Road Test - Land Rover Discovery 2003: Land Rover has given the Discovery its second makeover - but this is much more than just cosmetics. Michael McAleer finds that the new version faces the competition squarely and keeps its high reputation.
Compared with competitors in the growing 4x4 market, the new Land Rover Discovery 2003 has the look and build of a working off-roader, yet vies for the coveted executive saloon driver. Though popular with urban motorists whose only excursion off-road is to mount the footpath at the shopping centre, the marque retains valuable brand loyalty among those who use the 4x4 in more rugged conditions.
Indeed, Land Rover's strong reputation - a land marque brand if you excuse the poor attempt at humour - and in particular the strong 'work ethic' reputation of the Discovery since its arrival back in 1989, has won jealous admiration from many of its foes.
However, with competition from less rugged but more stylish arrivals, Land Rover has been forced to make styling and technical adjustments twice in this model's life cycle. The first facelift was back in 1998 with the Series II; the second came this year, though clearly targeted for next year's sales with the title 2003.
In fairness, the changes have been far more than a simple makeover. Land Rover has gone out of its way to improve ride and handling and update it with the latest off-road technology. The British firm, now stabled in Ford's Premier Automotive Group (PAG), claims some 700 changes in all to the Discovery 2003. The most distinctive remains the projector headlamps and a new bumper and grille taken from its elegant sister, the Range Rover.
One of the most impressive features of a 4x4 is its dominating position on the road - and over other traffic. On winding back roads, or even when coming up behind traffic on the motorway, other drivers seem to cede road space to Discovery.
Not that we would promote such aggressive driving techniques, but there is a certain boyish pleasure in taking control of your immediate surroundings. We can see why some singularly town and motorway drivers choose the 4x4 option, and why others gripe about them.
The driving position, as with all off-roaders, is excellent, but the Discovery feels, and is, that little bit higher than many of the pretenders to the 4x4 throne, standing at 1,940 mm compared with mini-4x4s like the Toyota RAV4 for example, which stands at 1,715 mm. It also employs 'stadium' seating, with each row of seats higher than the one in front, so all on board get a clear view of the road ahead. The ample glazed area of the cabin, which continues to offer a bright and airy feel, aids this feeling of superiority.
Seating is ample, front and rear, but the two adjustable seats in the back are really designed only for children or those not requiring significant legroom. They also require a good knowledge of origami to fold and unfold. When folded out of the way, the boot space is vast. There's also a cover to hide items in the boot from prying eyes. The middle-row occupants sit three abreast and when only two passengers take to the back bench , the centre head-rest can be lowered by folding out the arm rest.
A five-hour trek across country roads caused no aches or pains and passengers appreciated the lack of roll and general composure of the vehicle. The most disappointing element was the finish of the door's window frame, which at first glance seems rather flimsy. However, gentle testing proved that it can withstand a good tug. How it would hold up against more vigorous testing, remains to be seen.
The interior finish and fascia comes across as sturdy and practical, dominated by toughened Tonka-style robust plastic. When tested against the muddy paws and soiled wellies that interiors of family saloons don't have to endure, the Discovery passed with flying colours. While it may seem rather austere, it wipes clean very easily. In addition, the plentiful rubber surfaces work wonderfully in keeping knicknacks and mobile phones (switched off, of course) in place as you bump along off-road.
We were surprised to find the 2.5 TD5 SE version we drove had only a radio cassette stereo - although it does feature steering wheel-mounted controls and six speakers. It seems a rather trivial gripe, but having to dig deep into the recesses of cupboards to pull out long forgotten tapes did seem a tad miserly for a vehicle costing over €50,000. CDs are the order of the day in even the most underdeveloped music store. Admittedly it's possible to upgrade to a more impressive stereo system, which even has separate controls for rear passengers; through their headphones, they can listen to a CD even if the driver has the radio on, or vice-versa.
In safety terms the Discovery features twin front airbags, but no side airbags. Arguably, given the strong chassis and greater height of the Discovery, they're less needed. Yet they are standard in most new cars these days.
All seats now feature three-point seat belts (the "middle-middle" passenger lacked one before) and the rear two seats retain clever head restraints, which fold into the roof when not needed. Indicators are now high up in the vertical rear taillights. Remote central locking is standard for all models - along with superlocking, and perimeter and volume alarm sensors.
So to the real meat in any motoring sandwich: the mechanics. This Discovery comes in two engine sizes: a 2.5-litre turbodiesel and a 4-litre V8 petrol, although the latter is available here only to order and owners will probably need to have their own oil tanker - the official combined consumption rate is 16.9 mpg.
We found the 2.5-litre particularly responsive, particularly if you keep the revs between 2,000 and 3,000 rpm. Within this range the engine is actually quite lively, with a strong work ethic.
The 136 bhp turbodiesel produces 220lb/ft of torque at just 1,950 rpm, which can turn significant hills into mere speedbumps.
While the diesel engine does groan when it's put to work, the cabin noise was surprisingly unobtrusive for such a large diesel engine, just a gentle familiar, even comforting, sound as you battle up a hill or down the overtaking lane of the dual carriageway.
The ride is excellent at soaking up the bends and bumps of Irish roads. Cornering has benefited from the new ACE-enhanced suspension (standard on all cars), the hydraulic actuators keeping everything on an even keel. While it's no sports car, the new Discovery is surprisingly competent when driven at speed.
Of course, its real strength is off-road. Hill Descent Control (it controls speed using the ABS) now features on all models and there is also the option of a centre diff-lock.
Prices begin at €50,100 for the S Estate, €53,800 for the SE and €60,535 for the HSE. The base version called Discovery E is due here next month, with a price of €44,810.
Overall, the changes made should keep the Discovery fresh until the completely new version arrives, possibly by 2004. In its latest guise, the Discovery is in the running with the likes of the Mercedes M-class and protects its coveted reputation.