Land Rover Discovery 2


Project Tempest
Towards the end of the 1990s, the original - and hugely successful - Land Rover Discovery was redesigned under the name 'Project Tempest'. Both the press and the public waited with anticipation; this was going to have to be something special to take over from the original model.
The New Discovery was previewed first in the USA at a special Land Rover 50th Anniversary celebration held on April 30th 1998, at LRNA's Lanham headquarters. Land Rover then organised a round-the-world publicity trip for the vehicle, to raise awareness and prove that it was as capable as its predecessor. On 1st June 1998, a pair of New Discovery vehicles - one V8i and one Td5 - set out from London. The plan was to visit 25 countries and travel over 30,000 km in just 100 days, for what could be described as 'the longest test-drive in history'. It was to prove, beyond a doubt, the "new" Discovery's credentials - both as a Land Rover and as the Most Advanced 4x4xFar.
The vehicles were given to two teams of journalists to drive around the world. Taking the worst that the world could throw at them, and completing the journey in time, and without a hitch. New Discovery TReK was the longest, most arduous and most ambitious test drive in history.
By the end, the vehicles had covered 19,152 miles and 27 countries in just 58 days. In early August, a technical briefing day was held for invited members of the world's media at the Rover Group's Gaydon research and development facility. A ride-and-drive event for the press followed during September near Nairn, in the Scottish Highlands, and the vehicle was finally revealed to the public at the Paris Motor Show on September 29th. Sales began on November 21st in the UK, and in the New Year for the rest of the world.

Evolution or Revolution
The new vehicle was given the name "Discovery Series II", which was carefully chosen to invoke the history of the original Land Rover Series vehicles.
At first glance, the Series II looked very similar in appearance to its predecessors, but under the skin it included a variety of new features - some already fitted to other models in the Land Rover line-up, such as the Freelander's Hill Descent Control (HDC) and the Range Rover's air suspension at the rear - and some completely new options, such as Active Cornering Enhancement (ACE), which reduced cornering roll to insignificant proportions.
The interior and exterior were re-worked to be less utilitarian, but it was still apparently very similar to the Discovery I. However, every body panel was in fact new (and incompatible), with the exception of 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 (a compromise that most owners would consider more than acceptable).
The diesel-engined models were given a completely new engine, the 2495cc Td5 (in-line direct-injected 5 cylinder), in common with the updated Defender models. This electronically managed engine was smoother and produced more usable torque at lower revs than its 300 Tdi predecessor. The familiar V8 petrol version - now identified as 4.0 litre but actually the same bore and stroke as the old 3.9 - was transplanted straight from the P38A Range Rover, but the 4.6 variant from that car was not available. A new dual-mode, intelligent, electronically controlled, four-speed automatic transmission was available with either engine.
Whilst cynics might have accused Land Rover of simply combining the best features of the existing model range into one gap-bridging model (using engines from Defender and Range Rover P38A, HDC from Freelander, air suspension from Range Rover, all in a modestly redesigned body), in fact the new vehicle had some features of its own to make it something very special.

Body Design & Structure
Both on and under the skin, the New Discovery body shell underwent a major engineering and re-tooling programme to achieve the latest world-class standards. The result could be readily seen in the smoothly-formed, close-fitting body panels, with narrow, accurately-aligned door gaps. Body material changes included the extensive use of zinc coated steel, particularly in the lower part of the shell, and a change from aluminium to steel for the door skins. Steel outer panels facilitated the pressing of the new, more sculpted door form as well as allowing tighter tolerance control. The zinc coating provided outstanding corrosion protection and rigorous attention was paid to improved body sealing to prevent water ingress and minimise wind noise.
The structure beneath was also upgraded in the light of new design and manufacturing technologies. Use of ‘Design For Assembly’ (DFA) techniques led to reduced panel count and simplification compared with the previous design, one example being the new extended rear floor structure which was a single pressing in place of seven. This contributed to a stiffer body shell.

Specifications
The New Discovery was available with a choice of just 2 engines - the all new, high technology 2.5 litre, 5 cylinder, direct injection diesel or the latest generation of the famous V8 petrol engine - and just one, 5 door body style. There were 4 trim levels, all of which had driver’s air bag, ABS, Electronic Traction Control (ETC) and Hill Descent Control (HDC) as standard. All models above the base derivative had 7 seats and Self Levelling Suspension (SLS) as standard while the top 2 trim levels had Active Cornering Enhancement (ACE) as standard. Seven seats, SLS and ACE were optional on other derivatives. Base models and the ‘S’ derivative had a new cloth trim while the XS model had a unique leather and ‘Land Rover’ fabric combination. The top level ES model had leather trimmed seats. All models featured improved in-car entertainment (ICE) systems with the ES being fitted with a Harmon Kardon developed 12 speaker system with remote CD auto-changer and remote headphone sockets for rear passengers. This system was optional on ‘S’ and ‘XS’ derivatives. The range was complemented by a wide selection of accessories, as usual.
New Discovery was developed by a team led by project director Nick Fell who was previously project director on the MGf. The design team of Belinda Mason and Mike Sampson was lead by chief designer Alan Moberley who was previously associated with the major facelift of Discovery in 1994. Beneath the body style, which is a subtle but complete evolution of the iconic Discovery design, was concealed a complex array of high technology Dynamic Control Systems that moved 4x4 vehicle design into a new dimension. New features included:

  • Unique Dynamic Control Systems for car-like handling and ride
  • Active Cornering Enhancement (ACE) - a new experience in 4x4s
  • New traction technology for supreme off road performance
  • A brand new, powerful and efficient 5 cylinder diesel engine
  • More power and torque for the V8 engine for improved driveability
  • Fashionable interior with luxurious new seating and new fabrics
  • New folding rear seats to give true seven-seat, all forward-facing capability
  • Concert hall quality, 320watt 12 speaker in-car entertainment on top models
  • New safety features
  • The highest level security system as standard
Advanced Transmission
The new optional automatic transmission available on all New Discovery models - the ZF4HP22EH - featured a sophisticated electronic control system, with a variety of special features to enhance the driving experience on and off road. Electronic control gives more precise and consistent gear change points. The Transmission Control Unit (TCU) also communicated with the power unit ECM using a high speed "CANbus" link to effect a momentary torque reduction at the point of ratio change, resulting in a smoother change. Land Rover engineers invested a great deal of development time in making sure that the power unit and the automatic transmission worked together effectively as one unit. This meant, for example, that when the engine management system adjusted the fuelling to compensate for high altitude conditions, the transmission control likewise adjusted the shift strategy to suit. In addition to a normal gear shift mode, controlled via the conventional P, R, N, D, and 3, 2, 1 selector positions in either high or low range, the driver also had the choice of two alternative mode selections. If the mode selection button was pressed while the road-going high range was in use, a ‘Sport’ mode was selected, which made more use of available engine power, changing up at higher revs, and changing down more readily. When low range was in use, usually for more difficult off road conditions, the mode selector button brought in ‘Manual’ mode, which closely emulated a manual transmission, allowing a selected gear (e.g. 3, 2 or 1) to be held without shifting almost regardless of speed, assisting driver control. In this mode the only situation under which a downshift would then occur would be at very low speed, to avoid stalling the engine.
The locking centre differential was still fitted, 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. In 2002, the mechanism was finally removed, but was introduced later in that year due to customer demand (the mechanism and controls were fully reinstated as a cost option only - standard on top of range HSE/ES vehicles - on UK models).
Land Rover had already used two different electronic traction control (ETC) systems in its range, with the rear axle control system fitted to Range Rover and the four-wheel system on ABS-equipped Freelander models. New Discovery introduced a further variation on the theme, which enabled ETC to give outstanding results without the need for a viscous coupling or a lockable central differential between front and rear axles. New Discovery’s full-time ETC system used the ABS wheel-speed sensors not only to identify side to side wheel speed discrepancies which occur when one wheel loses traction, but also to compare front and rear axle speed relationships. It therefore had the capability of emulating the front/rear traction control task that was carried out by viscous couplings on Range Rover and Freelander. New Discovery ETC worked under all road or off-road conditions up to a speed of 100 kph (62 mph). It had two control strategies, automatically selected according to the corresponding selection of high or low range on the transfer gearbox. In low range, where an ETC brake intervention was less likely to cause an engine stall, a more forceful approach was taken, with the system being even less ‘tolerant’ of any wheel slip. Inhibiting wheel spin in this rigorous way not only helped traction, but also reduces damage to the ground surface, as well as avoiding vehicle fouling and damage. In extensive off-road testing carried out in company with competitive vehicles under all kinds of conditions around the world, the ETC system of New Discovery demonstrated an extraordinary superiority of traction. Even in normal road driving, the ETC was deliberately programmed to be pro-active for increased confidence and safety.

Driving the Discovery
Drivers of the Series II Discovery were immediately astonished by its agility when compared with the outgoing model (and, in fact, the existing Range Rover). There was far less of the lateral movement that so many tall vehicles suffer from, due mainly to the combination of Self-Levelling Suspension (SLS) and Active Cornering Enhancement (ACE). However, transformations in the driving characteristics of the new vehicle were also due to other factors shared across the entire range: one of the keys to many of the dynamic behaviour improvements of the New Discovery lay in the steering geometry. By adopting Range Rover-style open yoke universal joints for the new front axle, the king pin inclination was altered to greatly reduce the ground offset. In addition to improving general steering characteristics, this reduced steering kick-back effects from sources such as rough ground or braking forces. Steering and suspension ball joints used a new technology, with pre-loaded rubber bearing elements that were exceptionally wear-resistant, even if the joint seals became damaged. An uprated worm and roller power steering box was specified and hydraulic power for the steering box came from a new pump, specified to suit the revised steering system. In the steering column, new rose-type joints were fitted for smoother action. Furthermore, the new axles were wider than on the previous model, to improve general stability and road holding. Finally, one of the most significant changes was the adoption of a Watts linkage lateral location for the rear axle, in place of the original central A-bracket. This raised the roll centre height and helped to reduce cornering roll in conjunction with a new, lighter and stiffer fabricated panhard rod, used for lateral location of the front axle to optimise the roll steer effect.
The rear air springs fitted to New Discovery were in fact different to Range Rover springs, using a new construction with lighter and more flexible sidewalls for optimum ride characteristics. They are connected to an air distributor which contains the electric compressor, an air drier unit and the left and right hand solenoid-operated spring valves. Left and right hand height sensors connected to the rear axle radius arms provide signals to the electronic control unit. Self levelling is carried out automatically whenever the engine is running, although when the vehicle is stationary all the doors must be closed for safety before the system will raise the suspension. Safety features are built in, to automatically stop the process if abnormal operation caused by an obstruction is detected.
Thanks to the SLS system's rear air springs, the suspension continually self-adjusts to provide a level ride; usefully, it can also be lowered or raised to attach a tow bar or cruise above rocky surfaces.
Inside, the packaging of the two third row seats was the subject of a major engineering project in its own right. The Discovery has always been essentially a vehicle for families but although these seats are mostly commandeered by children, they have been designed and dynamically tested to meet full adult safety standards.
Facia changes included a new passenger airbag module, and a new steering wheel with driver’s airbag. Where appropriate the steering wheel has remote switches for the ICE system and cruise control. Improved switchgear was of the same pattern introduced for Freelander and there was a completely new instrument pack. A number of new interior items were based on BMW parts, namely the automatic gear selector, the cant rail mounted grab handles and the electric seat switches.

Styling Updates
In 2003, there was a revised series II model, with L322 Range Rover style headlights, new bumpers and many other enhancements. Encouraged by the rapturous reception given to the 2002 Range Rover flagship model, Land Rover decided to sprinkle a little of the big car's look and feel onto the Discovery range. With revised styling, equipment tweaks and improvements to suspension and brakes, this model brought the Discovery up to date in a market that was starting to spawn some serious rivals.
So, Series II Discovery was anything but a face-lift of the original Discovery, using various parts-bin components from existing vehicles. In fact, it was the opposite: a completely new vehicle into which Land Rover skillfully incorporated the key design elements and legendary on- and off-road abilities so beloved of its customers. From the month it was launched, the Discovery became the second-best selling 4x4 in the UK (the Freelander was and still is the best-selling here). Land Rover sales figures are consistently breaking industry trends and are constantly rising when the rest of the industry is in a depression.

Buyers put their trust in the New Discovery, and it didn't let them down.

VEHICLE PRODUCTION & SPECIFICATION

VEHICLE IDENTIFICATION

To ensure the parts that you order are correct for your Discovery, you will need to know when the vehicle was manufactured. Although the registration document will tell you when it was registered, this may have been some time after it was actually built. The most accurate way to determine your Discovery’s age (along with information relating to its specification) is by the chassis - or VIN - number.

You can find this number on your registration document, as well as two different places on the vehicle:
1. On a plate riveted to a panel in front of the radiator.
2. Inside the windscreen, on the lower left hand corner.

The VIN number contains details about where your car was built, the year of manufacture and the original specification. For example, a typical VIN would appear as follows: SALLTGM23YA, followed by a 6-figure serial number. This information is broken down as follows:

SAL

Manufacturer code for Land Rover

LT

Vehicle code for Discovery 2

G

Trim Level

M

Body Style - 5 Door

2

Engine Code - 4.0 Litre V8

3

Transmission & Steering - Auto RHD

X

Model Year - 1999

A

Assembly location - Solihull

Engine & Transmission

V8

Td5

Engine Capacity

3950cc

2495cc

Cylinders

8

4

Bore

94mm

84.5m

Stroke

91.1mm

89.00mm

Compression Ratio

9.35:1

19.5:1

Max Power (bhp)

186 @4750rpm

122 @4200rpm

Max Torque (lb/ft)

236 @3000rpm

195 @1950rpm

Performance

V8 Manual

V8 Auto

Td5 Manual

Td5 Auto

0-60

10.6

11.5

14.2

15.8

Top Speed

106

106

98

98

Ave Cons

17

16

30

27

Dimensions/Weights

Curb Weight

2825kg

Length

4704mm

Width

1890mm

Height

1941mm

Wheelbase

2540mm

Land Rover Discovery 2


Project Tempest
Towards the end of the 1990s, the original - and hugely successful - Land Rover Discovery was redesigned under the name 'Project Tempest'. Both the press and the public waited with anticipation; this was going to have to be something special to take over from the original model.
The New Discovery was previewed first in the USA at a special Land Rover 50th Anniversary celebration held on April 30th 1998, at LRNA's Lanham headquarters. Land Rover then organised a round-the-world publicity trip for the vehicle, to raise awareness and prove that it was as capable as its predecessor. On 1st June 1998, a pair of New Discovery vehicles - one V8i and one Td5 - set out from London. The plan was to visit 25 countries and travel over 30,000 km in just 100 days, for what could be described as 'the longest test-drive in history'. It was to prove, beyond a doubt, the "new" Discovery's credentials - both as a Land Rover and as the Most Advanced 4x4xFar.
The vehicles were given to two teams of journalists to drive around the world. Taking the worst that the world could throw at them, and completing the journey in time, and without a hitch. New Discovery TReK was the longest, most arduous and most ambitious test drive in history.
By the end, the vehicles had covered 19,152 miles and 27 countries in just 58 days. In early August, a technical briefing day was held for invited members of the world's media at the Rover Group's Gaydon research and development facility. A ride-and-drive event for the press followed during September near Nairn, in the Scottish Highlands, and the vehicle was finally revealed to the public at the Paris Motor Show on September 29th. Sales began on November 21st in the UK, and in the New Year for the rest of the world.

Evolution or Revolution
The new vehicle was given the name "Discovery Series II", which was carefully chosen to invoke the history of the original Land Rover Series vehicles.
At first glance, the Series II looked very similar in appearance to its predecessors, but under the skin it included a variety of new features - some already fitted to other models in the Land Rover line-up, such as the Freelander's Hill Descent Control (HDC) and the Range Rover's air suspension at the rear - and some completely new options, such as Active Cornering Enhancement (ACE), which reduced cornering roll to insignificant proportions.
The interior and exterior were re-worked to be less utilitarian, but it was still apparently very similar to the Discovery I. However, every body panel was in fact new (and incompatible), with the exception of 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 (a compromise that most owners would consider more than acceptable).
The diesel-engined models were given a completely new engine, the 2495cc Td5 (in-line direct-injected 5 cylinder), in common with the updated Defender models. This electronically managed engine was smoother and produced more usable torque at lower revs than its 300 Tdi predecessor. The familiar V8 petrol version - now identified as 4.0 litre but actually the same bore and stroke as the old 3.9 - was transplanted straight from the P38A Range Rover, but the 4.6 variant from that car was not available. A new dual-mode, intelligent, electronically controlled, four-speed automatic transmission was available with either engine.
Whilst cynics might have accused Land Rover of simply combining the best features of the existing model range into one gap-bridging model (using engines from Defender and Range Rover P38A, HDC from Freelander, air suspension from Range Rover, all in a modestly redesigned body), in fact the new vehicle had some features of its own to make it something very special.

Body Design & Structure
Both on and under the skin, the New Discovery body shell underwent a major engineering and re-tooling programme to achieve the latest world-class standards. The result could be readily seen in the smoothly-formed, close-fitting body panels, with narrow, accurately-aligned door gaps. Body material changes included the extensive use of zinc coated steel, particularly in the lower part of the shell, and a change from aluminium to steel for the door skins. Steel outer panels facilitated the pressing of the new, more sculpted door form as well as allowing tighter tolerance control. The zinc coating provided outstanding corrosion protection and rigorous attention was paid to improved body sealing to prevent water ingress and minimise wind noise.
The structure beneath was also upgraded in the light of new design and manufacturing technologies. Use of ‘Design For Assembly’ (DFA) techniques led to reduced panel count and simplification compared with the previous design, one example being the new extended rear floor structure which was a single pressing in place of seven. This contributed to a stiffer body shell.

Specifications
The New Discovery was available with a choice of just 2 engines - the all new, high technology 2.5 litre, 5 cylinder, direct injection diesel or the latest generation of the famous V8 petrol engine - and just one, 5 door body style. There were 4 trim levels, all of which had driver’s air bag, ABS, Electronic Traction Control (ETC) and Hill Descent Control (HDC) as standard. All models above the base derivative had 7 seats and Self Levelling Suspension (SLS) as standard while the top 2 trim levels had Active Cornering Enhancement (ACE) as standard. Seven seats, SLS and ACE were optional on other derivatives. Base models and the ‘S’ derivative had a new cloth trim while the XS model had a unique leather and ‘Land Rover’ fabric combination. The top level ES model had leather trimmed seats. All models featured improved in-car entertainment (ICE) systems with the ES being fitted with a Harmon Kardon developed 12 speaker system with remote CD auto-changer and remote headphone sockets for rear passengers. This system was optional on ‘S’ and ‘XS’ derivatives. The range was complemented by a wide selection of accessories, as usual.
New Discovery was developed by a team led by project director Nick Fell who was previously project director on the MGf. The design team of Belinda Mason and Mike Sampson was lead by chief designer Alan Moberley who was previously associated with the major facelift of Discovery in 1994. Beneath the body style, which is a subtle but complete evolution of the iconic Discovery design, was concealed a complex array of high technology Dynamic Control Systems that moved 4x4 vehicle design into a new dimension. New features included:

  • Unique Dynamic Control Systems for car-like handling and ride
  • Active Cornering Enhancement (ACE) - a new experience in 4x4s
  • New traction technology for supreme off road performance
  • A brand new, powerful and efficient 5 cylinder diesel engine
  • More power and torque for the V8 engine for improved driveability
  • Fashionable interior with luxurious new seating and new fabrics
  • New folding rear seats to give true seven-seat, all forward-facing capability
  • Concert hall quality, 320watt 12 speaker in-car entertainment on top models
  • New safety features
  • The highest level security system as standard
Advanced Transmission
The new optional automatic transmission available on all New Discovery models - the ZF4HP22EH - featured a sophisticated electronic control system, with a variety of special features to enhance the driving experience on and off road. Electronic control gives more precise and consistent gear change points. The Transmission Control Unit (TCU) also communicated with the power unit ECM using a high speed "CANbus" link to effect a momentary torque reduction at the point of ratio change, resulting in a smoother change. Land Rover engineers invested a great deal of development time in making sure that the power unit and the automatic transmission worked together effectively as one unit. This meant, for example, that when the engine management system adjusted the fuelling to compensate for high altitude conditions, the transmission control likewise adjusted the shift strategy to suit. In addition to a normal gear shift mode, controlled via the conventional P, R, N, D, and 3, 2, 1 selector positions in either high or low range, the driver also had the choice of two alternative mode selections. If the mode selection button was pressed while the road-going high range was in use, a ‘Sport’ mode was selected, which made more use of available engine power, changing up at higher revs, and changing down more readily. When low range was in use, usually for more difficult off road conditions, the mode selector button brought in ‘Manual’ mode, which closely emulated a manual transmission, allowing a selected gear (e.g. 3, 2 or 1) to be held without shifting almost regardless of speed, assisting driver control. In this mode the only situation under which a downshift would then occur would be at very low speed, to avoid stalling the engine.
The locking centre differential was still fitted, 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. In 2002, the mechanism was finally removed, but was introduced later in that year due to customer demand (the mechanism and controls were fully reinstated as a cost option only - standard on top of range HSE/ES vehicles - on UK models).
Land Rover had already used two different electronic traction control (ETC) systems in its range, with the rear axle control system fitted to Range Rover and the four-wheel system on ABS-equipped Freelander models. New Discovery introduced a further variation on the theme, which enabled ETC to give outstanding results without the need for a viscous coupling or a lockable central differential between front and rear axles. New Discovery’s full-time ETC system used the ABS wheel-speed sensors not only to identify side to side wheel speed discrepancies which occur when one wheel loses traction, but also to compare front and rear axle speed relationships. It therefore had the capability of emulating the front/rear traction control task that was carried out by viscous couplings on Range Rover and Freelander. New Discovery ETC worked under all road or off-road conditions up to a speed of 100 kph (62 mph). It had two control strategies, automatically selected according to the corresponding selection of high or low range on the transfer gearbox. In low range, where an ETC brake intervention was less likely to cause an engine stall, a more forceful approach was taken, with the system being even less ‘tolerant’ of any wheel slip. Inhibiting wheel spin in this rigorous way not only helped traction, but also reduces damage to the ground surface, as well as avoiding vehicle fouling and damage. In extensive off-road testing carried out in company with competitive vehicles under all kinds of conditions around the world, the ETC system of New Discovery demonstrated an extraordinary superiority of traction. Even in normal road driving, the ETC was deliberately programmed to be pro-active for increased confidence and safety.

Driving the Discovery
Drivers of the Series II Discovery were immediately astonished by its agility when compared with the outgoing model (and, in fact, the existing Range Rover). There was far less of the lateral movement that so many tall vehicles suffer from, due mainly to the combination of Self-Levelling Suspension (SLS) and Active Cornering Enhancement (ACE). However, transformations in the driving characteristics of the new vehicle were also due to other factors shared across the entire range: one of the keys to many of the dynamic behaviour improvements of the New Discovery lay in the steering geometry. By adopting Range Rover-style open yoke universal joints for the new front axle, the king pin inclination was altered to greatly reduce the ground offset. In addition to improving general steering characteristics, this reduced steering kick-back effects from sources such as rough ground or braking forces. Steering and suspension ball joints used a new technology, with pre-loaded rubber bearing elements that were exceptionally wear-resistant, even if the joint seals became damaged. An uprated worm and roller power steering box was specified and hydraulic power for the steering box came from a new pump, specified to suit the revised steering system. In the steering column, new rose-type joints were fitted for smoother action. Furthermore, the new axles were wider than on the previous model, to improve general stability and road holding. Finally, one of the most significant changes was the adoption of a Watts linkage lateral location for the rear axle, in place of the original central A-bracket. This raised the roll centre height and helped to reduce cornering roll in conjunction with a new, lighter and stiffer fabricated panhard rod, used for lateral location of the front axle to optimise the roll steer effect.
The rear air springs fitted to New Discovery were in fact different to Range Rover springs, using a new construction with lighter and more flexible sidewalls for optimum ride characteristics. They are connected to an air distributor which contains the electric compressor, an air drier unit and the left and right hand solenoid-operated spring valves. Left and right hand height sensors connected to the rear axle radius arms provide signals to the electronic control unit. Self levelling is carried out automatically whenever the engine is running, although when the vehicle is stationary all the doors must be closed for safety before the system will raise the suspension. Safety features are built in, to automatically stop the process if abnormal operation caused by an obstruction is detected.
Thanks to the SLS system's rear air springs, the suspension continually self-adjusts to provide a level ride; usefully, it can also be lowered or raised to attach a tow bar or cruise above rocky surfaces.
Inside, the packaging of the two third row seats was the subject of a major engineering project in its own right. The Discovery has always been essentially a vehicle for families but although these seats are mostly commandeered by children, they have been designed and dynamically tested to meet full adult safety standards.
Facia changes included a new passenger airbag module, and a new steering wheel with driver’s airbag. Where appropriate the steering wheel has remote switches for the ICE system and cruise control. Improved switchgear was of the same pattern introduced for Freelander and there was a completely new instrument pack. A number of new interior items were based on BMW parts, namely the automatic gear selector, the cant rail mounted grab handles and the electric seat switches.

Styling Updates
In 2003, there was a revised series II model, with L322 Range Rover style headlights, new bumpers and many other enhancements. Encouraged by the rapturous reception given to the 2002 Range Rover flagship model, Land Rover decided to sprinkle a little of the big car's look and feel onto the Discovery range. With revised styling, equipment tweaks and improvements to suspension and brakes, this model brought the Discovery up to date in a market that was starting to spawn some serious rivals.
So, Series II Discovery was anything but a face-lift of the original Discovery, using various parts-bin components from existing vehicles. In fact, it was the opposite: a completely new vehicle into which Land Rover skillfully incorporated the key design elements and legendary on- and off-road abilities so beloved of its customers. From the month it was launched, the Discovery became the second-best selling 4x4 in the UK (the Freelander was and still is the best-selling here). Land Rover sales figures are consistently breaking industry trends and are constantly rising when the rest of the industry is in a depression.

Buyers put their trust in the New Discovery, and it didn't let them down.

VEHICLE PRODUCTION & SPECIFICATION

VEHICLE IDENTIFICATION

To ensure the parts that you order are correct for your Discovery, you will need to know when the vehicle was manufactured. Although the registration document will tell you when it was registered, this may have been some time after it was actually built. The most accurate way to determine your Discovery’s age (along with information relating to its specification) is by the chassis - or VIN - number.

You can find this number on your registration document, as well as two different places on the vehicle:
1. On a plate riveted to a panel in front of the radiator.
2. Inside the windscreen, on the lower left hand corner.

The VIN number contains details about where your car was built, the year of manufacture and the original specification. For example, a typical VIN would appear as follows: SALLTGM23YA, followed by a 6-figure serial number. This information is broken down as follows:

SAL

Manufacturer code for Land Rover

LT

Vehicle code for Discovery 2

G

Trim Level

M

Body Style - 5 Door

2

Engine Code - 4.0 Litre V8

3

Transmission & Steering - Auto RHD

X

Model Year - 1999

A

Assembly location - Solihull

Engine & Transmission

V8

Td5

Engine Capacity

3950cc

2495cc

Cylinders

8

4

Bore

94mm

84.5m

Stroke

91.1mm

89.00mm

Compression Ratio

9.35:1

19.5:1

Max Power (bhp)

186 @4750rpm

122 @4200rpm

Max Torque (lb/ft)

236 @3000rpm

195 @1950rpm

Performance

V8 Manual

V8 Auto

Td5 Manual

Td5 Auto

0-60

10.6

11.5

14.2

15.8

Top Speed

106

106

98

98

Ave Cons

17

16

30

27

Dimensions/Weights

Curb Weight

2825kg

Length

4704mm

Width

1890mm

Height

1941mm

Wheelbase

2540mm