Petrol Injection developing 385 bhp (287 kW) and 520 N·m (380 lb·ft).
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An improved version of the ZF six-speed automatic/sequential gearbox is now fitted which includes taller gearing to take advantage of the new engines' greater torque output and an updated lock-up system to further reduce fuel consumption. Other technical changes include the fitting of the more powerful brakes from the Range Rover Sport and thicker anti-roll bars to improve on-road handling. The electronic handling system have been updated - the Stability Control System now includes a programme that detects the onset of understeer and applies the brakes. The D4 retains its predecessor's fully independent air suspension with cross-linking when off-road and the twin-range transfer gearbox with an electronic infinitely-variable locking centre differential. As before a similar locking rear differential is available. The Terrain Response system remains but with two new features- the 'Sand' mode incorporates a new traction control mode to prevent loss of traction when starting off and stopping in soft sand, and the 'Rock Crawl' mode gains a feature that applies gentle brake pressure at low (less than walking pace) speeds to improve grip and stability on slick rock. The system is also 'retuned' to account for the new engines and gearboxes with their different torque characteristics. Other new electronic systems include Trailer Stability Assist which can adjust the throttle and brakes to prevent a dangerously swaying trailer.
The 2.7-litre TDV6 engine was available in Europe on the basic 2.7 GS passenger and 2010 Commercial ranges. Unlike the D3 base model this is equipped with air suspension and the Terrain Response system. The automatic transmission is an option on this model. The 3.0-litre Gen III model (only with automatic transmission) is also available in the GS trim level.
The Discovery 4 also features a redesigned interior (again in keeping with the new styles introduced elsewhere in the LR range for 2010). The instrument cluster is updated with the speedometer and tachometer analogue gauges being redesigned to improve clarity. The analogue temperature and fuel gauges of the previous model, and the electronic information display are replaced by a single TFT screen capable of displaying information in a variety of modes and formats. The interior also has a new centre console, which includes redesigned and simplified switches and controls. The Discover also has a new seat design and a wider range of available interior materials-some (such as the highly polished 'Piano Black' and wood veneer) are materials previously only seen in Range Rover models. The stated aim of the interior redesign was to lift the vehicle upmarket, especially the higher-spec models which are now aimed at the luxury and executive markets.
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