• Outstanding breadth of capability matched to distinctive & versatile design
• An all-new premium suv, packed with user-friendly technology
• Exceptional breadth of capability +óGé¼GÇ£ dynamic on-road performance and class-leading off-road
• Bold and distinctive design that delivers a spacious, versatile and comfortable seven-seat cabin
• Production debuts for land rover's innovative terrain response+â-¦ and integrated body-frame+â-¦
• New engines tailored for land rover, plus six-speed transmissions and air suspension
• Eyecatching

Land Rover's all-new Discovery 3 is a technology-packed, premium SUV designed to deliver outstanding performance, both on the road and off-road. The bold, versatile design is distinctively Land Rover and offers exceptional space, comfort and flexibility, for up to seven adults.

“The Discovery 3 is a new generation Land Rover, a vehicle of great conviction that points the way forward for the company," says managing director Matthew Taylor. "As you would expect from a Land Rover, it is awesome off-road. What may be more surprising to some is its great performance on-road too. The result is the widest breadth of capability in the class."

It is the first vehicle wholly developed by the new management team that took over Land Rover in July 2000, following the purchase by Ford Motor Company. It replaces the current Discovery, one of the best-selling SUVs in its class.

SPACIOUS & COMFORTABLE
Roomier yet externally not much bigger than the outgoing Discovery, the new Discovery 3 features a spacious cabin packed with clever stowage locations, as well as either five or seven comfortable seats. Even the third-row seats in the seven-seat version are roomy enough for 95th percentile adults. All rear seats fold into the floor when not in use, to create a vast, flat load space. According to design director Geoff Upex, the vehicle was designed 'from the inside out'.

“Our priorities were cabin space, comfort, the Command driving position and elevated 'stadium seating' in the rear," says Upex. "The exterior design is a reflection of those interior priorities. It is very geometric, very minimalist, very modern. Everything is there for a reason. It is pure product design, rather than fancy automotive styling. The best vehicles inevitably are. It is also distinctively Land Rover. You won't confuse this vehicle with anything else."

IMPRESSIVE ENGINES, TAILORED FOR LAND ROVER NEEDS
For dynamic on-road performance, the top-of-the-range engine option is a 4.4-litre 295bhp (220kW) petrol V8, derived from Jaguar's acclaimed AJ-V8 4.2-litre. Developments for Land Rover include increased low-end torque (maximum of 425Nm or 315lb ft), greater weather-proofing +óGé¼GÇ£ especially against dust and water ingress +óGé¼GÇ£ and revised breathing for wading in rivers. This is likely to be the most popular engine in the Discovery 3's biggest market, the USA.

For Europe, the best-selling engine is expected to be the refined and flexible 2.7-litre TDV6 turbodiesel (not available in North America), a high pressure 'common rail' unit that uses variable geometry turbocharging. Another version of this new V6 recently made a much-praised debut in the Jaguar S-Type. The Land Rover engine has been extensively developed to suit the Discovery 3 and produces 190bhp (140kW) and a massive 440Nm (325lb ft) of torque. Technical advances include its CGI (compacted graphite iron) block, which is lighter, stiffer and more durable than conventional cast iron.

Selected markets will also take a 4.0-litre 215bhp (160kW) petrol V6 engine that is torquey (360Nm or 265lb ft), smooth and durable. For Discovery 3, it too has been extensively developed to suit Land Rover's unique requirements.

The petrol engines are mated to a six-speed 'intelligent shift' electronically controlled ZF automatic transmission. It offers a 'sport' mode which delivers more performance-oriented throttle response and gear shifts, and also features Land Rover's Command Shift operation +óGé¼GÇ£ which gives the driver full manual control of gear changing. The TDV6 is available either with this advanced automatic transmission, or with a six-speed ZF manual gearbox.

Drive goes to all four wheels. Electronic Traction Control and Dynamic Stability Control modulate power supply and braking, ensuring maximum grip in all conditions. Throttle response, gear change patterns and suspension settings are also computer controlled, determined by speed and road (or off-road) conditions. Low range is also available, for tough terrain. This can be easily selected, electronically, on the move. The central differential fully locks if conditions require greater traction.

USER-FRIENDLY NEW TECHNOLOGIES
The Discovery 3 bristles with new technologies. Among them is Land Rover's patented Terrain Response+â-¦ system, previewed on the recent Range Stormer concept car. Terrain Response is a major advance that optimises driveability and comfort, as well as maximising traction. The driver simply chooses one of five terrain settings via a chunky rotary dial on the centre console: a general driving program, plus one for slippery conditions (known as grass/gravel/snow) and three special off-road modes, namely mud and ruts, sand, and rock crawl. Terrain Response then automatically selects the most appropriate settings for the vehicle's advanced electronic controls and traction aids.

Vehicle functions controlled by Terrain Response include ride height, engine torque response, Hill Descent Control (which limits downhill speed, and is an award-winning and patented Land Rover technology), Electronic Traction Control, transmission and differential settings. "Terrain Response is a good example of Land Rover's commitment to offering 'smart' technology that aids the driver," says Matthew Taylor. "It is easy to use. It simplifies rather than complicates driving."

The Discovery 3 also offers the option of adaptive headlights that swivel with the direction of travel to illuminate the road ahead.

Another innovation is Land Rover's Integrated Body-frame+â-¦, a new type of vehicle architecture that combines the torsional rigidity, car-like handling and refinement of a monocoque (or unitary) body with the strength and versatility of a traditional ladder-frame, as used on many SUVs. Computer-aided design, high-strength steel and a sophisticated hydroforming production technique combine to deliver this new technology. Hydroforming uses high-pressure fluids rather than a press tool to shape the frame, which results in a lighter weight, cleverer shapes and much tighter tolerances.

Handling is further helped by fully independent suspension. Height adjustable air springs, similar to those used on the award-winning Range Rover, will be fitted to the majority of Discovery 3s. Entry-level models use coil springs. Double wishbones are used front and rear, offering good wheel control and articulation. Rack-and-pinion steering delivers precise and intuitive control.

The Discovery 3 goes on sale later in 2004, depending on market.

THE ALL-NEW LAND ROVER DISCOVERY 3

DESIGN
The design goal for the Discovery 3 was simple. To produce a modern vehicle that offered maximum cabin space and versatility, and would be instantly recognisable as a Land Rover.

FUNCTIONAL DESIGN
According to Land Rover's design director Geoff Upex: "The Discovery 3 is a vehicle derived from its purpose. Everything you see, has been done for a reason. It is functional design, not decoration.

“The vehicle is designed from the inside out. The Discovery 3 had to be great for passengers and the driver. It had to have a Command driving position, for better visibility and safety. It had to have rear 'stadium seating' for superb passenger visibility. This vehicle can take you almost anywhere, so it's important to enjoy the view."

Upex describes it as product design, rather than car styling. "Car styling dates quickly. Look at old movies, and more than anything else, the cars date them. But truly functional design does not date."

Upex also describes the Discovery 3 as 'a work of conviction'. "We were very single-minded in what we wanted. Look at an early sketch of the Discovery 3, and the design has not changed. That is always a sign of good design."

MODERN BUT TRUE TO LINEAGE
Although modern and clearly 21st century, the Discovery 3 is true to Land Rover heritage. It is very geometric, very clean sided, like the original 1948 Land Rover (which evolved into the current Defender).

“Land Rover design is all about clean lines, simple and contemporary surfaces," says Upex. "Straight, geometric styling does not date, and gives visibility advantages, especially for off-roading and parking."

The iconic Discovery stepped roof provides airiness and space, increasing passenger headroom and comfort. This is a key reason why even the rear-most seats, in the seven-seat version, are generous enough for 95th percentile adults. The high roof and wide doors help cabin egress and ingress too. Other time-honoured Land Rover features are also retained, including the clamshell bonnet and the short front overhang (which helps ground clearance when off road).

REJECTING THE SUPERFLUOUS
Two design details on the Discovery 3 that have aroused particular comment are the asymmetric tailgate and the lack of a side styling 'line' through the doors.

The tailgate is a two-piece design, as on the Range Rover, rather than a large outward-opening door, as on previous Discovery models. There are major practical benefits to the new asymmetric shape. First, when the upper part of the tailgate is raised, the asymmetrically shaped lower lid reduces load height into the boot. When both upper and lower halves are opened, the asymmetric shape reduces 'reach in' distance. Unlike earlier Discoverys, the spare wheel is now mounted under the body, rather than on the rear door.

The lack of a side styling line is simply explained. It is superfluous and was rejected.

“It was an area of comment in preview clinics with potential customers," says Upex. "Most cars have side styling lines, so people expect them. But we found the more people looked at, and became familiar with, the Discovery 3, the more they liked it and 'got it'. There was similar comment about the car only having one side air intake. 'Why not two?' people asked. Simple +óGé¼GÇ£ it only needs one. So it only has one."

TIMELESS INSPIRATIONS
“It is a clean, simple, minimalist shape," says Upex. "That is not only appropriate for a new Land Rover, it also ensures a fresh look for many years. Simple, minimal design invariably lasts well."

As part of the design exercise in shaping the Discovery 3, Land Rover designers looked at many products thought to be timeless. One was Health House, a home in Los Angeles designed by Richard Neutra, a pupil of Frank Lloyd Wright. It is timeless and elegant +óGé¼GÇ£ and could have been designed in the 1990s. In fact it was designed in the 1920s.

“We were lucky in being able to look much closer to home, too," says Upex. "The Land Rover Defender, still a style icon, has a basic shape that goes back to 1948. The first Range Rover of 1970 set a design language that unashamedly continues with the latest Range Rover."

Upex is confident that the latest Discovery 3 will go down as a Land Rover design classic, too.

THE ALL-NEW LAND ROVER DISCOVERY 3

DYNAMICS
At the core of the Discovery 3's outstanding on-road and off-road dynamics is the all-new Integrated Body-frame, a Land Rover patented technology.

“This innovative new vehicle platform architecture has enabled us to combine the advantages of a monocoque with traditional body-frame off-road strength," says Discovery 3 chief programme engineer Steve Haywood. "It delivers the comfort, refinement and on-road attributes of a monocoque, while setting new standards for off-road performance."

OUTSTANDING ON-ROAD AND OFF-ROAD DYNAMICS
The Integrated Body-frame is unique to +óGé¼GÇ£ and was developed by +óGé¼GÇ£ Land Rover, and is crucial to the dynamic excellence of the Discovery 3. It carries the body and the suspension, it encloses and protects vital electronic and mechanical systems and it provides a stable platform for the vehicle's many electronic controls.

“Its advantages over a conventional ladder-frame include lower weight and greater rigidity +óGé¼GÇ£ which aid handling and ride, especially on the road," says Haywood. "Its benefits over a monocoque (or unitary) body are its strength and ruggedness."

The new frame structure is special because of its advanced computer-aided design techniques, its trend-setting hydroforming production process and its use of advanced high-strength steels. The result is lightness, great strength and an unusually complex yet efficient shape.

The technique of hydroforming uses fluid pressure to form shapes. It allows for a much greater variety of shapes and sizes than conventional tooling, and also allows for tighter tolerances, increasing precision and reducing weight. It is especially useful for single large components, which would otherwise be made from multiple stampings, bolted or welded together. Using high-strength steel, the result is a frame that is structurally stronger and substantially stiffer, yet lighter.

The flexibility of hydroforming allows engineers to design an optimum frame shape, unencumbered by conventional production compromises. The shape can be much more complex and much more efficient. The side members on the Discovery 3, for instance, are much more curved than a conventional ladder-frame, allowing for width in the centre section but a tapered front, which improves the turning circle.

The complex frame shape also improves crash performance, boosting passenger and driver safety. Substantial side members protect the Discovery 3 from side impact, and the rear structure of the body-frame is designed to protect the fuel tank and filling systems.

The Integrated Body-frame assists both on-road and off-road performance. It gives a low centre of gravity, by keeping major weight as low as possible. The production versatility of the frame allows for the rear drive shafts to pass through the chassis frame, obviating the 'swan neck' of other designs. This not only protects the shafts, it helps lower the centre of gravity and allows the floor to be unusually flat.

The frame design improves off-road performance by minimising front and rear overhangs, to give outstanding approach and departure angles. Vulnerable systems, cables and pipes are packaged between the frame members to protect from damage. By carefully placing key components inside, through, or around the frame, the underside of the vehicle has been kept extremely smooth, minimising the risk of obstacles being snagged when off-road.

ADVANCED AND USER-FRIENDLY TERRAIN RESPONSE
Land Rover's new Terrain Response system +óGé¼GÇ£ standard on all Discovery 3 models with air suspension +óGé¼GÇ£ is an advanced but user-friendly technology that optimises vehicle driveability and comfort, as well as maximising traction. Simply select one of five Terrain Response settings to suit the driving conditions and a multitude of the vehicle's functions are tuned to deliver optimum performance. Accessed via a rotary control in the centre console, the five Terrain Response programs are for:

• General driving
• Grass/gravel/snow\*
• Mud and ruts
• Sand
• Rock crawl

\* For various slippery conditions, on-road or off-road

Terrain Response uses a high-speed electrical architecture network to control the relevant vehicle features, systems and technologies, including:

• Engine management system: the throttle map is altered, improving driveability by suiting torque delivery to the chosen terrain
• Electronic control system: of the automatic gearbox, to optimise gear-change points
• Air suspension ride height: automatically adjusts to give maximum height in the 'rock crawl' and 'mud and ruts' programs. This is also automatically activated whenever low range is selected
• Dynamic Stability Control (DSC): normally stops torque to a wheel after loss of traction, but in some off-road situations torque feed is still desirable, even when traction is being lost. Terrain Response automatically adjusts the DSC, so appropriate torque is maintained
• Electronic Traction Control, Brakeforce Distribution & Anti-lock Brakes: these slip and braking control systems are all adjusted and tuned by Terrain Response to offer optimum grip, braking power and safety on the chosen terrain
• Hill Descent Control (HDC): the Queen's Award-winning Land Rover technology that automatically restricts speed downhill, using the anti-lock brakes, and enables drivers to remain in control even on the most slippery of downhill stretches. HDC is automatically engaged on all programs except 'general driving', and downhill speed rates vary depending on which surface is selected (in 'rock crawl' the lowest speed is selected to prevent vehicle damage)
• Electronically controlled centre & rear differentials; With different slip or locking rates for the different terrains

The Terrain Response system works continuously, with the 'general driving' program optimising the vehicle set-up for everyday on-road use. However, it is the off-roading programs that demonstrate to the full Land Rover's unique experience and expertise.

“We analysed the characteristics of nearly 50 different types of off-road surface, and determined the vehicle system inputs necessary to optimise performance on each," says chief programme engineer Steve Haywood. "We concluded that these can be distilled into just a handful of programs +óGé¼GÇ£ and those are the settings we offer on Terrain Response. It's like having an expert alongside you, to help you get the best out of the vehicle, whatever the conditions, on-road or off."

Terrain Response was previewed on the recent Range Stormer concept car and is making its production debut on the Discovery 3.

FULLY INDEPENDENT SUSPENSION WITH CROSS-LINKED AIR SPRINGS
For optimum on-road handling and refinement, the Discovery 3 is fitted with fully independent suspension front and rear, which gives much greater driver feedback, car-like handling, and good on-road ride.

Double wishbones are used front and rear. This is an optimal set-up for on-road handling and refinement, and yet on the Discovery 3 it also offers generous wheel travel +óGé¼GÇ£ 255mm at the front and 330mm at the rear +óGé¼GÇ£ for excellent wheel articulation and off-road traction.

Coil sprung suspension is standard on entry-level models, and is used in conjunction with hydraulic dampers. This is a tough, well-developed solution, to offer a good ride/handling balance. However, all higher series Discovery 3 models feature cross-linked air suspension, increasing on-road refinement, off-road capability and overall versatility.

The air springs are computer controlled, giving automatically softer or firmer springing, depending on road or track conditions. They are also cross-linked, further aiding off-road capability. Special software detects off-road driving and cross-connects the system. Air displaced by the upward movement of an air spring is transferred to the spring on the opposite side, forcing it down, improving composure. This mimics the action of a traditional beam axle, by boosting articulation and improving wheel contact.

The air springs also provide a range of ride heights for the Discovery 3. This is useful on-road, improving access to the vehicle by selecting the 'low' height setting, and off-road, where the 'high' setting gives extra ground clearance. These height settings can be easily selected manually, by a simple switch, or can be set automatically by the Terrain Response system.

Tyres are specially developed to suit this multi-purpose vehicle and, as with all original Land Rover fitments, are suitable for on-road or off-road use. All wheels are alloys, in sizes from 17-inch (235/70 tyres), through 18-inch (255/60 tyres), likely to be the most popular choice, to 19-inch (255/55 tyres).

ELECTRONIC AIDS IMPROVE TRACTION, BRAKING & HANDLING
The Discovery 3 has an advanced full-time 4x4 system, but to improve grip further in all conditions, this is supplemented by some of the most advanced electronic controls in the automotive industry.

Electronic Traction Control (ETC) ensures that grip is optimised in all conditions, by automatically reducing wheelspin to any tyres losing grip. The Dynamic Stability Control is another computer controlled aid that seamlessly, and without any driver involvement, ensures that the vehicle heads in the intended direction, avoiding skids or any other potential loss of control. Like ETC, it is especially valuable in slippery on-road or off-road conditions.

Land Rover's patented Hill Descent Control (HDC) is fitted to the Discovery 3. This Queen's Award-winning technology regulates downhill speed, ensuring that the driver stays in control even on slippery, steep descents.

All these technologies are linked to the standard four-channel ABS braking system. Two different braking specifications are offered, depending on vehicle specification. Both provide large ventilated disc brakes all round, with twin-pot sliding calipers at the front and single pot callipers at the rear.

The more powerful braking system, used with the V8 engine, offers 337x30mm front and 350x20mm rear discs. The other system uses 317x30mm front discs and 325mmx20mm rear discs. Electronic Brakeforce Distribution (EBD) provides optimal braking regardless of the way the vehicle has been loaded, adjusting front-to-rear braking balance automatically. Emergency Brake Assist (EBA) automatically boosts pressure to the braking system if emergency braking is detected, reducing stopping distance and improving safety.

For the first time on a Land Rover vehicle, the Discovery 3 features an Electronic Park Brake, which frees up the space in the centre console taken by a conventional handbrake. It is applied by a console-mounted switch and disengaged automatically when driving off.

PRECISE RACK-AND-PINION STEERING
The Discovery 3 has hydraulically-operated, power-assisted rack-and-pinion steering, which is both linear in feel and intuitive. The rack is mounted directly onto the frame to improve response and rigidity. It is protected from rocks and other off-road snags by a substantial body-frame cross-member.

HEADLAMPS THAT 'SEE' AROUND CORNERS
The Discovery 3 offers as an option one of the most advanced lighting systems in the world, featuring headlamps that swivel when cornering. Linked to steering angle, vehicle speed, axle position and gear selection, they improve illumination and give the driver a better idea of what lies ahead.

Entry-level models feature twin-pocket halogen headlamps, while the mid-line system uses bi-function xenon projectors with auxiliary halogen main beam lamps. Optional fixed cornering lamps are also available (except for North America).

High-level models get an adaptive front lighting system (AFS). Linked to the vehicle's sophisticated electrical architecture, AFS receives information on vehicle speed, steering angle, axle position and gear selection. Analysing this information, the projectors swivel left or right accordingly. Additional static bending lights (not available in North America) are mounted at 45 degrees to the car line, and give extra light to the direction in which the car is turning. They are also illuminated at low speed to assist with manoeuvring or parking. AFS also features dynamic levelling.

Front lights are protected by tough polycarbonate covers and have optional pressure wash. The rear lights are mounted high on the rear corner pillars for good visibility.

THE ALL-NEW LAND ROVER DISCOVERY 3

TESTING

four million test miles
The all-new Land Rover Discovery 3 has gone through one of the toughest and most varied testing programmes of any vehicle ever offered for sale.

It has been put through its paces over four million miles on five continents, in conditions as varied as the N+â-+rburgring race circuit in Germany and the sand dunes of Dubai. It has been tested to extreme in the Australian outback, been punished on military off-road tracks in both Southern Africa and England, been driven at minus 40+é-¦C on frozen lakes in northern Canada, and undertaken 12 weeks of almost non-stop testing at maximum speed on the Nardo test track in Italy.

“We believe few, if any, vehicles have ever undergone a more punishing and varied series of tests," says chief programme engineer Steve Haywood. "The Discovery 3 promises the broadest range of capabilities in its sector. This combination of on-road and off-road ability was the reason the vehicle needed such a rigorous testing programme."

Off-Road testing
Land Rover has a uniquely exacting off-road testing schedule, arguably the most demanding of any vehicle manufacturer. The Discovery 3 had to be able to wade in water 700mm deep, climb and descend 45 degree gradients, remain stable when driving across a 35 degree slope, and operate in temperatures as extreme as minus 40+é-¦C and plus 50+é-¦C. The handbrake must also be capable of holding the vehicle on a 45 degree slope.

An enormously varied testing programme was devised to prove the Discovery 3, with much of the fundamental work naturally undertaken in the UK. Eastnor Castle, in Herefordshire near the Welsh border, was used for testing the car's ability through water, on slippery grass and in deep mud. Further river wading skills were tested on private estates in Scotland. Durability testing was carried out on army test tracks in southern England, at Bagshot, Surrey, and Bovington in Dorset, home of the Royal Armoured Corps. These facilities are more usually used for destruction-testing tanks, so helped substantiate the toughness of the suspension and the new Integrated Body-frame.

Similar testing was carried out at a former military facility in South Africa, usually used for evaluating the strength and traction of armoured vehicles. Southern Africa was also used for hot weather and dust testing, as was Australia, where vast distances were covered in the outback, including testing on vicious corrugated roads, notorious for dislodging trim and inducing rattles and squeaks in less capable vehicles. Dubai, in the Middle East +óGé¼GÇ£ another Land Rover test favourite +óGé¼GÇ£ was used for measuring and tuning the vehicle's ability to climb sand dunes, and for general off-road ability. Also tested there was the efficacy of the new and advanced air conditioning system to keep occupants cool and comfortable even in temperatures as high as 50+é-¦C.

Off-road testing was also carried out in northern Canada and in Sweden, where the vehicle's performance in ice and snow was confirmed. So was its ability to operate efficiently and comfortably in temperatures as low as minus 40+é-¦C.

On-road testing
"What's unusual about the new vehicle's testing schedule is the amount of time spent at locations more usually associated with sports cars than SUVs," says Steve Haywood.

High-speed testing was done at the famous N+â-+rburgring circuit in the Eifel mountains in Germany, where on-road handling and braking performance were pushed to the limit. The original N+â-+rburgring track is recognised as probably the most punishing and demanding race circuit in the world. High-speed work was also carried out at the Nardo bowl in southern Italy, where the Discovery 3 test vehicles circulated continuously for 20 hours a day at, or near, maximum speed. The Nardo test lasted for 12 weeks, and 31,000 miles of maximum speed driving was undertaken. "We were after superb high-speed stability and quietness, and faultless reliability when running continually at these high speeds," says Haywood.

Further high-speed testing was done at the Millbrook proving ground in Bedfordshire, England. Millbrook's tough and varied handling circuits were also used to tune on-road composure. The MIRA test track, in Warwickshire, England, was used for similar test programmes, including ride-and-handling evaluation.

Additional dynamic tests were carried out at Ford's superbly equipped Lommel engineering facility in Belgium +óGé¼GÇ£ which offers a high-speed bowl, race-circuit style test track, and rough on-road conditions such as notorious Belgian pavé.

City driving will naturally form a large part of the real-world use of the Discovery 3. Tokyo, notorious for traffic, humidity and pollution, was used to test the vehicle's ability in stop-start traffic and the efficacy of the air conditioning system. Traffic testing was also done in oven-hot Las Vegas, high-altitude Denver and in New York, where radio reception and navigation were also tested among the giant man-made canyons.

“Many miles were racked up in the United States," says Haywood. "We tested in cities, in the desert areas of south-western USA +óGé¼GÇ£ including Death Valley's extreme heat +óGé¼GÇ£ and in mountainous Colorado. The USA offers varied testing conditions, and also helps to satisfy engineers that the vehicle will operate well in what is likely to be the biggest market."

The new Land Rover Discovery 3 will inevitably end up a favourite of those who tow boats, caravans and horseboxes. Therefore much testing was carried out to prove the vehicle's ability with a hefty trailer. One of the favourite trailer-test locations was Austria, where vehicles dashed up and down mountain passes, towing 3.5 tonne trailers +óGé¼GÇ£ the maximum weight permitted.

“There has never been a Land Rover more thoroughly tested than this one," says Haywood. "It's unlikely that any vehicle anywhere has had to prove itself quite so comprehensively, as master of wading rivers, climbing sand dunes and crossing frozen lakes, yet able to charge around race circuits and high-speed test tracks. It has been an amazing programme, designed to test an amazing vehicle."

Laboratory testing
The Discovery 3 was developed at Land Rover's renowned research and development centre in Gaydon, Warwickshire, UK, which hosts some of the most advanced automotive testing laboratories in the world. Simulated cold weather testing, noise testing, suspension testing, and all manner of durability tests were performed in the many laboratories. Gaydon's own punishing off-road test circuit and handling circuit were also extensively used.

THE ALL-NEW LAND ROVER DISCOVERY 3

POWERTRAIN
Globally, three engine choices are offered on the Discovery 3, headed by a 4.4-litre petrol V8, specially adapted from the engine used by Jaguar. Also new is an outstanding TDV6 turbodiesel, one of the most sophisticated diesel engines in the world and expected to be the best-seller in Europe (not available in North America). Selected markets will also take a second petrol unit, a smooth, torquey and durable 4.0-litre V6.

A state-of-the-art ZF 'intelligent shift' electronically controlled six-speed automatic gearbox is available with all engines. In addition, a ZF six-speed manual transmission is available with the diesel engine, and is likely to prove especially popular in mainland Europe.

JAGUAR-DERIVED PETROL V8
The top-of-the-range engine in the Discovery 3 is a Jaguar-derived V8. The most powerful engine ever fitted to a production Land Rover, this 4.4-litre unit gives superb performance both on-road and off. This quad-cam (double overhead camshafts per bank) 32-valve unit is one of the world's lightest V8s, owing to its compact dimensions and its employment of lightweight aluminium alloy block and heads.

For Land Rover use, water-proofing, oil circulation, dust-and-mud protection and breathing were all modified, to cope with the additional challenges of climbing mountains and wading rivers. The engine 'mapping' has also been revised, to serve up more low-end torque, and the bore size has been increased from 86 to 88mm. The upshot is a larger capacity +óGé¼GÇ£ 4.4 litres as opposed to 4.2 in Jaguar guise.

Maximum power is 295bhp (220kW). Though this is slightly less than the equivalent engine used in the Jaguar XK, XJ and S-Type, maximum power is developed at lower revs, 5500rpm rather than 6000. Torque has been increased, and is also delivered at lower revs: 425Nm (315lb ft) at 4000rpm.

The engine is not only light, but it is also renowned for its thermal efficiency. This improves economy, and helps with warm-up times and driving behaviour.

The engine uses an electronic throttle and Variable Camshaft Phasing (VCP) +óGé¼GÇ£ which automatically and continuously controls valve timing according to driving demands and outside temperature.

Oil capacity has been significantly increased, from 6.8 litres to 8.6 litres, to cope with the need to supply oil even at the extreme driving angles a Land Rover may face. The oil pump is new, for improved delivery of the lubrication, and the front crank oil seal is also modified, to guard against ingress from water, mud or slurry during wading or other off-roading conditions. The aluminium oil sump is new, and engine ancillaries are repositioned as high as possible +óGé¼GÇ£ to prevent damage when off-road.

OUTSTANDING NEW TDV6 TURBO DIESEL
The new high-technology TDV6 turbodiesel for the Discovery 3 is a sister engine to that recently launched in the Jaguar S-Type, to great acclaim.

The unit uses common rail technology and operates at even higher pressure than most common rail injection systems +óGé¼GÇ£ about 25 per cent greater than average +óGé¼GÇ£ benefiting performance, economy, refinement and emissions. Maximum power is 190bhp (140kW) at 4000rpm and maximum torque is an enormous 440Nm (325lb ft), developed at only 1900rpm.

Apart from its high injection pressure, other technological innovations include the use of a compacted graphite iron (CGI) engine block. It is one of the first uses of this material in volume engine production. CGI is stronger, stiffer, lighter and more durable than cast iron +óGé¼GÇ£ from which diesel engine blocks are usually manufactured.

This inherent stiffness helps driving refinement, and its strength and lightness allow the engine to have less mass and smaller dimensions than a traditional V6 turbodiesel. The stiffness and strength also remove the need for cylinder liners: the cylinders are bored directly into the block casting, saving further weight.

The cylinder heads are pressure die cast in aluminium alloy, and each carries two overhead camshafts operating four valves per cylinder. The camshafts are driven by a flexible belt coated in PTFE to reduce friction. To increase both reliability and precision, the camshaft belts drive no other system.

Unique to its Land Rover application, the TDV6 turbodiesel has an aluminium ladder-frame at the bottom of the crankcase, to improve rigidity. Its baffle plates prevent oil foaming and surge when off-road. Attached to the ladder-frame is a pressed steel sump, also unique to Land Rover. The oil pick-up point is optimally designed to operate at acute off-road angles.

The TDV6 turbodiesel runs with a compression ratio of 17.3:1, relatively low for a diesel engine. This reduces heat build-up in the piston bowl, improving fuel burning efficiency, and reducing fuel consumption and emissions. The low compression ratio also reduces engine noise.

The inlet manifold is made from composite material and is moulded integrally with the cam covers. It is isolated from the cylinder heads by an elastomeric material to reduce vibration. There are two inlet ports for each cylinder. One is a 'filling' port, designed to get as much air as possible into the cylinder, while the other is a helical 'swirl' port to generate the vortices necessary for optimum fuel combustion. In certain part-load conditions, the engine management system closes the 'filling' port to increase the swirl effect. This alters the combustion characteristics, reducing emissions and noise. The engine control unit is also unique to Land Rover and takes information from more than 20 sensors around the engine.

Turbocharging comes from a single KKK unit for optimum torque (the equivalent Jaguar engine has twin turbochargers) fully sealed to suit wading. The turbocharger uses an electronically controlled Variable Nozzle Turbine which ensures that air delivery is optimised by altering the angle of the turbine vanes. It effectively widens the turbine inlet at low speed to improve torque and narrows it at high speed for better power response. The engine is equipped with a glow plug in each cylinder to assist in cold starts. The TDV6 turbodiesel also meets EU3 emissions legislation, and has the potential to satisfy all known future legislation.

SMOOTH V6 PETROL
Available only in selected markets, the Discovery 3's gutsy and smooth 4.0-litre V6 petrol engine offers good performance and economy. Maximum power is 215bhp (156kW) +óGé¼GÇ£ 13 per cent more than the 4.0-litre V8 engines of the outgoing Discovery model. Maximum torque is a substantial 360Nm (265lb ft).

The Ford-derived engine uses a cast iron block and aluminium alloy heads. The crankshaft is counter-balanced for extra refinement.

Extensive modifications for Land Rover use include a die-cast aluminium ladder-frame on the bottom of the block to stiffen the structure, with baffle plates to stop surge and oil foaming. The revised sump includes a new oil pick-up pipe to improve lubrication at all angles. The alternator, air conditioning compressor and power steering pump are all unique to Land Rover, and are positioned as high as possible to keep out of harm's way during extreme off-roading.

A new, cast aluminium variable-tract inlet manifold has been developed for the Discovery 3. Controlled by a new engine management system, it improves torque and driving characteristics. The lower profile manifold also helps under-bonnet packaging. The electronically controlled throttle regulates torque delivery as efficiently as possible. It is also linked to Land Rover's patented Terrain Response system, and regulates engine response accordingly. Oil seals have also been changed, to improve water- and dust-proofing.

Six-speed gearboxes, including 'intelligent shift' automatic.
For the Discovery 3, petrol engine vehicles come exclusively with the advanced, six-speed ZF automatic transmission. For TDV6 models, there is a choice of this automatic or a six-speed manual gearbox.

The ZF 6HP26 transmission is one of the most advanced automatic transmissions in the world. As well as offering normal automatic operation, the gearbox offers a 'sport' mode that alters the timing of gear shifts and throttle response. It also features 'Command Shift', giving the driver full manual control of gear changes. In high range, this will protect the engine by automatically changing up or down to prevent over-revving or stalling. In low range, this is overridden to allow move-off in a higher gear, which can be useful in slippery conditions.

The gearbox also analyses road conditions and each individual's unique driving style, automatically tuning its response accordingly.

The case is unique to Land Rover, and is especially stiff. The sump is also unique. The gearbox electronic control unit is housed within it, for extra protection. This communicates, via a high-speed link, with the Terrain Response system.

The manual gearbox, available only on the diesel model, is also manufactured by ZF. This six-speed unit, with a unique casing and full compatibility with Terrain Response, is likely to be especially popular in mainland Europe, where manual diesel vehicles dominate the 4x4 market.

TRANSFER BOX AND DIFFERENTIALS
The two-speed transfer box features an easy-to-use electronic shift, to move into low range (for off-road) or high range (for on-road). The change can be made on the move.

For added traction, the centre differential is locked electronically when conditions require.

A lockable centre differential is a feature offered only on serious off-roaders, and enables the vehicle to crawl, at low speed, over difficult terrain with more stability and less slip.

An electronically controlled locking rear differential (known as an 'E-Diff') is also available with Terrain Response. Locking of the rear differential is controlled by an electronic control unit linked to the operation of the centre differential.

All three differentials used in the Discovery 3 +óGé¼GÇ£ forward, centre and rear +óGé¼GÇ£ are unique to the vehicle. They are mounted directly onto the chassis, a move which is designed to maximise ground clearance for improved off-road agility.

THE ALL-NEW LAND ROVER DISCOVERY 3

STRUCTURE
The body of the Discovery 3 is a combination of steel, much of which is high-strength grades, and aluminium. Unlike most bodies attached to separate platforms, the Discovery 3 body is a key part of the structure. This match of rigid body and strong platform gives Land Rover's all-new Integrated Body-frame structure its uniqueness, its stiffness and its strength.

INTEGRATED BODY-FRAME
The body's high torsional stiffness helps handling precision, driving refinement, ride and comfort, as well as reducing shakes and rattles. Although it has much greater cabin space, the Discovery 3 is only 176mm longer than the outgoing Discovery model, and only 30mm wider. It is also lower.

THE BODY IN DETAIL
The Discovery 3's body is manufactured like a conventional monocoque. Two monosides are welded to the floor, roof and bulkheads, creating a strong, single structure. Significant use is made of high-strength steels, while enormously strong boron steel is used for the A- and B-pillars, for added strength in front and side impacts.

The roof structure can accommodate both sunroof and alpine roof. The sunroof is a conventional cassette-type design that opens rearwards, outside the vehicle. The alpine roof is a large, full width glass roof bonded into the metal structure, above the second and third-row seats. To preserve strength, it is braced by cross members, invisible from the outside. When neither sunroof nor alpine roof is fitted, the outer roof panel is a single large steel pressing with styled swages to add strength and prevent booming.

The tailgate, doors, bonnet and front wings are separate, bolt-on assemblies. Lightweight magnesium alloy is used for part of the front structure and forms part of the front crash crumple zone.

The bonnet, a characteristic Land Rover clamshell design, is aluminium, which saves weight. Benefits include ease of opening and closing, with gas struts to provide assistance and retain the bonnet in the open position. The hinges allow the bonnet to be locked vertically for easier access to the engine compartment for servicing.

The asymmetric tailgate is a two-piece design, like the Range Rover's. The lower half opens downwards, the top half upwards. The asymmetrically shaped design improves reach-in distance and load height.

“It is a distinctive design and true to Land Rover's lineage," says design director Geoff Upex. "But it is also a very practical design, with real loading benefits."

When the vehicle is stationary, the upper tailgate can be closed independently of the lower tailgate, partly enclosing the vehicle interior while the lower tailgate can be used, for example, as a viewing platform. The lower tailgate is also designed as an acoustic chamber for the sub-woofer (where fitted) for the in-car entertainment system.

Both upper and lower tailgates are made from lightweight aluminium, which helps reduce total vehicle mass and also makes closing and opening easier. When fully open, the tailgates give superb access to the rear of the vehicle, to help with loading large or heavy objects.

All four doors are wide and provide easy access. Made of steel, they have boron steel-reinforced side intrusion beams to improve impact performance.

The front and rear bumpers, end trims, sill finishers and wheel arch eyebrows are all polypropylene injection mouldings to brush off minor damage in normal and off-road driving.

Both bumpers have energy absorbing elements to protect vital components in low speed impacts. The headlamp lenses are moulded in damage-resistant polycarbonate.

ADVANCED PAINT FACILITY
The completed body is subjected to a comprehensive painting and finishing process to ensure it retains an attractive appearance throughout its long life.

All steel panels vulnerable to corrosion are zinc coated. Alloy structures, which are inherently corrosion resistant, are treated to prevent electrolytic interaction with adjoining steel components.

The body is finished in one of the most environmentally friendly and advanced paint facilities in the world.

THE ALL-NEW LAND ROVER DISCOVERY 3

INTERIOR
"The cabin was the starting point for the creation of the Discovery 3," says Land Rover design director Geoff Upex. "It was designed from the inside out. Maximum cabin space and comfort dictated the entire form of the vehicle." As a result, the Discovery 3 offers outstanding space and versatility.

CLASS-LEADING INTERIOR
In every major dimension, the new vehicle's interior is either class-leading or among the very best. Compared with the outgoing Discovery model, the major improvements are in legroom, shoulder room, and third-row headroom. The Discovery 3 has an extremely spacious third row of seats (where fitted) +óGé¼GÇ£ large enough for 95th percentile adults +óGé¼GÇ£ underlining its superiority as a seven-seater. The wide doors are designed to ensure easy cabin and boot access.

Second and third seat rows can fold right down into the floor, enabling the Discovery 3 to transform into a luxury load-carrier with a flat floor and vast capacity.

SEATING COMFORT PLUS EXTRAORDINARY VERSATILITY
The vehicle can be specified with either two or three rows of seats, giving space for five or seven adults respectively. All seats face forwards and provide a head restraint and full lap-and-diagonal inertia reel seatbelt. 'Stadium seating' means that each row is higher than the one in front, improving the view for all passengers, helped by the deep glazing. The stepped roof ensures plenty of headroom throughout.

All seats are large and comfortable, and higher level Discovery 3 models come with leather upholstery. Both outer seats in the second row are equipped with Isofix attachment points for European-standard and North American child seats.

Front seats are available with power adjustment, covering fore and aft movement, height and squab recline, plus manual lumbar support adjustment. In addition, the driver's seat offers electric cushion tilt adjustment. On manual front seats there is fore and aft adjustment and squab recline, plus lumbar support and height adjust on the driver's seat.

In the five-seat version, the back seats are asymmetrically split (65:35). They fold by lifting the lower cushions and moving the squabs forward, to give a flat loading deck.

In the seven-seat version, the second row features three individual seats. Each folds separately and all retract into the footwell. The two outer seats can also jack-knife forward, to provide easy access to the third-row seats. These also fold flat into the floor, and when all rear seats are down, the huge, flat cargo area is almost two metres long.

On the seven-seat version, the individual folding arrangements for all five rear seats provide anything from a two- to a seven-seat vehicle, with varying formats of load space.

MULTIPLE STOWAGE AREAS
Extensive stowage space was a priority in a vehicle that prides itself on its exceptional practicality and versatility.

In the facia, there are two gloveboxes on the passenger side, and a tray at the base of the front console with a non-slip mat. There is also a coin tray and a clip for tickets and toll slips.

The use of an Electronic Park Brake, rather than a conventional handbrake, liberates extra space in the centre console. A large cubby box, which can hold up to four drink cans, is fitted right behind the console, and this is even available with a cooling system to keep the drinks chilled. The cubby box lid can be folded back to act as a useful tray for rear seat passengers. A mobile phone can be stowed within the cubby box lid, and can be integrated into a hands-free system.

Large cup holders for driver and front seat passenger are fitted in the centre console, and there is an additional folding cup holder for the passenger.

Both front doors have capacious bins, including holders for large bottles of water or soft drink. The rear side doors also have large bins, again big enough for drink bottles. In all, 17.5 litres of drinks can be stowed in a Discovery 3.

Large lower quarter panels in the rear compartment provide stowage space for those sitting in the third row, or secure stowage in the boot area. The top surface includes a cup holder and shallow tray, as well as in-car entertainment controls for the rear-seat passengers. Recesses, closed with nets, are also offered for extra stowage.

ARCHITECTURAL SHAPES & PREMIUM MATERIALS
The facia has a simple, geometric look. It utilises the Land Rover design language initiated in the latest Range Rover: very architectural, with clear vertical and horizontal lines. There is large instrumentation, plus good-sized, tactile and intuitive controls. Switches are kept to a minimum +óGé¼GÇ£ the built-in technology, including Land Rover's new Terrain Response system, can do much of the work for the driver.

The facia moulding is in Thermoplastic Urethane (TPU), which has a luxury feel, resists fade caused by sunlight and has fewer plasticisers to reduce the mist deposited on the inside of the windscreen. The facia is supported on a die-cast magnesium alloy cross-beam that is both light and strong, and provides precise mounting +óGé¼GÇ£ improving finish and reducing any propensity to rattle.

The top panel for the facia is designed for pleasing looks, feel and longevity. Controls that are used regularly, such as facia vents, typically have a rubberised finish, to improve touch and boost their premium feel.

Roof trim and door pillar trim are soft fabric, and all grab handles are damped. Two roof-mounted consoles provide interior lighting, with separate lights for the third-row passengers. Low-level 'waterfall' lighting is incorporated into the front dome lamp, and is activated when the headlamps are turned on.

When the alpine roof is specified, full width blinds provide shade and extra privacy.

Carpets are soft but hard wearing. They are also easily cleaned, helped by the sill-free body design, to assist sweeping out the cabin.

AIR CONDITIONING ON ALL MODELS
Air conditioning is standard on all Discovery 3 models and comes in two forms, manually operated and automatic. Both include a particulate filter to remove pollutants in both fresh air and recirculating modes, and four facia-mounted adjustable vents with thumbwheel shut-offs. There is an additional lap cooler vent for the driver beneath the steering wheel. Airflow is also directed at the windscreen, side windows and front footwells. For the second row of seats, there are two vents at the back of the centre console.

On higher level vehicles, fully automatic temperature control is used. This system automatically uses the air conditioning and heater to maintain a constant temperature. The temperature is selected using separate facia-mounted controls for driver and passenger. Both sides operate independently.

In selected hot-weather markets, the system can also be specified with optional rear air conditioning and heating. The rear cabin temperature can also be controlled separately.

In cold-weather markets, an additional 5kW fuel-burning heater supplements the heat generated by the TDV6 diesel engine.

IN-CAR ENTERTAINMENT & INFORMATION
The Discovery 3 offers a high level of in-car entertainment systems and one of the most advanced navigation systems available.

Higher-line models have a six-CD in-dash unit. Six speakers are fitted to entry models, while upper range models use harman/kardon systems with nine speakers, including a sub-woofer.

A premium 14-speaker harman/kardon 'Logic 7' seven-channel digital surround system is also available. The head unit can also play MP3 files and, with 11x compression the equivalent of a 66 CD library can be stored and played in the vehicle.

The optional state-of-the-art navigation system is DVD-based, and includes the latest generation of off-road navigation. There is an interface to Traffic Message Channel (TMC) systems (where available), which broadcast messages on a specific radio channel to warn of hold-ups. This information is also shown on-screen, and the navigation system can suggest an alternative route to ensure the driver has an uninterrupted journey.

The navigation system is controlled by a 180mm (7 inch) high resolution touch screen, while two buttons switch the screen between the main 'Home' menu and the navigation system. Voice recognition is available for navigation and audio controls. The screen also displays information from the Terrain Response system.

SAFETY +óGé¼GÇ£ UP TO EIGHT AIRBAGS
The enormously strong Integrated Body-frame architecture of the Discovery 3, with its hydroformed frame, gives tremendous protection in case of impacts, and door-mounted anti-intrusion side-beams offer further protection. Computer-aided design has helped optimise the Discovery 3's intrinsic ability to protect passengers in severe impacts.

Passenger safety is further improved by the use of up to eight airbags. The driver's airbag is installed in the steering wheel boss and the front passenger airbag is in the facia. Two airbags in the front seats provide protection for the thorax.

There are two full-length curtain airbags fitted in the cant rails above the first and second rows of seats, offering side protection. Two additional side bags are fitted in the rearmost area, when seven seats are specified.