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Saturday 9 October 2010
Wednesday 11 August 2010
Range Rover turns 40!
Now so ubiquitous as to merit scarcely a second glance, the Range Rover firmly enters middle-age next week when it celebrates its 40th birthday.
Launched on June 17, 1970 the Range Rover was revolutionary in its day; the first luxury 4x4 as good off the road as on it.
Relatively spartan by today's standards - with vinyl seat trim and moulded rubber flooring - it is now seen as a key milestone in the development of the SUV (Sports Utility Vehicle) and today's versions are packed with leather upholstery, wood veneer, thick carpets and a host of high-tech driver aids.
The first Range Rover - characterised by the square, upright stance still apparent in today's version - is now known as the "Classic" and had two doors only.
It continued in production with numerous upgrades, the addition of two further doors and a vast number of variants, for 25 years.
The second-generation vehicle, known as the P38a, went on sale in 1994 and was replaced in 2001 by the current Range Rover. The latest version has enjoyed higher sales than any previous model and is still popular around the world.
"The Range Rover is really four vehicles in one," said Land Rover managing director, Phil Popham.
"It's a seven-days-a-week luxury motor car; a leisure vehicle that will range far and wide on the highways and no-ways of the world; a high performance car for long distance travel and a working cross-country vehicle."
Charles Spencer "Spen" King, the former Rover car company's engineering chief for new vehicle projects and the "father" of the Range Rover, is more prosaic: "The idea was to combine the comfort and on-road ability of a Rover saloon with the off-road ability of a Land Rover.
"Nobody was doing it at the time. It seemed worth a try and Land Rover needed a new product."
A second model line, the Range Rover Sport, based on the Discovery platform, was launched in 2005. In 2007 it was Land Rover's best-selling vehicle worldwide.
Later this year, a further member of the Range Rover family will be added; a "baby" model which, says the firm, will be "no less premium, no less special than other Range Rover products". It will be revealed at the Paris motor show.
Perhaps what appears to have changed most over the course of 40 years is the price. On June 17, 1970, the Range Rover would have set you back £1,998. Today the starting price is an eye-watering £66,095.
Launched on June 17, 1970 the Range Rover was revolutionary in its day; the first luxury 4x4 as good off the road as on it.
Relatively spartan by today's standards - with vinyl seat trim and moulded rubber flooring - it is now seen as a key milestone in the development of the SUV (Sports Utility Vehicle) and today's versions are packed with leather upholstery, wood veneer, thick carpets and a host of high-tech driver aids.
The first Range Rover - characterised by the square, upright stance still apparent in today's version - is now known as the "Classic" and had two doors only.
It continued in production with numerous upgrades, the addition of two further doors and a vast number of variants, for 25 years.
The second-generation vehicle, known as the P38a, went on sale in 1994 and was replaced in 2001 by the current Range Rover. The latest version has enjoyed higher sales than any previous model and is still popular around the world.
"The Range Rover is really four vehicles in one," said Land Rover managing director, Phil Popham.
"It's a seven-days-a-week luxury motor car; a leisure vehicle that will range far and wide on the highways and no-ways of the world; a high performance car for long distance travel and a working cross-country vehicle."
Charles Spencer "Spen" King, the former Rover car company's engineering chief for new vehicle projects and the "father" of the Range Rover, is more prosaic: "The idea was to combine the comfort and on-road ability of a Rover saloon with the off-road ability of a Land Rover.
"Nobody was doing it at the time. It seemed worth a try and Land Rover needed a new product."
A second model line, the Range Rover Sport, based on the Discovery platform, was launched in 2005. In 2007 it was Land Rover's best-selling vehicle worldwide.
Later this year, a further member of the Range Rover family will be added; a "baby" model which, says the firm, will be "no less premium, no less special than other Range Rover products". It will be revealed at the Paris motor show.
Perhaps what appears to have changed most over the course of 40 years is the price. On June 17, 1970, the Range Rover would have set you back £1,998. Today the starting price is an eye-watering £66,095.
Classic Land Rover
The original Land Rover was a countryside workhorse that was built to last and has become a classless conveyance.
If you want to make the right entrance when turning up for a glass of organic nettle juice at the Marchioness of Worcester's or Jonathon Porritt's, a fume-belching Land Rover is unlikely to make the happiest of impressions.
Isn't it a Chelsea tractor, or at least a Cheltenham one? And one of the worst polluters still choking our lanes? What environmental campaigner could possibly abide such a thirsty monster?
But actually, a Landy is way "greener" than the ecologist's conveyance, a 2CV - and not merely because in early form it was any colour you liked as long as it was green, owing to all the army surplus paint knocking around the Rover factory.
No, a Land Rover is green because it's indestructible. The carbon footprint of cars is principally the energy sunk into their manufacture, not their subsequent movement. And once you make a Landy, it stays made.
Not long ago Land Rover claimed 75 per cent of the vehicles it had ever sold were still on the road; and, staggeringly, it has been rolling them out since 1948. No wonder Landy drivers call mere cars "disposables". So here's my tip for conserving the planet - save an old Land Rover.
Instinctively, even eco sorts who recycle their own sewage and live in yurts seem to get this. Certainly my Landy is always met by waves and cheery honks. And while it is unmistakably country, it is also classless; turning up at the village pub in a Landy, you could be the squire or the gamekeeper employed to keep down the number of townies.
Once, as Shaw asserted, it was impossible for an Englishman to open his mouth without some other Englishman despising him; now an Englishman is despised when he opens his garage door: is his car too expensive, or too cheap? A Land Rover, by contrast, is a set of wheels no true Englishman could regard with anything very short of love.
For why else are they still made more than half a century after the first Jeep-derived truck? I'm struggling to think of another vehicle that has remained in continuous production and is still recognisably the same beast, right down to those silly sticking-out rear lights.
The modern Mini and Fiat 500 are cute future classics, but both are pastiches of dead models. Only a Land Rover acquires classic status the moment it splutters off the production line.
Under the skin the Landy has changed, of course. The latest engine is almost smooth. Modern versions offer CD players, even electric bum warmers. Yet despite these facelifts its fun-filled, adventurous spirit remains.
Once you have a Landy you'll never believe you did without such a willing workhorse. Best of all, you'll find repairs incredibly simple. This is one classic that will never die on you, because it will see you out. Anyway, hope all this helps round at the Worcesters...
Land Rover
Production: 1948 to date
Dress: tweeds or jeans, who cares?
On the stereo: I've Got A Brand New Combine Harvester, The Wurzels
Price now: perky, £10,000 for a good 'un
If you want to make the right entrance when turning up for a glass of organic nettle juice at the Marchioness of Worcester's or Jonathon Porritt's, a fume-belching Land Rover is unlikely to make the happiest of impressions.
Isn't it a Chelsea tractor, or at least a Cheltenham one? And one of the worst polluters still choking our lanes? What environmental campaigner could possibly abide such a thirsty monster?
But actually, a Landy is way "greener" than the ecologist's conveyance, a 2CV - and not merely because in early form it was any colour you liked as long as it was green, owing to all the army surplus paint knocking around the Rover factory.
No, a Land Rover is green because it's indestructible. The carbon footprint of cars is principally the energy sunk into their manufacture, not their subsequent movement. And once you make a Landy, it stays made.
Not long ago Land Rover claimed 75 per cent of the vehicles it had ever sold were still on the road; and, staggeringly, it has been rolling them out since 1948. No wonder Landy drivers call mere cars "disposables". So here's my tip for conserving the planet - save an old Land Rover.
Instinctively, even eco sorts who recycle their own sewage and live in yurts seem to get this. Certainly my Landy is always met by waves and cheery honks. And while it is unmistakably country, it is also classless; turning up at the village pub in a Landy, you could be the squire or the gamekeeper employed to keep down the number of townies.
Once, as Shaw asserted, it was impossible for an Englishman to open his mouth without some other Englishman despising him; now an Englishman is despised when he opens his garage door: is his car too expensive, or too cheap? A Land Rover, by contrast, is a set of wheels no true Englishman could regard with anything very short of love.
For why else are they still made more than half a century after the first Jeep-derived truck? I'm struggling to think of another vehicle that has remained in continuous production and is still recognisably the same beast, right down to those silly sticking-out rear lights.
The modern Mini and Fiat 500 are cute future classics, but both are pastiches of dead models. Only a Land Rover acquires classic status the moment it splutters off the production line.
Under the skin the Landy has changed, of course. The latest engine is almost smooth. Modern versions offer CD players, even electric bum warmers. Yet despite these facelifts its fun-filled, adventurous spirit remains.
Once you have a Landy you'll never believe you did without such a willing workhorse. Best of all, you'll find repairs incredibly simple. This is one classic that will never die on you, because it will see you out. Anyway, hope all this helps round at the Worcesters...
Land Rover
Production: 1948 to date
Dress: tweeds or jeans, who cares?
On the stereo: I've Got A Brand New Combine Harvester, The Wurzels
Price now: perky, £10,000 for a good 'un
20 YEARS OF LAND ROVER DISCOVERY - Adaptable, capable, indefatigable, unmistakable
Designed originally to plug the gap between the utilitarian attributes of the iconic Land Rover Defender and the more luxurious characteristics of the flagship Range Rover, Discovery soon became the perfect niche vehicle for the growing demands of the family 4x4 market.
"The Discovery legend has been built on innovative design and advanced technology. From the introduction of high-efficiency direct-injection diesel technology into the 4x4 market in 1989, to pioneering occupant safety with the adoption of twin airbags in 1998, Discovery has led the way." says Phil Popham, Managing Director. "It is truly the best loved SUV the world over. Today, we sell the Discovery in 91 countries and sales to date have hit over and above 900,000," he adds.
Having revolutionised the mid-sized 4x4 sector in 1989, it’s no surprise that the Discovery evolved to reflect the needs and tastes of its increasingly urbane and discerning buyers. By 1994 range-topping Discovery models featured leather upholstery and wood veneer trim, and when the Series II Discovery was introduced in 1998 it added a sophisticated new heating, air-conditioning and ventilation system for increased comfort in all climates. Today’s Discovery 4 continues that ethos of evolution to winning effect: Its strikingly architectural interior design, clear-yet-stylish dashboard, user-friendly features and luxurious interior creating an attractive, well-appointed and practical environment for driver and passengers alike.
The Discovery will be forever renowned for its legendary exterior shape which to this day still continues the stepped roof and asymmetric rear glass theme, giving all occupants a clear view of the journey ahead. To provide a contemporary edge to the interior design, Land Rover turned to the Conran Design Studio who for many years have been held in high regard for influencing 'modern day living'.
"Discovery has evolved its own clear design heritage over four generations.
Today, Discovery 4 stays true to its clean, geometric, architecturally-inspired predecessors. Its new front bumper, lights and face, smoother lines and subtle curves, combine to enhance the overall impression of premium quality," says Gerry McGovern, Design Director.
Versatile and Practical
While go-anywhere ability is synonymous with any Land Rover product, the Discovery’s enduring success comes from a combination of all-terrain capability and all-important practicality for the demands of family life. Like its predecessors, Discovery 4 comes with seven seats – the rearmost pair now offering legroom for full-sized adults, providing a versatile space for family and friends.
Increased style and comfort have never come at the expense of the Discovery’s dynamic ability. Indeed generations of horse riders, caravaners, boat owners and car racers can all testify to the Discovery’s towing prowess. It’s a tradition Discovery 4 proudly upholds with Tow Assist, which helps the driver perform otherwise tricky towing manoeuvres, and Trailer Stability Assist, which reduces engine torque and uses programmed braking applications to regain control over a snaking trailer. Two honours at the recent Caravan Club Towcar of the Year Awards 2010 are fitting recognition of Discovery 4’s utilitarian qualities and on-going commitment to safety.
The evolutionary Discovery 4 looks set to follow on from the enormous success of its predecessor. Since its launch back in 2004, the Discovery 3 has achieved global acclaim winning a staggering 111 awards worldwide, including the honour of SUV of the year from countries as diverse as Mexico, Russia and Greece.
In 2004, the Discovery 3 introduced another significant first: Terrain ResponseTM. This patented system allows the driver to actively tune the car’s systems (including engine, suspension and traction control settings) to optimise their vehicle for virtually any driving situation, from urban jungle to gnarly wilderness. Terrain Response has since been recognised in the Queen's Awards For Enterprise for Innovation. Land Rover previously received this prestigious award for its patented Hill Descent Control and an enhanced version of this technology remains key to the dynamic capabilities of the new
Discovery 4 with the addition of Gradient Release Control.
In 2006, Land Rover launched a pioneering CO2 offset programme with Climate Care which is now the biggest scheme of its kind in the world. The emissions from the first 45,000 miles of all new Land Rovers sold in an increasing number of markets is offset to help fund environmental projects on a global scale. Improvements introduced with the launch of Discovery 4 earlier this year, now help deliver substantially lower emissions with the highly fuel efficient LR-TDV6 3.0 sequential turbodiesel, delivering over 30mpg on the combined EU cycle.
Adaptable, capable, indefatigable, unmistakable; the Discovery legend is wholly deserved. Here’s to the next 20 years.
LAND ROVER DISCOVERY : 20 FACTS
1. Discovery has evolved its own clear design heritage over four generations.
The subtle kick-up in the roofline of the latest Discovery 4/LR4 is a deliberate visual reference to the original Discovery, where a raised rear roof section was necessary to give enough headroom for passengers in the rearmost seats.
2. 392,443 first-generation Discoverys were built in nine years, for an average of 43,604 per year. There were 278,570 Series II models in six years, for an average of 46,428 per year. Discovery 3/LR3 reached a total of 220,057 in five years (an average of 44,011 per year) before giving way to the 2010 model-year Discovery 4/LR4.
3.Fuel economy has always been a target of Discovery’s diesel engines, and a third-generation common-rail fuel system allows the latest 3.0-litre TDV6 to achieve 9.7 percent better fuel economy than its smaller-capacity predecessor on the combined EU cycle. The pioneering direct-injection system used for the TDi engines of the first-generation Discovery was specifically intended to deliver class-leading economy, as was the use of Electronic Unit Injectors on the Series II models’ TD5 diesel engine.
4. The first Discoverys in 1989 were launched as three-door models, the family-oriented five-door followed in 1990 on the same wheelbase. A three-door Discovery Series II was built as a full-size mock-up, but customer demand dictated that five-doors was the way forward so no three-door Series II was ever put into production.
5. All-round visibility for the driver has always been a pre-requisite on the Discovery, reinforced by the high-set Command Driving Position. On Discovery 4, the driver’s ability to see every inch of the vehicle when manoeuvring is aided by no fewer than five miniature cameras. Pictures are transmitted to the dash-mounted information screen and can function at speeds up to 11mph.
6. The first Discoverys shared their headlights with the Freight Rover van, and shared their rear lights with the Austin Maestro van. Very early examples were built with tail-lights carrying the Austin-Rover logo, but the Land Rover oval soon took pride of place when volume production got under way.
7. During the development phase of the Discovery 3, a total of 75 prototypes were taken to the four corners of the earth to test the exceptional breadth of capability of this multi award-winning vehicle, taking it to extremes of +50 degrees centigrade to a teeth-chattering minus 30 degrees centigrade.
8. The side graphics characteristic of the original three-door Discoverys were very fashionable in the late 1980s and are now a distinguishing feature of the early models. The graphics changed in 1992 but after 1994 the graphics were phased out to reflect a change in car 'fashion'.
9. Land Rover's spirit of adventure is often recalled at the mention of the famous Camel Trophies. The competitions of the 1990s saw the Discovery tackle the so-called 'Olympics of 4x4'. Specially prepared examples were used as the crew vehicles for the eight years from 1990 to 1997. Some countries sold special Camel Trophy limited editions with many still clearly visible on the roads today.
10. In 1993, Land Rover Special Vehicles used the three-door body shell to create the Discovery Commercial or 'van' derivative. With proven all-round versatility, there have been Commercial derivatives of the Series II, Discovery 3 and now Discovery 4 – all based on the standard five-door body.
11. To mark Land Rover's 60th anniversary in 2008, 60 vehicles were donated to the British Red Cross Society and its sister national societies around the world. The Discovery 3 was among the 60 vehicles arranged in the form of the Red Cross flag in the quadrangle of Buckingham Palace for the official handover on 9th July.
12. Among the options of the first Discoverys was a shoulder bag trimmed to match the seats of your vehicle which could be attached to the centre console. These bags now command quite a high premium with Land Rover enthusiasts.
13. Since its launch in 2004, Discovery 3 has achieved tremendous global acclaim with a total of 111 awards! From Russia to Mexico, Discovery is the best loved SUV the world has ever driven.
14. Discovery 3 and Discovery 4 have electronically controlled all-independent air suspension, which delivers a superb on-road ride and improves off-road ability, too. The first two generations of Discovery had beam axles with coil springs – although self-levelling air springs were fitted to the rear of top-model Series IIs.
15. The longest first-generation Discoverys built at the Land Rover factory had a 116-inch wheelbase and were designed as fast-response paramedic ambulances.
16. A Discovery 3 was the four millionth Land Rover to leave the production lines on 8th May 2007. Donated to one of Land Rover's key conservation sponsors – the Born Free Foundation – founder patron Joanna Lumley joined employees to celebrate this milestone and accept the keys on behalf of the charity. The Discovery was deployed as a 'Rapid Response Rescue' vehicle.
17. Between 1994 and 1996, the Discovery was sold in Japan as the Honda Crossroad. It wore the badges of the Rover Group’s then business partner, but was otherwise identical to the standard product.
18. Discovery was the first Land Rover programme to fully utilise CAD technology. The exterior of the Discovery was fully surfaced in CAD to enable prove out models and tooling to be created. The interior was created in a wire frame format in CAD.
19. A light and airy interior has always been a Discovery trademark. Deep windows and Alpine lights in the roof have been a constant feature since the beginning, supplemented by glass sunroofs – optional on early models but now standard on the latest Discovery 4.
20. The original project code name for Discovery was Project Jay. This was because of the naming policy put in place by Alan Edis to enhance prototype secrecy – projects were named in alphabetical order, following bird and animal themes.
To our range of quality used Land Rover Discoveries, please CLICK HERE
LAND ROVER DISCOVERY 4 NAMED BEST 4X4 AT THE WHAT CAR? AWARDS 2010
Gaydon, Warwickshire, 15 January 2010 – The Land Rover Discovery 4, the new generation of the celebrated model, has been crowned 'Best 4x4' at the prestigious What Car? Awards 2010.
Against tough competition, including the Mercedes ML, BMW X5, and the Lexus RX450h, the Solihull-built Discovery 4 emerged victorious with What Car? citing that the Land Rover Discovery’s ‘brilliance remains undimmed’.
With a refined and highly efficient new LR-TDV6 3.0 twin-turbo diesel engine, the Discovery 4 XS is priced from £41,395 on the road and has a class-leading 600Nm of torque and a combined fuel economy of 30.4mpg.
Steve Fowler, editor of What Car? said: "Thanks to a recent comprehensive update, the Discovery is shining brighter than ever…..It is its ability to excel at so many different roles that makes it so appealing. As well as offering executive car comfort and MPV practicality, it's still a real go-anywhere off-roader…. When you consider that the Discovery is so many great cars in one, it’s a bargain."
Phil Popham, managing director, Land Rover added: "We are enormously proud to be taking home this accolade for the Discovery 4. The outgoing Discovery 3 won well over 100 awards globally, including the coveted What Car? Car of the Year in 2005. We've found ways, however, to improve almost every aspect of the Discovery 4, resulting in a new supremely capable and premium vehicle."
The Range Rover TDV8 Vogue also received recognition as the ‘Best Buy between £60,000- £100,000. Steve Fowler commented: “The Range Rover is perfectly at home in terrain that would make a tank commander think twice, but it’s also a genuine alternative to luxury saloons, both in the way it drives and the quality it exudes.”
This award and others in 2009 means that Land Rover moves into the New Year poised for continued success. From the dependable Defender, to the desirable Range Rover, Land Rover has driven through the difficult market conditions of 2009 to achieve 12 months filled with global awards.
The introduction of an updated model line up, featuring numerous new technologies and combined with cleaner yet more powerful engine options, has provided a cross-continental boost for Britain's world-renowned 4x4 brand.
The Discovery 4 continues to lead the field. As well as the What Car best 4x4 award for 2010, it has scooped a variety of prestigious accolades within a few months of going on sale. These include, in the UK, two awards from the Caravan Club, 4x4 Magazine's Car of the Year and the Scottish Car of the Year. Further afield international recognition has been achieved from Spain's Car and Driver – Best 4x4, Autocar China – Best Annual SUV as well as Bloomberg's USA - All-Round SUV of the Year.
Meanwhile Defender's perennial appeal was proven when it won the What Car? 2009 Reader Award as top choice from more than 250 vehicles and significantly, the Range Rover has just been voted the Car of the Decade by www.autocar.co.uk readers. The Range Rover Sport won Germany’s Auto Motor und Sport Readers’ award for the Most Beautiful Car, as did the Range Rover in Car & Driver China. The Freelander 2 did not go without – winning Best Compact SUV from Auto Express and an environmental award from Germany’s Off Road magazine for the new intelligent stop/start technology introduced as standard to the Freelander manual line-up early in 2009.
“Land Rover's position as a global brand has never been stronger. Our products lead many of the segments in which they are represented, and to win so many awards in not just the UK but as far afield as - Australia, South Africa, China, Iceland, Russia and the USA – is testament to the talents of every vehicle in our range,” continued Phil Popham. “And it is these talents that have proved themselves invaluable in the winter snow chaos faced in the UK and across the globe over the last few weeks.”
With all the 2010 model year vehicles now in showrooms, and many more exciting developments planned for the future, the year ahead promises to be an equally exciting time for Land Rover, its customers and its dealer network.
THE FREELANDER 2 SPORT FOR 2010
Key features:
• A sports styled Freelander 2 for the 2010 model year
• 19” diamond turned alloy wheels
• Unique two-tone Ebony & Storm interior
• Contrast sports styling pack*
• Rear spoiler
The Best 4x4 by far
Gaydon, Warwickshire, 28 September 2007 – Land Rover has swept the board in 4x4 magazine’s 4x4 of the Year awards 2008, winning 3 out of the 8 categories and the overall title of 4x4 of the Year for the new and improved Defender.
The Land Rover Defender 90, the Range Rover and the Discovery 3 fought off tough competition from nearly 60 other models in one of the largest tests of its kind, to win the Extreme Class, Luxury Class and Family Class respectively. The Freelander 2 was also Highly Commended in the Soft-Roader Class.
"We think this is the most credible test of its kind ever undertaken by a 4x4 magazine, and Land Rover’s success can't be underestimated in what is now a hugely competitive market sector," said John Carroll, Editor, 4x4 Magazine.
"All of the Land Rover range fared extremely well against the competitors but the Defender is still the King of the Off-Roaders. Thanks to its all-new 2.4-litre Ford-derived powertrain, plus revamped interior, the traditional British icon has clearly been elevated to another level."
The all-new Land Rover line-up is also proving to be a hit with customers with sales up year to date by 13 per cent.
To arrange a test drive or to find out more about any of Land Rover’s vehicles contact your local Land Rover dealer or visit www.landrover.co.uk
• Since 1948 Land Rover has been manufacturing authentic 4x4s that represent true ‘breadth of capability’ across the model range. Defender, Freelander 2, Discovery 3, Range Rover Sport and Range Rover each define the world’s 4x4 sectors, with 78% of this model range exported to over 140 countries. Land Rover employs 8,500 people and supports a further 40,000 jobs in the supply chain.
• All models in our product range include a cost for offsetting the carbon emissions for the first 45,000 miles of use in the on-the-road price. Administered by Climate Care, an independent provider, the programme ensures that the average amount of CO2 produced by a Land Rover is offset by investments in a mixed portfolio of projects, including renewable energy, technology change and energy efficiency initiatives.
The Land Rover Defender 90, the Range Rover and the Discovery 3 fought off tough competition from nearly 60 other models in one of the largest tests of its kind, to win the Extreme Class, Luxury Class and Family Class respectively. The Freelander 2 was also Highly Commended in the Soft-Roader Class.
"We think this is the most credible test of its kind ever undertaken by a 4x4 magazine, and Land Rover’s success can't be underestimated in what is now a hugely competitive market sector," said John Carroll, Editor, 4x4 Magazine.
"All of the Land Rover range fared extremely well against the competitors but the Defender is still the King of the Off-Roaders. Thanks to its all-new 2.4-litre Ford-derived powertrain, plus revamped interior, the traditional British icon has clearly been elevated to another level."
The all-new Land Rover line-up is also proving to be a hit with customers with sales up year to date by 13 per cent.
To arrange a test drive or to find out more about any of Land Rover’s vehicles contact your local Land Rover dealer or visit www.landrover.co.uk
• Since 1948 Land Rover has been manufacturing authentic 4x4s that represent true ‘breadth of capability’ across the model range. Defender, Freelander 2, Discovery 3, Range Rover Sport and Range Rover each define the world’s 4x4 sectors, with 78% of this model range exported to over 140 countries. Land Rover employs 8,500 people and supports a further 40,000 jobs in the supply chain.
• All models in our product range include a cost for offsetting the carbon emissions for the first 45,000 miles of use in the on-the-road price. Administered by Climate Care, an independent provider, the programme ensures that the average amount of CO2 produced by a Land Rover is offset by investments in a mixed portfolio of projects, including renewable energy, technology change and energy efficiency initiatives.
Thursday 5 August 2010
Dick Pease - Our Parts and Service Manager at Dunsford Landrovers
Dick Pease has been with Dunsford Landrovers for over 25 years and has a vast knowledge of Range Rovers, Freelanders, Defenders and Discoveries. He is also keen motorsport enthusiast and is a long member of the Bath Motor Club.
Dick Pease in the Bearspeed Ford Escort exits one of the hard surfaced hairpins at Naish Hill Climb
The New Range Rover Evoque
The new 'baby' Range Rover was unveiled at a star-studded event at London's Kensington Palace in early July. Fashion icon Victoria Beckham was recruited to give the occasion that A-list touch, and is acting as a consultant on the car's interior design.
The production model appears little different from the LRX concept unveiled over two years ago in Detroit. Which is to say it's a great looker, muscular and richly detailed, with sweeping lines and a snout that will help it to stand out on well-heeled streets from Belgravia to Beverly Hills.
Light fantastic
The Evoque is presently a three-door car, though a five-door will definitely arrive later. It may be a Land Rover Freelander underneath, but it is all Range Rover on the outside and has a price-tag to match: £30,000 is likely to be just the start if you get excited by the options list.
Aside from the striking looks though the really important aspect is its relatively low weight and economy: the front-wheel-drive turbodiesel version will emit under 130g/km of CO2, and deliver over 50mpg. And since the launch party was jointly held with Vogue magazine, the car is also making an unashamed play for the female market. We haven't as yet been allowed to see inside - and no official interior photos have been released, although if it's anything less than luxurious we would be surprised.
The car will be built at Halewood on Merseyside and will create 1,000 jobs there. The car should be 'formally' unveiled at the Paris Motor Show at the end of September and go on sale in the summer of 2011.
Phil Popham, managing director of Land Rover said: "Today is a very special occasion for Range Rover, not only are we celebrating 40 years of the brand, we are also demonstrating our exciting future by showing the all-new Range Rover Evoque."
We think the new car looks awesome and makes rivals like the Audi Q5 and brand new BMW X3 look a bit dull in comparison, and we can certainly see those assertive looks steal many an aspirational sale from the Germans. But we must still see the interior, and for that it looks like we will have to wait for the Paris Motor Show at the end of September.
Check out our gallery for full on-the-ground imagery of the launch party, more shots of the car and more of the LRX concept from which this production model is derived.
Tuesday 3 August 2010
Land Rover Defender
See our selection of Land Rover Defenders! Please click on the link below
Land Rover Defenders at Dunsford Land Rovers
The Land Rover Defender (initially called the Land Rover Ninety and Land Rover One Ten) is a British four wheel drive off-road utility vehicle.
The product of continued development of the original Land Rover Series I launched in 1948, it uses the basic yet robust underpinnings of a ladder frame chassis and aluminium body and is available in a huge variety of body types from the manufacturer, plus many more specialist versions such as fire engines.
While perhaps best associated with expeditions, Defenders are also used variously in agriculture, industry and the military. However, in recent years the model has been increasingly utilised as a private car.
The model was introduced in 1983 as the Land Rover Ninety and the Land Rover One Ten, the numbers representing the wheelbase in inches. The number was spelt out in full in advertising and in handbooks and manuals, and the vehicles also carried badges above the radiator grille which read "Land Rover 90" or "Land Rover 110", with the number rendered numerically. The Ninety and One Ten replaced the earlier Land Rover Series, and at the time of launch, the only other Land Rover model in production was the Range Rover.
In 1989, a third model was brought out by Land Rover to be produced in parallel with the other two: the Land Rover Discovery. To avoid possible confusion, from 1991 the Ninety and the One Ten were renamed the Defender 90 and Defender 110. These carried front badges that say "Defender", with a badge on the rear of the vehicle saying "Defender 90" or "Defender 110". The current model, from 2007, still has the space above the radiator for the badge, but this is simply blank, and they have "Land Rover" spelt out across the leading edge of the bonnet in raised individual letters. At the rear is a new '"Defender" badge with an underlining "swoosh". On these current models there are no badges defining the wheelbase model of the vehicle.
The 127-inch (3,226 mm) wheelbase Land Rover 127 available from 1985 was always marketed with the name rendered numerically. Following the adoption of the Defender name, it became the Defender 130, although the wheelbase remained unchanged.
In the United States and Canada, North American Specification (NAS) Defenders sold between 1989 and 1997 said only "Land Rover" with no "90" or "110" numeric designation.
Something of an anachronism in the 2000s, the Defender has no unibody structure and is still largely hand assembled. All its major body panels and sub-assemblies simply bolt together. Thus not only can a Defender be literally broken down to its chassis with simple hand tools, there are no irreplaceable stress points. While appreciated in the field and by enthusiasts, this method of manufacture has become increasingly expensive relative to unibody and modular construction.
Production of the model now known as the Defender began in 1983 as the Land Rover One Ten, a simple name which reflected the 110 inch (2.794 m) length of the wheelbase. The Land Rover Ninety, with 93 inch (2.362 m) wheelbase, and Land Rover 127, with 127 inch (3.226 m) wheelbase, soon followed.[3]
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. While the engine and other body panels carried over from the Series III, mechanically the Ninety and One Ten showed significant modernisation, including:
Coil springs, offering a more comfortable ride and improved axle articulation
A permanent four-wheel drive system borrowed from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential
A modernised interior
A taller one-piece windscreen
In addition, a new series of progressively more powerful and more modern engines were designed for future use.
The One Ten was launched in 1983, and the Ninety followed in 1984. From 1984, wind-up windows were fitted (Series models and very early One Tens had sliding panels), and a 2.5 litre, 68 hp (51 kW) diesel engine was introduced. This was based on the earlier 2.3 litre engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5 litre V8 Range Rover engine was available in conjunction with a 5 speed transmission which transformed performance.[4]
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. Whilst the basic pick-up, Station Wagon and van versions were still working vehicles, the County Station Wagons were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry - detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and a steady trickle of new "lifestyle" accessories that would have been unthinkable on a Land Rover a few years ago, such as radio/cassette players, styled wheel options, headlamp wash/wipe systems and new accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil spring suspension was crucial to the new models' success. It offered improved off-road ability and load capacity for traditional commercial users, whilst the improved handling and ride comfort now made the Land Rover attractive to the general public.
From 1983 Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) twin-axle vehicle designed to accommodate larger, heavier loads than the One Ten. Naturally called the Land Rover 127, it was designed specifically with use by utility and electrical companies in mind, as well as military usage.[3] In its standard form it is a five-door six-seater consisting of the front half of a One Ten Station Wagon, and the rear of a One Ten High-Capacity Pick Up (HCPU). The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to 1.4 tons payload, compared to the 1.03 tons payload of the One Ten and the 0.6 tons of the Ninety.
127s were built on a special production line, and all started life as One Ten Station Wagon chassis (the model was initially marketed as the One Ten Crew Cab, before the more logical 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. 127s did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said Land-Rover.
Although the standard body-style was popular, the 127 was a popular basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines or even flatbed transports. In South Africa, the Land Rover assembly plant there offered a 127 Station Wagon with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
Initially held back by the low power of the Land Rover engines (other than the thirsty V8 petrol engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5 litre V8 petrol, and the 85 hp (63 kW) 2.5 litre Diesel Turbo.
The original One Ten of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.25 litre petrol and diesel engines, and a 3.5 litre V8 petrol unit (although a small number of 3.2 litre V8 were produced). The intention had always been to provide more powerful engines as soon as the new vehicles had found their feet and the Series III had ceased production. Indeed, in 1981 the 2.25 litre engines had been upgraded from 3- to 5-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5 litre version of the diesel engine, producing 68 hp (51 kW), was introduced in both the One Ten and the newly-arrived Ninety. This was a long-stroke version of the venerable 2.25 litre unit (the new version displaced 2495 cc), fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.
In 1985 the petrol units were upgraded. An enlarged 4-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5 litre petrol engine retained the chain-driven camshaft of its 2.25 litre predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the Ninety- the first time a production short-wheelbase Land Rover had been given V8 power. The V8 on both models was now mated to an all-new 5-speed manual gearbox.
Diesel Turbo engine1986 saw an important development. For many years Land Rovers had been criticised for their low-powered engines, which, despite the recent improvements, still lagged a long way behind much of the competition. Designed to be simple and durable, the engine had worked for decades, but the venerable engines began to feel old-fashioned and underpowered in an era of high horsepower motors. Drivers were less inclined to use the gearbox to compensate for the older motor's relative lack of power. The "Diesel Turbo" engine was introduced to make up for this long-standing shortfall. The engine was essentially a lightly-turbocharged version of the existing 2.5 litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures.[3] Similarly, an 8-blade cooling fan was fitted, together with an oil cooler. The 2.5 diesel, 2.5 petrol and Diesel Turbo engines all shared the same block castings and other components such as valvegear and cooling system parts, allowing them to be built on the same production line. The Diesel Turbo produced 85 hp (63 kW), a 13% increase over the naturally-aspirated unit, and a 31.5% increase in torque to 150 lb·ft (203 N·m) at 1800 rpm. This finally provided a powerful yet economical powerplant for the vehicle. Externally, turbodiesel vehicles differed from other models only by having an air intake grille in the left-hand wing to supply cool air to the turbo. The engine was only intended to be a short term solution to compete with more advanced Japanese competitors, but was quickly adopted as the standard engine for UK and European markets.
Early turbodiesel engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the engine's problems, but it remains (like many early turbodiesels) prone to failure if maintenance is neglected. Well-maintained engines are capable of long service lives in excess of 150,000 miles (240,000 km). Despite its early problems, the Diesel Turbo was a popular engine choice in its time, especially since it offered improved power, torque and economy over the 2.5 litre petrol engine. Contemporary road-testers compared the engine favourably to its Japanese competitors, despite the age of the basic design. Whilst not being able to match the performance of a V8-engined Land Rover, the Diesel Turbo provided adequate performance for most commercial and private buyers and was a key aspect in Land Rover's sales revival (see below).
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s.
This was a period of change and success for the company. The new vehicles, with their more modern engines, transmissions and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980–1981). This growth was mainly in the domestic UK market and Europe; African, Australian and Middle-Eastern sales failed to recover significantly. The company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including 6-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover Ninety used by the company as part of its sponsorship of Cowes Week from 1987-90. The Special Projects division also handled specialised military contracts, such as the building of a fleet of 127-inch (3,226 mm) V8-powered Rapier missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment.
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover Ninety or One Ten. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name.[3] The Discovery also had a new turbodiesel engine. This was also loosely based on the existing 2.5 litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection. It retained the block, crankshaft, main bearings, cambelt system and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo's main weakness of re-breathing its own sump oil. The 200Tdi as the new engine was called produced 111 hp (83 kW) and 195 lb·ft (264 N·m) of torque, which was nearly a 25% improvement on the engine it replaced (although as installed in the Defender the engine was de-tuned slightly from its original Discovery specification (111 horsepower) due to changes associated with the exhaust).[3]
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical. In theory it only replaced the older Diesel Turbo engine in the range, with the other 4-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5 litre naturally-aspirated diesel engine (in the Army's case, this was because the Tdi was unable to be fitted with a 24 volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines or ambulances).
Along with the 200Tdi engine, the 127's name was changed to the Land Rover Defender 130. The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from "cut-and-shut" 110s, but had dedicated chassis built from scratch.
1994 saw another development of the Tdi engine, the 300Tdi. Although the 200Tdi had been a big step forward, it had been essentially a reworking of the old turbocharged diesel to accept a direct injection system. In contrast the 300Tdi was virtually new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 ft·lbf (264 N·m).[3]
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. If ordered without any optional extras, the Defender was a basic working tool. If the owner so wished, any number of options and accessories could transform it into a vehicle that was perfectly acceptable as an everyday method of transport, while still retaining excellent off-road abilities. This was epitomised by limited edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th Anniversary 90 in 1998 equipped with automatic transmission, air conditioning and Range Rover 4.0 litre V8 engine.
A new variant was the Defender 110 Double Cab, featuring a Station Wagon style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this popular and adaptable vehicle finally reached production.
In 1998 the Defender was fitted with an all-new 2.5 litre, five-cylinder in-line turbodiesel engine, badged the Td5. The Tdi could not meet upcoming Euro III emissions regulations so the Td5 replaced the Tdi as the only available power unit. The engine used electronic control systems and produced 11 hp (8 kW) more than the Tdi, with improved refinement. Traditionalists were critical of the electronic systems deployed throughout the vehicle, but concerns that these would fail when used in extreme conditions proved unfounded.[3]
From Spring 2007 a series of long-anticipated changes were made to the Defender, most of which were implemented to meet emissions and safety legislation. The biggest change was to the drivetrain. The Td5 engine was replaced by an engine from Ford's DuraTorq line, built in their factory in Dagenham, making the Td5 the last Land Rover engine to be built in-house at Solihull. The engine chosen was from the ZSD family, being a version of the 2.4 litre four-cylinder unit also used in the highly successful Ford Transit. The engine's lubrication and sealing system has been adapted for use in wet, dusty conditions and to maintain lubrication at extreme angles in off-road use. Re-tuning the engine means that the power level remains the same at 122 hp (91 kW), but with a lower power peak speed to provide better performance when towing and better acceleration. Torque output rose from 221 lb·ft (300 N·m) to 265 lb·ft (359 N·m) due to the fitting of a variable-geometry turbocharger. This also helps produce a much wider spread of torque than the Td5, from 1500 rpm to 2000 rpm. The engine is mated to a new 6-speed gearbox. 1st gear is lower than the previous gearbox for better low-speed control, whilst the higher 6th gear is intended to reduce noise and fuel consumption at high speeds.
2007 DefenderThe other major changes were to the interior. The dashboard layout of the original One Ten from 1983 (which was in turn very similar to that used on the Series III from 1971) was replaced with a full-width fascia and different instrumentation. Instruments came from the Discovery 3, and some of the centre panels come from the Ford Transit. Some switchgear was carried over from the previous interior. A new heater/ventilation system vastly improved de-misting and heater performance.
Other interior changes were to the seating layout. Legislation from the European Union outlaws the inward-facing seats used in the rear of previous Land Rover Station Wagons. The 2007 Defender replaced the 4 inward-facing seats with two forward-facing seats. This makes the Defender 90 Station Wagon a four seater vehicle (reduced from six or seven), and the Defender 110 Station Wagon a seven seater (reduced from nine). Whilst this is a big reduction in capacity, it brings the Defender in line with its competitors which have generally used this layout for many years. A new bodystyle was introduced on the 110 Station Wagon chassis- the 'Utility'. This was a 5-door Station Wagon body but with the rearmost seats removed and the rear side panels left without windows, producing a 5-seater vehicle with a secure, weatherproof load space.
The only external changes were detail changes. The bonnet was reshaped with a bulge to allow the new engine to fit in the engine bay whilst meeting pedestrian safety rules. The new dashboard and ventilation system necessitated the removal of the distinctive air vent flaps underneath the windscreen which had been a feature of all previous Land Rover utility models. Whilst the flaps have been deleted, the bulkhead pressing remains the same, so the outlines of where the flaps would be are still present.
Now, more than ever, there is a strong division in sales pitch between the Station Wagon versions and the commercially-intended Pick-Ups and Van-bodied versions. The "XS" Station Wagon was introduced in 2002 as a top-specification level and the "County" package could be applied to every model in the line-up. XS models come with many "luxury" features, such as heated windscreen, heated seats, air conditioning, ABS and leather seats. Popular with buyers in the UK and other developed countries, who either used the vehicle for on-road duties such as towing or people-moving, or simply as an interesting and fashionable alternative to an estate car.
At the other extreme, basic models were still popular with farmers, industrial and commercial users, as well as the emergency services. It finds willing buyers in over 140 countries. Land Rover still provides a staggering range of special conversions such as hydraulic platforms, fire engines, mobile workshops, ambulances and breakdown recovery trucks. The 130 remains available with the 6-seater HCPU bodystyle as standard.
Peter S. Waters
Land Rover Defenders at Dunsford Land Rovers
The Land Rover Defender (initially called the Land Rover Ninety and Land Rover One Ten) is a British four wheel drive off-road utility vehicle.
The product of continued development of the original Land Rover Series I launched in 1948, it uses the basic yet robust underpinnings of a ladder frame chassis and aluminium body and is available in a huge variety of body types from the manufacturer, plus many more specialist versions such as fire engines.
While perhaps best associated with expeditions, Defenders are also used variously in agriculture, industry and the military. However, in recent years the model has been increasingly utilised as a private car.
The model was introduced in 1983 as the Land Rover Ninety and the Land Rover One Ten, the numbers representing the wheelbase in inches. The number was spelt out in full in advertising and in handbooks and manuals, and the vehicles also carried badges above the radiator grille which read "Land Rover 90" or "Land Rover 110", with the number rendered numerically. The Ninety and One Ten replaced the earlier Land Rover Series, and at the time of launch, the only other Land Rover model in production was the Range Rover.
In 1989, a third model was brought out by Land Rover to be produced in parallel with the other two: the Land Rover Discovery. To avoid possible confusion, from 1991 the Ninety and the One Ten were renamed the Defender 90 and Defender 110. These carried front badges that say "Defender", with a badge on the rear of the vehicle saying "Defender 90" or "Defender 110". The current model, from 2007, still has the space above the radiator for the badge, but this is simply blank, and they have "Land Rover" spelt out across the leading edge of the bonnet in raised individual letters. At the rear is a new '"Defender" badge with an underlining "swoosh". On these current models there are no badges defining the wheelbase model of the vehicle.
The 127-inch (3,226 mm) wheelbase Land Rover 127 available from 1985 was always marketed with the name rendered numerically. Following the adoption of the Defender name, it became the Defender 130, although the wheelbase remained unchanged.
In the United States and Canada, North American Specification (NAS) Defenders sold between 1989 and 1997 said only "Land Rover" with no "90" or "110" numeric designation.
Something of an anachronism in the 2000s, the Defender has no unibody structure and is still largely hand assembled. All its major body panels and sub-assemblies simply bolt together. Thus not only can a Defender be literally broken down to its chassis with simple hand tools, there are no irreplaceable stress points. While appreciated in the field and by enthusiasts, this method of manufacture has become increasingly expensive relative to unibody and modular construction.
Production of the model now known as the Defender began in 1983 as the Land Rover One Ten, a simple name which reflected the 110 inch (2.794 m) length of the wheelbase. The Land Rover Ninety, with 93 inch (2.362 m) wheelbase, and Land Rover 127, with 127 inch (3.226 m) wheelbase, soon followed.[3]
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. While the engine and other body panels carried over from the Series III, mechanically the Ninety and One Ten showed significant modernisation, including:
Coil springs, offering a more comfortable ride and improved axle articulation
A permanent four-wheel drive system borrowed from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential
A modernised interior
A taller one-piece windscreen
In addition, a new series of progressively more powerful and more modern engines were designed for future use.
The One Ten was launched in 1983, and the Ninety followed in 1984. From 1984, wind-up windows were fitted (Series models and very early One Tens had sliding panels), and a 2.5 litre, 68 hp (51 kW) diesel engine was introduced. This was based on the earlier 2.3 litre engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5 litre V8 Range Rover engine was available in conjunction with a 5 speed transmission which transformed performance.[4]
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. Whilst the basic pick-up, Station Wagon and van versions were still working vehicles, the County Station Wagons were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry - detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and a steady trickle of new "lifestyle" accessories that would have been unthinkable on a Land Rover a few years ago, such as radio/cassette players, styled wheel options, headlamp wash/wipe systems and new accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil spring suspension was crucial to the new models' success. It offered improved off-road ability and load capacity for traditional commercial users, whilst the improved handling and ride comfort now made the Land Rover attractive to the general public.
From 1983 Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) twin-axle vehicle designed to accommodate larger, heavier loads than the One Ten. Naturally called the Land Rover 127, it was designed specifically with use by utility and electrical companies in mind, as well as military usage.[3] In its standard form it is a five-door six-seater consisting of the front half of a One Ten Station Wagon, and the rear of a One Ten High-Capacity Pick Up (HCPU). The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to 1.4 tons payload, compared to the 1.03 tons payload of the One Ten and the 0.6 tons of the Ninety.
127s were built on a special production line, and all started life as One Ten Station Wagon chassis (the model was initially marketed as the One Ten Crew Cab, before the more logical 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. 127s did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said Land-Rover.
Although the standard body-style was popular, the 127 was a popular basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines or even flatbed transports. In South Africa, the Land Rover assembly plant there offered a 127 Station Wagon with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
Initially held back by the low power of the Land Rover engines (other than the thirsty V8 petrol engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5 litre V8 petrol, and the 85 hp (63 kW) 2.5 litre Diesel Turbo.
The original One Ten of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.25 litre petrol and diesel engines, and a 3.5 litre V8 petrol unit (although a small number of 3.2 litre V8 were produced). The intention had always been to provide more powerful engines as soon as the new vehicles had found their feet and the Series III had ceased production. Indeed, in 1981 the 2.25 litre engines had been upgraded from 3- to 5-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5 litre version of the diesel engine, producing 68 hp (51 kW), was introduced in both the One Ten and the newly-arrived Ninety. This was a long-stroke version of the venerable 2.25 litre unit (the new version displaced 2495 cc), fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.
In 1985 the petrol units were upgraded. An enlarged 4-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5 litre petrol engine retained the chain-driven camshaft of its 2.25 litre predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the Ninety- the first time a production short-wheelbase Land Rover had been given V8 power. The V8 on both models was now mated to an all-new 5-speed manual gearbox.
Diesel Turbo engine1986 saw an important development. For many years Land Rovers had been criticised for their low-powered engines, which, despite the recent improvements, still lagged a long way behind much of the competition. Designed to be simple and durable, the engine had worked for decades, but the venerable engines began to feel old-fashioned and underpowered in an era of high horsepower motors. Drivers were less inclined to use the gearbox to compensate for the older motor's relative lack of power. The "Diesel Turbo" engine was introduced to make up for this long-standing shortfall. The engine was essentially a lightly-turbocharged version of the existing 2.5 litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures.[3] Similarly, an 8-blade cooling fan was fitted, together with an oil cooler. The 2.5 diesel, 2.5 petrol and Diesel Turbo engines all shared the same block castings and other components such as valvegear and cooling system parts, allowing them to be built on the same production line. The Diesel Turbo produced 85 hp (63 kW), a 13% increase over the naturally-aspirated unit, and a 31.5% increase in torque to 150 lb·ft (203 N·m) at 1800 rpm. This finally provided a powerful yet economical powerplant for the vehicle. Externally, turbodiesel vehicles differed from other models only by having an air intake grille in the left-hand wing to supply cool air to the turbo. The engine was only intended to be a short term solution to compete with more advanced Japanese competitors, but was quickly adopted as the standard engine for UK and European markets.
Early turbodiesel engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the engine's problems, but it remains (like many early turbodiesels) prone to failure if maintenance is neglected. Well-maintained engines are capable of long service lives in excess of 150,000 miles (240,000 km). Despite its early problems, the Diesel Turbo was a popular engine choice in its time, especially since it offered improved power, torque and economy over the 2.5 litre petrol engine. Contemporary road-testers compared the engine favourably to its Japanese competitors, despite the age of the basic design. Whilst not being able to match the performance of a V8-engined Land Rover, the Diesel Turbo provided adequate performance for most commercial and private buyers and was a key aspect in Land Rover's sales revival (see below).
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s.
This was a period of change and success for the company. The new vehicles, with their more modern engines, transmissions and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980–1981). This growth was mainly in the domestic UK market and Europe; African, Australian and Middle-Eastern sales failed to recover significantly. The company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including 6-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover Ninety used by the company as part of its sponsorship of Cowes Week from 1987-90. The Special Projects division also handled specialised military contracts, such as the building of a fleet of 127-inch (3,226 mm) V8-powered Rapier missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment.
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover Ninety or One Ten. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name.[3] The Discovery also had a new turbodiesel engine. This was also loosely based on the existing 2.5 litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection. It retained the block, crankshaft, main bearings, cambelt system and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo's main weakness of re-breathing its own sump oil. The 200Tdi as the new engine was called produced 111 hp (83 kW) and 195 lb·ft (264 N·m) of torque, which was nearly a 25% improvement on the engine it replaced (although as installed in the Defender the engine was de-tuned slightly from its original Discovery specification (111 horsepower) due to changes associated with the exhaust).[3]
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical. In theory it only replaced the older Diesel Turbo engine in the range, with the other 4-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5 litre naturally-aspirated diesel engine (in the Army's case, this was because the Tdi was unable to be fitted with a 24 volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines or ambulances).
Along with the 200Tdi engine, the 127's name was changed to the Land Rover Defender 130. The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from "cut-and-shut" 110s, but had dedicated chassis built from scratch.
1994 saw another development of the Tdi engine, the 300Tdi. Although the 200Tdi had been a big step forward, it had been essentially a reworking of the old turbocharged diesel to accept a direct injection system. In contrast the 300Tdi was virtually new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 ft·lbf (264 N·m).[3]
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. If ordered without any optional extras, the Defender was a basic working tool. If the owner so wished, any number of options and accessories could transform it into a vehicle that was perfectly acceptable as an everyday method of transport, while still retaining excellent off-road abilities. This was epitomised by limited edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th Anniversary 90 in 1998 equipped with automatic transmission, air conditioning and Range Rover 4.0 litre V8 engine.
A new variant was the Defender 110 Double Cab, featuring a Station Wagon style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this popular and adaptable vehicle finally reached production.
In 1998 the Defender was fitted with an all-new 2.5 litre, five-cylinder in-line turbodiesel engine, badged the Td5. The Tdi could not meet upcoming Euro III emissions regulations so the Td5 replaced the Tdi as the only available power unit. The engine used electronic control systems and produced 11 hp (8 kW) more than the Tdi, with improved refinement. Traditionalists were critical of the electronic systems deployed throughout the vehicle, but concerns that these would fail when used in extreme conditions proved unfounded.[3]
From Spring 2007 a series of long-anticipated changes were made to the Defender, most of which were implemented to meet emissions and safety legislation. The biggest change was to the drivetrain. The Td5 engine was replaced by an engine from Ford's DuraTorq line, built in their factory in Dagenham, making the Td5 the last Land Rover engine to be built in-house at Solihull. The engine chosen was from the ZSD family, being a version of the 2.4 litre four-cylinder unit also used in the highly successful Ford Transit. The engine's lubrication and sealing system has been adapted for use in wet, dusty conditions and to maintain lubrication at extreme angles in off-road use. Re-tuning the engine means that the power level remains the same at 122 hp (91 kW), but with a lower power peak speed to provide better performance when towing and better acceleration. Torque output rose from 221 lb·ft (300 N·m) to 265 lb·ft (359 N·m) due to the fitting of a variable-geometry turbocharger. This also helps produce a much wider spread of torque than the Td5, from 1500 rpm to 2000 rpm. The engine is mated to a new 6-speed gearbox. 1st gear is lower than the previous gearbox for better low-speed control, whilst the higher 6th gear is intended to reduce noise and fuel consumption at high speeds.
2007 DefenderThe other major changes were to the interior. The dashboard layout of the original One Ten from 1983 (which was in turn very similar to that used on the Series III from 1971) was replaced with a full-width fascia and different instrumentation. Instruments came from the Discovery 3, and some of the centre panels come from the Ford Transit. Some switchgear was carried over from the previous interior. A new heater/ventilation system vastly improved de-misting and heater performance.
Other interior changes were to the seating layout. Legislation from the European Union outlaws the inward-facing seats used in the rear of previous Land Rover Station Wagons. The 2007 Defender replaced the 4 inward-facing seats with two forward-facing seats. This makes the Defender 90 Station Wagon a four seater vehicle (reduced from six or seven), and the Defender 110 Station Wagon a seven seater (reduced from nine). Whilst this is a big reduction in capacity, it brings the Defender in line with its competitors which have generally used this layout for many years. A new bodystyle was introduced on the 110 Station Wagon chassis- the 'Utility'. This was a 5-door Station Wagon body but with the rearmost seats removed and the rear side panels left without windows, producing a 5-seater vehicle with a secure, weatherproof load space.
The only external changes were detail changes. The bonnet was reshaped with a bulge to allow the new engine to fit in the engine bay whilst meeting pedestrian safety rules. The new dashboard and ventilation system necessitated the removal of the distinctive air vent flaps underneath the windscreen which had been a feature of all previous Land Rover utility models. Whilst the flaps have been deleted, the bulkhead pressing remains the same, so the outlines of where the flaps would be are still present.
Now, more than ever, there is a strong division in sales pitch between the Station Wagon versions and the commercially-intended Pick-Ups and Van-bodied versions. The "XS" Station Wagon was introduced in 2002 as a top-specification level and the "County" package could be applied to every model in the line-up. XS models come with many "luxury" features, such as heated windscreen, heated seats, air conditioning, ABS and leather seats. Popular with buyers in the UK and other developed countries, who either used the vehicle for on-road duties such as towing or people-moving, or simply as an interesting and fashionable alternative to an estate car.
At the other extreme, basic models were still popular with farmers, industrial and commercial users, as well as the emergency services. It finds willing buyers in over 140 countries. Land Rover still provides a staggering range of special conversions such as hydraulic platforms, fire engines, mobile workshops, ambulances and breakdown recovery trucks. The 130 remains available with the 6-seater HCPU bodystyle as standard.
Peter S. Waters
Land Rover Discovery History
The Land Rover Discovery is a mid-size luxury SUV, with off-road capabilities, from the British car maker Land Rover; now a division of Tata Motors. There have been four generations of the vehicle, which was first introduced in 1989. The current Discovery 4 is marketed in North America as the LR4.
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 in a three door version. The five door became available the following year. Both were fitted with five seats, and an option was made available to have two further seats fitted in the "boot" area at the back of the car. Land Rover employed an external consultancy, Conran Design Group in London, 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 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 were removed) 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 L 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 favour was returned when the facelifted Discovery dashboard was also fitted as part of the final facelift to the first-generation Range Rover, though with minor differences reflecting the vehicle's higher status, such as an analogue rather than digital clock.
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 L V8 from the Range Rover SE models, later models saw a displacement increase to 4.0 L.[2]
Technically speaking the 1996 to 1998 US models with 4.0 L engines had the same displacement as the 3.9 L engines fitted to the earlier 1994 to 1995 US models. In earlier 3.9 L US engines the fuel injection computer (14CUX) did not control the ignition, it was controlled by a traditional system with ignition coil and distributor made by Lucas. The 4.0 L engines had a few important differences: larger, cross-bolted main bearings, revised pistons, revised intake and a new distributorless engine management system. This system was called GEMS. It was developed jointly by Lucas and SAGEM and it controlled both spark and fuel injection. Unlike the earlier systems fitted to Rover V8 engines, GEMS was made OBD-II compliant. The improvements were made because Rover needed to meet tighter US and California emissions standards.
As with all Land Rover vehicles designed since the Series models, which had switchable two-wheel and four-wheel drive, the transmission is a permanent four wheel drive system, with a locking centre differential at the transfer box. In common with much of the rest of the Land Rover range, the handbrake acts on the transmission at the back of the transfer box. Therefore locking all wheels when applied.
In Japan, a badge-engineered version of the Series I was offered, called the Honda Crossroad. The Rover companies had cross-holding relationship with Honda U.K. since early-1980s. The relationship ended after Rover was taken over by BMW in 1994. (Honda revived the nameplate 'Crossroad' in another small sport utility vehicle in 2007.)
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 2495 cc Td5 (in-line direct-injected 5 cylinder) 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 3948 cc V8 petrol version was given a revised intake system, and rebadged as 4.0 litres at the same time, despite no actual increase in capacity over the previous 3.9 L engine. 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 7-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/ES 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 "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.
On 2 April 2004, Land Rover introduced the Discovery 3, or LR3 in North America. It was a new design, sharing no components with the outgoing model.[citation needed] It retains 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 an all-new method which they called Integrated Body Frame (IBF). The previous Discovery models had used a traditional, strong ladder-frame chassis. Whilst being specifically designed for off-road use, ladder-frame chassis are heavy and detract from the on-road handling of the vehicle. Monocoque vehicles are more rigid, giving improved high-speed handling, but can be damaged by the stresses involved in heavy off-road use. In the IBF the body, the engine bay and passenger compartment is built as a monocoque, which is mated to a basic ladder-chassis holding the gearbox and suspension. It claimed to combine the virtues of both systems, but does make the Discovery 3 uncommonly heavy for its size stunting on-road performance and off-road agility, especially in soft ground such as sand. This was one of the reasons that the new Discovery became the first Land Rover to be offered with a rear locking differential.
Another big change was the fitting of full independent suspension (FIS). Like the Series III Range Rover, this was an air suspension system, which allowed the ride-height of the vehicle to be altered 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. FIS had been seen as inferior to the older beam-axle when off-road due to its tendency to make the vehicle bottom out. Land Rover developed 'cross-linked' air suspension to solve this problem- when needed, the suspension mimics the action of a beam axle (as one wheel drops, the other rises). Further more, 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, Jaguar. A Peugeot-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 6-speed manual gearbox was standard. As an option, and as standard on the V8 engine, a 6-speed automatic transmission was available. Both came with a 2-speed transfer box and permanent 4-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, which won a Popular Science award in 2005.[citation needed] 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.
As well as new mechanical and electronic systems, the Discovery 3 introduced a new design to the interior and exterior of the vehicle. The original 1989 Discovery's looks had been determined by limited funds and the consequent use of first-generation Range Rover components. These continued to influence the Series II. The Discovery 3 was able to have a fresh, minimalist style. The interior was much improved, with a flexible seven seat layout. Unlike the older models, adults could comfortably use all seven seats. Passengers in the rearmost row now entered through the rear side doors, instead of the tailgate as in previous versions. The driver benefited from a modern DVD navigation system, including some optional features like Bluetooth telephony in later models. Like its big brother the Range Rover, this audio, information & entertainment ("infotainment") system in the Discovery 3 adopted an electronics architecture whereby the system's distributed control units pass information and audio amongst one another and throughout the vehicle via optical links based on the MOST (or, Media Oriented Systems Transport) fiber-optic automotive networking standard (informally called the "MOST-bus")[3]. The system's navigation functions were unique to Land Rover because, in addition to the typical road map navigation, benefits included an off-road navigation and four-wheel drive information mode. When in four-wheel drive information mode, the screen showed a schematic of the vehicle, displaying the amount of suspension movement, angle the front wheels were steering, the status of the locking differentials and icons showing which mode the Terrain Response was in, and what gear was selected on automatic versions.
The vehicle was very well received by the press on its launch, with the Terrain Response system, vastly improved on-road dynamics and clever interior design being selected for wide praise. The new look was disliked by some[who?] (descriptions such as 'van-like' were used), and the large, blank rear panel, now devoid of the spare wheel, was a controversial point. Others[who?] pointed out that the diesel engine still lagged behind the competition in power (especially given the weight of the vehicle), but overall the vehicle scored highly. A high-point in the new Discovery's launch season came when Jeremy Clarkson of the BBC's Top Gear motoring show drove one to the top of Cnoc an Fhreiceadain, a 307 m (1,007 ft) mountain near Tongue in northern Scotland, where no vehicle had previously reached. Richard Hammond, presenter of Top Gear, praised it as the "Best 4X4 of all time".
In Australia, the vehicle was awarded "4WD of the Year" by virtually all of the 4WD press, impressing often conservative journalists of "hard-core" magazines after it effortlessly ambled where the traditionally highly-rated Toyota Land Cruiser and Nissan Patrol had to scramble. It was widely hailed as the first time that electronics actually out-performed trusted mechanical systems, although most sounded a note of caution about long-term reliability and serviceability. Despite these reviews, and a price tag very similar to the Land Cruiser, it did not set the market alight.
In 2006, Land Rover used the Discovery 3 in its G4 Challenge, alongside the Range Rover Sport. The vehicles used are all in standard mechanical form, and are fitted with equipment from the standard Land Rover brochures.
The first all-new model placement since the Freelander, the Range Rover Sport is based on the Discovery 3 platform, rather than on the larger Range Rover.
There is a facelift model of the Discovery 3 (2009 Model Year) which will be made in the UK from August 2008 onwards. It will offer an upgrade to the stereo system (Harman Kardon) as standard with integrated steering wheel controls and a six CD stacker, clear indicator side lights, and colour coded bumpers. In North America, the vehicle was renamed LR4, and the LR4 debuted at the 2009 New York International Auto Show.
The Discovery 4 (called the LR4 in North America) is a heavily 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[8]. The Discovery 4 also retains the body-coloured wheel arches and bumpers as the late D3s (early D3s had black plastic trim). The D4 is the first Discovery model to incorporate Daytime Running Lights, these being a row of white LEDs added to the main front lamp unit.
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-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[9]. 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 and Europe such as North America, Russia and Australia) is now a 5-litre unit with Direct Petrol Injection developing 385 bhp (287 kW) and 520 N·m (380 lb·ft)[10]. .
The D3s 6-speed manual transmission is no longer available (except on the basic GS model, see below). An improved version of the ZF 6-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[11]. 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[12].
The 2.7-litre TDV6 engine is still available in Europe on the basic 2.7 GS variant. 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 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 D3, and the electronic information display are replaced by a single TFT screen capable of displaying information in a variety of modes and formats. The D4's interior also has a new centre console, which includes redesigned and simplified switches and controls[13]. The D4 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[13].
The D4 gains some electronic systems from the Range Rover lineup such as the optional 'Venture Camera'- a series of cameras located in the front and rear bumpers which can display their images on the centre console screen to improve visibility when off-road, when hitching up to a trailer or when parking. Other electronic systems are intended to improve efficiency- for example the engines feature a 'Smart' alternator that only charges the battery when engine load is low, thus helping to reduce fuel consumption when the engine is working harder [14]. .
The Discovery 4 was unveiled in the summer of 2009 and went on sale in the United Kingdom on the 1st September that year.
See the Full Range of Discoveries at Dunsford Landrovers!
Discovery at Dunsford Landrovers
http://www.youtube.com/watch?v=9Vb5KO7BxLQ
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 in a three door version. The five door became available the following year. Both were fitted with five seats, and an option was made available to have two further seats fitted in the "boot" area at the back of the car. Land Rover employed an external consultancy, Conran Design Group in London, 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 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 were removed) 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 L 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 favour was returned when the facelifted Discovery dashboard was also fitted as part of the final facelift to the first-generation Range Rover, though with minor differences reflecting the vehicle's higher status, such as an analogue rather than digital clock.
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 L V8 from the Range Rover SE models, later models saw a displacement increase to 4.0 L.[2]
Technically speaking the 1996 to 1998 US models with 4.0 L engines had the same displacement as the 3.9 L engines fitted to the earlier 1994 to 1995 US models. In earlier 3.9 L US engines the fuel injection computer (14CUX) did not control the ignition, it was controlled by a traditional system with ignition coil and distributor made by Lucas. The 4.0 L engines had a few important differences: larger, cross-bolted main bearings, revised pistons, revised intake and a new distributorless engine management system. This system was called GEMS. It was developed jointly by Lucas and SAGEM and it controlled both spark and fuel injection. Unlike the earlier systems fitted to Rover V8 engines, GEMS was made OBD-II compliant. The improvements were made because Rover needed to meet tighter US and California emissions standards.
As with all Land Rover vehicles designed since the Series models, which had switchable two-wheel and four-wheel drive, the transmission is a permanent four wheel drive system, with a locking centre differential at the transfer box. In common with much of the rest of the Land Rover range, the handbrake acts on the transmission at the back of the transfer box. Therefore locking all wheels when applied.
In Japan, a badge-engineered version of the Series I was offered, called the Honda Crossroad. The Rover companies had cross-holding relationship with Honda U.K. since early-1980s. The relationship ended after Rover was taken over by BMW in 1994. (Honda revived the nameplate 'Crossroad' in another small sport utility vehicle in 2007.)
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 2495 cc Td5 (in-line direct-injected 5 cylinder) 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 3948 cc V8 petrol version was given a revised intake system, and rebadged as 4.0 litres at the same time, despite no actual increase in capacity over the previous 3.9 L engine. 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 7-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/ES 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 "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.
On 2 April 2004, Land Rover introduced the Discovery 3, or LR3 in North America. It was a new design, sharing no components with the outgoing model.[citation needed] It retains 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 an all-new method which they called Integrated Body Frame (IBF). The previous Discovery models had used a traditional, strong ladder-frame chassis. Whilst being specifically designed for off-road use, ladder-frame chassis are heavy and detract from the on-road handling of the vehicle. Monocoque vehicles are more rigid, giving improved high-speed handling, but can be damaged by the stresses involved in heavy off-road use. In the IBF the body, the engine bay and passenger compartment is built as a monocoque, which is mated to a basic ladder-chassis holding the gearbox and suspension. It claimed to combine the virtues of both systems, but does make the Discovery 3 uncommonly heavy for its size stunting on-road performance and off-road agility, especially in soft ground such as sand. This was one of the reasons that the new Discovery became the first Land Rover to be offered with a rear locking differential.
Another big change was the fitting of full independent suspension (FIS). Like the Series III Range Rover, this was an air suspension system, which allowed the ride-height of the vehicle to be altered 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. FIS had been seen as inferior to the older beam-axle when off-road due to its tendency to make the vehicle bottom out. Land Rover developed 'cross-linked' air suspension to solve this problem- when needed, the suspension mimics the action of a beam axle (as one wheel drops, the other rises). Further more, 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, Jaguar. A Peugeot-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 6-speed manual gearbox was standard. As an option, and as standard on the V8 engine, a 6-speed automatic transmission was available. Both came with a 2-speed transfer box and permanent 4-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, which won a Popular Science award in 2005.[citation needed] 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.
As well as new mechanical and electronic systems, the Discovery 3 introduced a new design to the interior and exterior of the vehicle. The original 1989 Discovery's looks had been determined by limited funds and the consequent use of first-generation Range Rover components. These continued to influence the Series II. The Discovery 3 was able to have a fresh, minimalist style. The interior was much improved, with a flexible seven seat layout. Unlike the older models, adults could comfortably use all seven seats. Passengers in the rearmost row now entered through the rear side doors, instead of the tailgate as in previous versions. The driver benefited from a modern DVD navigation system, including some optional features like Bluetooth telephony in later models. Like its big brother the Range Rover, this audio, information & entertainment ("infotainment") system in the Discovery 3 adopted an electronics architecture whereby the system's distributed control units pass information and audio amongst one another and throughout the vehicle via optical links based on the MOST (or, Media Oriented Systems Transport) fiber-optic automotive networking standard (informally called the "MOST-bus")[3]. The system's navigation functions were unique to Land Rover because, in addition to the typical road map navigation, benefits included an off-road navigation and four-wheel drive information mode. When in four-wheel drive information mode, the screen showed a schematic of the vehicle, displaying the amount of suspension movement, angle the front wheels were steering, the status of the locking differentials and icons showing which mode the Terrain Response was in, and what gear was selected on automatic versions.
The vehicle was very well received by the press on its launch, with the Terrain Response system, vastly improved on-road dynamics and clever interior design being selected for wide praise. The new look was disliked by some[who?] (descriptions such as 'van-like' were used), and the large, blank rear panel, now devoid of the spare wheel, was a controversial point. Others[who?] pointed out that the diesel engine still lagged behind the competition in power (especially given the weight of the vehicle), but overall the vehicle scored highly. A high-point in the new Discovery's launch season came when Jeremy Clarkson of the BBC's Top Gear motoring show drove one to the top of Cnoc an Fhreiceadain, a 307 m (1,007 ft) mountain near Tongue in northern Scotland, where no vehicle had previously reached. Richard Hammond, presenter of Top Gear, praised it as the "Best 4X4 of all time".
In Australia, the vehicle was awarded "4WD of the Year" by virtually all of the 4WD press, impressing often conservative journalists of "hard-core" magazines after it effortlessly ambled where the traditionally highly-rated Toyota Land Cruiser and Nissan Patrol had to scramble. It was widely hailed as the first time that electronics actually out-performed trusted mechanical systems, although most sounded a note of caution about long-term reliability and serviceability. Despite these reviews, and a price tag very similar to the Land Cruiser, it did not set the market alight.
In 2006, Land Rover used the Discovery 3 in its G4 Challenge, alongside the Range Rover Sport. The vehicles used are all in standard mechanical form, and are fitted with equipment from the standard Land Rover brochures.
The first all-new model placement since the Freelander, the Range Rover Sport is based on the Discovery 3 platform, rather than on the larger Range Rover.
There is a facelift model of the Discovery 3 (2009 Model Year) which will be made in the UK from August 2008 onwards. It will offer an upgrade to the stereo system (Harman Kardon) as standard with integrated steering wheel controls and a six CD stacker, clear indicator side lights, and colour coded bumpers. In North America, the vehicle was renamed LR4, and the LR4 debuted at the 2009 New York International Auto Show.
The Discovery 4 (called the LR4 in North America) is a heavily 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[8]. The Discovery 4 also retains the body-coloured wheel arches and bumpers as the late D3s (early D3s had black plastic trim). The D4 is the first Discovery model to incorporate Daytime Running Lights, these being a row of white LEDs added to the main front lamp unit.
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-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[9]. 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 and Europe such as North America, Russia and Australia) is now a 5-litre unit with Direct Petrol Injection developing 385 bhp (287 kW) and 520 N·m (380 lb·ft)[10]. .
The D3s 6-speed manual transmission is no longer available (except on the basic GS model, see below). An improved version of the ZF 6-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[11]. 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[12].
The 2.7-litre TDV6 engine is still available in Europe on the basic 2.7 GS variant. 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 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 D3, and the electronic information display are replaced by a single TFT screen capable of displaying information in a variety of modes and formats. The D4's interior also has a new centre console, which includes redesigned and simplified switches and controls[13]. The D4 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[13].
The D4 gains some electronic systems from the Range Rover lineup such as the optional 'Venture Camera'- a series of cameras located in the front and rear bumpers which can display their images on the centre console screen to improve visibility when off-road, when hitching up to a trailer or when parking. Other electronic systems are intended to improve efficiency- for example the engines feature a 'Smart' alternator that only charges the battery when engine load is low, thus helping to reduce fuel consumption when the engine is working harder [14]. .
The Discovery 4 was unveiled in the summer of 2009 and went on sale in the United Kingdom on the 1st September that year.
See the Full Range of Discoveries at Dunsford Landrovers!
Discovery at Dunsford Landrovers
http://www.youtube.com/watch?v=9Vb5KO7BxLQ
Part Exchanges
Due to lots of new people discovering the delights of owning a Land Rover; we have collected a hoard of bargains to clear. Click on the link below to see our Trade Clearence Centre.
Part Exchanged to clear at Bargain prices
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Service at Dunsford Land Rovers
Here at Dunsford Land Rovers; we take pride in the service that we give our customers. Dick, our service manager has experience of Land Rovers, Defenders, Discoveries and Freelanders. Range Rovers and Range Rover Sports are also cars Dick knows well. If you have a question about Land Rovers or Range Rovers then click on the link below and put in the heading 'Ask Dick'.
ASK DICK
ASK DICK
Monday 2 August 2010
Welcome to Dunsford Land Rovers
We are one of the country's largest independent Land Rover specialists started in 1976 and run as a family business for over 30 years. Within this website you will find information on all the latest selection of used vehicles on our virtual showroom, which is continually updated, listing the latest vehicles with images and details.
You can also find details on how you can contact us regarding any questions you may have or for further details on any of the vehicles you've seen in our virtual showroom.
http://users.autoexposure.co.uk/dunsfordlandrovers/search.cfm?
You can also find details on how you can contact us regarding any questions you may have or for further details on any of the vehicles you've seen in our virtual showroom.
http://users.autoexposure.co.uk/dunsfordlandrovers/search.cfm?
We sell new and used Land Rover and Range Rover. Models include Range Rover Sport, Discovery, Freelander and Defender. We also restore and prepare Land Rovers to tailor your needs.
Our service department is managed by Dick; who has plenty of Land Rover experience. Please take a look at our website Dunsford Land Rovers
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