New Paint Colours

The graphic designers have selected a unique ‘launch’ colour for New Discovery, a ‘burnt orange’ micatallic called Kinversand. This classy modern shade emphasises the freshness of New Discovery’s style and engineering alongside new ‘Blenheim’ silver which adds a clean, high-tech image to the new style.

New Discovery - The Inside Story

A Great Place to Travel

A Discovery cabin has always been a great place in which to travel, whether the journey is across continents or across fields. Countless individuals, couples and families have enjoyed Discovery’s spacious, versatile accommodation and its high level panoramic vision, that help to make even routine trips into shared adventures.  New Discovery builds substantially on this world-beating formula.

Seating: More Comfort and Safety

New Discovery seating is designed to achieve the latest standards in comfort and safety. All seats are forward facing including the third row of occasional folding seats that are standard fit on all S, XS and ES models. Front seat occupants benefit from new seats, which feature wider, deeper and more shapely cushions and squabs on new frames, all with soft car-type height adjustable head restraints. Characteristic Discovery seat styling cues are retained however, such as the ‘golf-ball’- textured side grips now on all models. The new type of adjustable ‘dynamic’ lumbar support introduced on Freelander is now also applied to the New Discovery front seats. The top of the range ES model has 6-way powered seats, trimmed in leather with contrasting piping. The ES seats also feature Range Rover-style adjustable folding armrests and continuous thermostatically-controlled seat heating. On other models seat heating, along with a heated windscreen, is offered as an optional cold climate pack.

New Contemporary Fabrics

New fabrics enhance the interior changes with two interior colour ways: a new colour, Dark Smokestone and Bahama Beige. Cloth seats have ‘Cumbria’ or ‘Carlisle’ cloth, depending on colour way while the part-leather trim with Land Rover motif fabric inserts, fitted to XS models, has colour-keyed fabric. Leather seats on the ES are available in Bahama Beige or Dark Smokestone, while Lightstone leather is available as a special option. The ES full leather trim now features contrast piping and Alcantara accent panels on the door casings.

Rear Seat Innovations

The rear seats have provision for 60/40 split folding, with full spring-assisted jack-knife forward fold to maximise the cargo space. The seats are completely free standing, with no latching to the side of the body. This unique arrangement avoids any possible side latch rattle or distortion during strenuous off road use. The floor latches have an interlock catch that prevents the squabs folding upwards unless the respective floor latches are properly engaged. Each latch has a device to ensure that the interlock is not ‘fooled’ if the latch should inadvertently engage on items left on the floor of the cargo area. To warn if the squab hinge catches are not safely engaged, large red-edged indicator boxes protrude from the top of each squab until the respective catch engages. Three-point inertia reel seat belts are provided for all three places of the second row seats and the lower anchorages are integral so that the seats can be easily folded without tangling or trapping loose belts. The outer belt upper sections have adjustable upper anchorages to give a lower and more comfortable belt run. To retain maximum rear vision and cabin spaciousness when the centre seat is empty, the middle head restraint has a unique and innovative design being neatly retracted to squab level by a mechanical linkage whenever the centre armrest is lowered. An adjustable pop-out beverage holder is stowed in the front face of this armrest.

Rear Seat Comfort and Style

Compared with the previous Discovery the comfort of the second row seats has been increased by taller, more supportive squabs, and the side cushion profile has been modified to make entry to the seat easier. Other improvements include a scalloped wheel arch pressing, made possible by the wider rear axle track, which gives better hip room, plus a lengthened footwell and indented front seat backs for more legroom. New durable moulded squab backboards and cushion baseboards replace fabric trim and give a tidy appearance however the seats are positioned or folded.

A True Seven Seat Design

The packaging of the two third row seats was the subject of a major engineering project in its own right. New Discovery is essentially a vehicle for families but although these seats will be mostly commandeered by children, they have been designed and dynamically tested to meet full adult safety standards with all New Discovery occupants being provided with 3 point seat belts. To achieve all this with seats that stow compactly at the sides of the cargo area has required many novel engineering solutions, and the installation has many advanced and unique features.

Occasional Seat Operation

To use each seat, the operating bar is twisted to release the stowage catch, and the seat swung down to the floor.  An interlock catch will not allow the squab to be unfolded until the floor latch is firmly engaged, so the seat cannot be used in an unsafe condition. Each seat has a corner leg to give solid support. In order to provide a squab tall enough to act either as a child’s head restraint or as a comfortable adult backrest, there is an automatic slide mechanism that extends the squab upwards as it is unfolded. A beverage/snack tray is built in to the side trim. 

Innovative Head Restraint Design

Adult head restraints are stowed in the roof, being folded down when required. This clever design detail prevents them from impeding the driver’s rear vision when not in use, but also make it necessary for any adult passenger to use them as otherwise there would not be sufficient headroom. The third row of seats is easily accessed via the rear door, using the hydraulic step which is standard on vehicles equipped with rear seats.

Really Entertaining ICE

One of the ‘Flagship’ attractions for New Discovery customers will be the class-leading line up of new In Car Entertainment (ICE) features. There are four speakers on standard models, six on S and XS, and no less than twelve on the extraordinary new, 320 watt Harmon-Kardon developed, radio, cassette and CD installation. This system is standard on ES models and is also available as an option on S and XS derivatives.

A Travelling Concert Hall

The twelve speakers are arranged around the cabin to achieve a ‘concert hall’ spatial sound quality, with appropriate time delays on the speaker signals. This premium ICE system with its Alpine head unit has many special features, such as an automatic adjustment of equalisation with vehicle speed, so that the bass is uprated to counter increased background noise.

An Audio ‘Gingerbread Man’ for the Rear Seats The innovation which will appeal most to families, and especially the lucky children who occupy the third row seats, is a new headphone system. Each rearmost seat has its own headphone socket and a ‘gingerbread man’ control unit (so named because of the patented button layout). The headphone users can select a different audio source to that being used for all the speakers. So while dad listens to a radio play, junior can hear a tape or a CD, and so on. Both headphones must take the same selection, but have individual volume control. The buttons are illuminated when the facia head unit is switched on.

Intelligent Air Conditioning

Standard on the ES model and optional on S and XS versions of New Discovery is a new automatically controlled air conditioning system. This retains the existing facility of independent side to side settings for the driver and front passenger, but will now automatically maintain the required temperatures.  This ‘intelligent’ system continuously monitors cabin temperature and all relevant factors affecting it, and operates the appropriate elements of the air conditioning equipment as required to achieve and hold the target settings. The sophistication of this ATC (automatic temperature control) system is such that its solar sensor can determine not only the level of radiation heating from the sun, but also its direction; it can then direct increased cooling to the hottest side to compensate. Other ATC features include a ‘Defrost’ facility which automatically combines maximum demist output with dehumidification and re-circulation, as well as timed application of the heated rear window, and if fitted, the heated front screen. Certain manual override facilities are available to modify ATC operation; airflow volume control can be disengaged by manually selecting the second fan speed from the 5 speeds available, giving semi-automatic control. The ‘Econ’ button prevents use of the compressor, so that no cooling effect is available but fuel is saved. For cold climates an automatically controlled, independent, under bonnet fuel burning heater is available as an option.

Improved Rear Air Conditioning

As with the previous Discovery range, an optional rear air conditioning system is available. This can be specified as an addition to any 7 seater model equipped with air conditioning, and provides air through three overhead vents above the middle row of seats and two vents above the third row. It has a manually-controlled 4-speed blower fan, and will provide cooled air whenever the ATC system is in cooling mode. If ATC is off, the rear system will deliver uncoiled air.

A ‘Curry Hook’ and Other New Interior Features

The door grab handles built into the new door casings form ‘elbow-friendly’ armrests.  The casings also encompass speaker mountings and new chrome door release triggers, as well as larger door bins at the front. Door casing inserts echo the seat trim, with Alcantara on the ES. Given that New Discovery was created in the land of the balti it should come as no surprise that the new convenience items include the so-called ‘curry hook’ on the passenger side of the centre console. There is a stowage facility under the right hand front seat although this area is taken up by the CD player when fitted. On 5 seater models the spaces at the sides of the cargo area are used for new lidded stowage bins. Hooks are provided in the rear quarters for accessory-fit side retainer nets, and there are load retainer rings set into the floor. The previous Discovery was renowned for its stowage and the latest vehicle carries on in that mode with a full range of nets and pockets. Adding to the luxurious interior ambience is a new superior quality carpet, formed in a one piece moulding with the sound insulation sandwich, and including a new driver’s left foot rest for the first time on right hand drive manual versions.

A New Facia for Command Driving

As part of the Land Rover tradition New Discovery has the ‘command’ driving position allowing superb visibility of the road ahead. With New Discovery the driver can also appreciate the changes made to the cockpit. Facia changes include a new passenger airbag module, and a new steering wheel with driver’s airbag. As part of the new, more substantial style of the steering wheel, the Land Rover ‘jewelled’ badge has been re-instated and discrete horn buttons added. Where appropriate the steering wheel has remote switches for the ICE system and cruise control. Improved switchgear is of the same pattern introduced for Freelander and there’s a completely new instrument pack. This features an electronic speedometer which displays a speed reading averaged from the four hub-mounted ABS wheel sensor signals. A tamperproof electronic odometer has a non-volatile memory, is switchable between kph and mph, and also stores a ‘back-up copy’ of the mileage in the body control unit computer. The instruments are fully back-lit and have illuminated pointers. All 28 warning lights (except the replaceable-bulb main beam indicator) use reliable, low current LED illumination. A number of new interior items have been based on BMW parts, namely the automatic gear selector, the cant rail mounted grab handles and the electric seat switches.

Interior Ambience

Just as the designers aimed to preserve the essence of Discovery’s external style, so too did they recognise the importance of maintaining a credible link with the much-loved interior treatment of the original.  Owners of original Discoverys trying out the new version will enjoy and appreciate the all-new seating package and the greatly enhanced level of interior features, but they will also recognise that the underlying sense of airy spaciousness and practical user-friendliness is still intact. By extending the light-coloured headlining theme around the rear alpine glass trim surrounds and down the pillar trims to waist level, an even airier ambience has been achieved. Again, considerable detail work has gone into raising the visual and tactile quality of the interior trim, with accurate colour-keying of surfaces, and the use of improved materials and fittings.
 

BODY ENGINEERING Strength through Science

New Discovery Body Engineering

Both on and under the skin, the New Discovery body shell has undergone a major engineering and re-tooling programme to achieve the latest world-class standards. The results of a £40 million investment in new exterior panel tooling can be readily seen in the smoothly-formed, close-fitting body panels, with narrow, accurately-aligned door gaps.

Base Structure Improvements

The structure beneath has also been upgraded in the light of new design and manufacturing technologies. Use of ‘Design For Assembly’ (DFA) techniques lead to   reduced panel count and simplification compared with the previous design, one example being the new extended rear floor structure which is a single pressing in place of seven. This has lead to a stiffer body shell, assisting in the successful development of the new 14-point chassis mounting system.

Zinc Coated Steel

Body material changes include 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 facilitate the pressing of the new more sculpted door form as well as allowing tighter tolerance control. The zinc coating provides outstanding corrosion protection and rigorous attention has been paid to improved body sealing to prevent water ingress and minimise wind noise.

Structural Testing

Fatigue cycle tests that would previously have taken anything up to 12 weeks were despatched in only two weeks of round-the-clock running on the latest computerised 4-post rigs and other ‘torture chamber’ machines.

Manufacturing Precision and Discipline

New Discovery has benefited from a whole range of powerful new quality maturation processes. The success of the original Discovery meant that a higher volume capability could be planned for. Around £18 million has been invested in upgrading facilities and increasing the automation levels in the Discovery Body in White (BIW) assembly plant within the Solihull East Works.

Substantial New Content

The new shell involves some 200 new pressings, and 100 modified or carry-over items. As with Freelander, carbon fibre master replica panels were used to prove out the new jigging, checking and assembly equipment.

New Robot Facility

Dimensional accuracy and stability has been enhanced trough a new and more thorough use jigging fixtures with automatic clamps, and the addition of 56 new welding robots. Associates working in the BIW facility have been fully involved in the development of the improved processes, including the equipment buy-off activities at suppliers.
New Discovery sparks off electronic advances

With an extensive new range of electronically-controlled chassis systems, new engine and transmission management systems and many other new electronic and electrical features, the New Discovery project has involved creating one of the most sophisticated and advanced vehicle electrical systems yet. Every opportunity has been taken to introduce the best modern practice, in aspects ranging from digital signal handling to high-integrity wiring harness connectors. And in order to prove out the efficiency and long-term reliability of the complete system, a completely new computerised electrical system test facility, known as LABCAR has been developed within the company.

CAN-do

New Discovery is the first Rover Group vehicle to use a controller area network (CAN) bus for communications between electronic control units. The CAN bus is a twisted pair of wires, matched in length and diameter that transmits twin ‘mirror’ image versions of a given signal. This arrangement permits ultra-high frequency signal transmission with low electromagnetic radiation. The CAN bus on New Discovery links the engine management computer with the new electronic automatic transmission control unit, and works at 500 kilo baud (500,000 cycles per second). This enables it to transfer large amounts of information between the two ECUs in fractions of a second, enabling them to work together in a smooth and seamless way. It also greatly reduces wiring complexity by comparison with conventional connections, and uses well-proved ‘IT industry-standard’ technology. Two other bus links used on New Discovery are the body bus, (linking the Body Control Unit (BCU), the Intelligent Driver Module (IDM) and the instrument pack) and the K-line, which connects all the ECUs around the vehicle that can be interrogated by the TestBook dealer diagnostic system. These operate at much lower frequencies of 10,400 baud and 9600 baud respectively, which allows use of single wires without electromagnetic radiation concerns. The body bus serial link saves some 30 wires compared with conventional wiring.

Harnessing the Best Ideas

A major investment has been made into creating the New Discovery wiring harness. A clean sheet approach was taken with New Discovery to integrate and simplify the complete system as much as possible. A new range of corporate BMW/Rover connectors has been introduced, with around 95% of all connectors now being firmly mounted for improved assembly quality and reliability. Harness protection and routing has been intensively studied, with greater use of anti-chafe sheathing plus new fixings to prevent any elusive rattles behind trim panels and head linings.

Comprehensive Fusing

Very comprehensive fusing arrangements have been built in, with 29 fuses serving individual items under the bonnet, including a fused alternator feed. Another cabin-mounted fuse box is fed by a 60 amp fused link, and covers another 35 fuses down to 10 amp rating. In common with Freelander, New Discovery benefits from the latest Lead Calcium battery technology. The new 110 amp.hr (diesel) and 72 amp.hr. (petrol) batteries are lighter in weight, have very low rates of self-discharge and electrolyte loss, and offer a long and reliable life, even in extreme climates. For enhanced starting performance under all conditions, new heavy-duty, low resistance cables are specified, with a greater number of thinner strands. These cables are more flexible, offering the further benefit of more accurate routing around the engine bay.

LABCAR

Playing a major role in the development of the harness and the rest of the vehicle electrical system was a new company-produced test facility known as LABCAR. This is a kind of space-frame simulation of a complete vehicle, which allows all the wiring, ECUs and electrical components to be mounted in their correct relative positions for test and analysis. It allows far easier access to all the elements of the electrical system than can ever be possible in a built up vehicle, so that experimental variations can be tried out very quickly and easily. The facility includes a computer that can drive test programmes over extended periods for durability proving. LABCAR operations can include shorting and open circuit tests, signal checks, responses to electrical ‘noise’, spikes, high, low or reverse voltage conditions, measurement of fuse blow times and many others. Prototype harnesses can be thoroughly validated before being installed into a vehicle, avoiding potential delays to whole vehicle test programmes if faults come to light after installation. New Discovery has been the first Rover Group project to benefit from LABCAR, which has proved very convenient in use. It has contributed to the creation of a vehicle that is electrically robust and electrically ‘quiet’.

Development of a Classic Engine

Although the famous all-aluminium Land Rover V8 petrol engine in the previous Discovery was already one of the world’s most highly-developed power units, the opportunity was taken to make significant engineering improvements for the 4-litre version offered in the New Discovery. In addition to adopting the general ‘RV8’ engine improvements, which included new crankshaft and pistons, a revised cylinder block and a new front cover arrangement, introduced on the new Range Rover 4.0 litre models, the New Discovery V8 also features the 1999 MY developments for this unit, developed under the code name ‘Thor’. These provide superior torque and power, greater refinement, lower emissions and lower service costs.

More Power and Torque

Compared with the previous Discovery V8i unit, the new 4 litre engine  has a torque increase of 28 Nm (20.6 lb.ft.), nearly 9% more, yet 500 rpm lower down the speed range, with the impressive figure of 340 Nm (250.8 lb.ft.) at 2600 rpm. The objective of generating more torque, lower in the speed range came directly from customer research events held to identify typical owner preferences. Having full torque at 2600 rpm gives more effortless acceleration from standstill, and also gives good response and hill climbing reserve at the motorway cruising speed of 110 kph (70 mph). The overall torque spread is also improved, for easier driving on or off road. Maximum power rises from 134 kW (179.7 bhp) to 136 kW (182.4 bhp), at the same 4750 rpm.

New Inlet Manifold

Most immediately obvious, on opening the bonnet of a New Discovery V8 is the new inlet manifolding. Tuned to increase torque, the ‘Thor’ manifolding features twin plenum chambers and long curved induction tracts, exploiting resonance effects for more effective cylinder filling. It is also considerably more compact than the previous ‘penthouse’ intake plenum, giving better under bonnet access and appearance.

New Engine Management System

Another significant change is the adoption of Bosch Motronic 5.2.1 engine management, similar to that used on the BMW 7 and 8 Series models. This new system provides high precision control of the sequential fuel injection and distributor less ignition, with full provision to meet world wide environmental legislation, including the latest American OBD (on-board diagnostics) requirements. The Motronic system and its associated array of new input sensors raise the overall quality and reliability factors of this evergreen power unit.

A New Bright Spark

An important part of the new ignition package is a special long-life double platinum (or ‘platinum rivet’) spark plug, capable of running, maintenance-free for 116,000 km (72,000 miles). Having a very compact ‘fine core’, this plug assists burn efficiency by maximising the volume of fuel/air mixture in the vicinity of the spark. Two twin-ignition coils (a total of four coils) feeding two cylinders simultaneously provide the direct ignition according to the ECM programme. New silicon HT leads with high temperature resistance and increased durability are specified.

Freelander Fuel System

The New Discovery V8 engine installation follows that of the petrol-engined Freelander in having a return less fuel rail, with pressure regulation being carried out by a pressure relief valve within the submerged high-pressure fuel pump in the fuel tank. This simplifies the fuel system, with the benefit of increased reliability and reduced maintenance.

Improved Transmissions for New Discovery

Upgraded Transmissions

In parallel with the new diesel and enhanced petrol engines for New Discovery, substantial upgrading of the transmission systems has been carried out, with intensive detail engineering work on the 5-speed manual gearbox and the High/Low transfer gearbox, plus a new electronically-controlled 4-speed automatic transmission.

Stronger R380 Gearbox

Introduced in 1994 and progressively developed to date, the R380 manual five speed gearbox has now been uprated to reflect the substantially increased torque output of the new Td5 and V8 engines. In addition to increased bush sizes and changes to material specifications, there have been a number of quality and reliability improvements through improvements to the gearbox manufacturing processes.

Quiet Transfer

Similar attention to detail has improved the robustness and operating refinement of the latest version of the LT230Q ‘Quiet’ transfer gearbox fitted to all versions of the New Discovery. In addition to a quieter geartrain, a cable selector mechanism replaces the former direct mechanical control for shifting between high and low ranges, giving improved cabin isolation from drive train noise or vibration.

Sophisticated Automatic Gearbox

The new optional automatic transmission available on all New Discovery models is the ZF4HP22EH, which features 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 communicates 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 have invested a great deal of development time in making sure that the power unit and the automatic transmission work together effectively as one unit. This means, for example, that when the engine management system adjusts the fuelling to compensate for high altitude conditions, the transmission control likewise adjusts the shift strategy to suit.

Improved Control with Sport and Manual Modes

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 has the choice of two alternative mode selections. If the mode selection button is pressed while the road-going high range is in use, a ‘Sport’ mode is selected, which makes more use of available engine power, changing up at higher revs, and changing down more readily. When low range is in use, usually for more difficult off road conditions, the mode selector button brings in ‘Manual’ mode, which closely emulates 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.

New Lock-Up Facility

A further benefit of the new automatic transmission is a comprehensive torque     converter lock-up facility. This operates in all gears, and is controlled by the TCU. Using coolant temperature information from the engine management ECM, the TCU calculates a transmission fluid warm-up time from a cold start. Once this time has elapsed, the TCU will engage converter lock-up whenever appropriate - e.g. when running at steady speeds, to save fuel. However, it will be temporarily disengaged when necessary to smooth a gearshift, and so on. When low range is in use, the lock-up strategy change to optimise the New Discovery’s off road capabilities. As an example, to provide maximum engine braking, the lock-up will operate even with the throttle closed, (again subject only to being disengaged if a potential engine stall situation is detected).

New Discovery Prop shafts

Continuing the theme of enhanced quality, refinement and reliability throughout the New Discovery drive train, there is a new front prop shaft design, which has a double Hooke’s joint at the gearbox end for increased articulation and improved alignment.

Axle Technology from Range Rover

Playing a very significant role in the overall advances in New Discovery chassis dynamics are the new axles. The front axle incorporates the new ‘open yoke’ type universal joints that permit a much reduced ground offset for improved steering. A completely new, high precision manufacturing facility has been commissioned for these axles, which provide substantially wider tracks (front 1540 mm (60.6 in.), rear 1560 mm (61.4 in.), compared with 1486 mm (58.5 in.) front and rear previously) and different bracketry to suit the new suspension arrangements.

A DYNAMICS REVOLUTION New Discovery Dynamics

Setting a new Benchmark

Discovery has led its sector in 4x4 chassis engineering from the outset, with the widest span of capability from tarmac to mountainside. With New Discovery Land Rover engineers aimed to once again move the class benchmark so far ahead of the opposition that it could enjoy another reign of supremacy. The New Discovery chassis engineers have achieved their ambitious objective and they did it through painstaking detail attention and by exciting new technologies that break down the barriers of compromise between on-road and off-road requirements.

A Solid Foundation

There were two threads of development for the New Discovery chassis frame: one was to increase the rigidity of the complete body/chassis assembly, the other was to accommodate the new running gear and the new dynamic control systems. As a result, the new frame shares little with its predecessor.

The Chassis Frame

The frame has six cross members replacing the previous five, and there are no fewer than 14 body mounting points. Using the latest computerised analysis and test techniques, completely new types of body mounting have been evolved using elastomer mouldings with built-in compression limiting tubes and external lateral control cups. The mountings provide the precisely-tuned compression and rebound rates required to give good refinement and secondary ride control, while also meeting Land Rover’s gruelling off-road durability standards. New bracketry is used throughout the chassis to suit the all-new steering, suspension and axle arrangements and there is extensive use of welded brackets instead of bolt on items. The overall effect is to provide a controlled, rigid structure. Full corrosion protection is applied.

Engine Mounts

New engine mounting systems have been integrated into the chassis development; the New Discovery Td5 diesel models are the first vehicles of their type to use twin hydro mounts and the torque-axis mounting system - this system having previously been used on the transverse engined Freelander. It provides an excellent blend of NVH isolation with dynamic control. New cast-aluminium ‘pyramid’ type engine mounting brackets are used, giving greater stiffness than fabricated steel items. Front engine mounts for the V8 petrol models are the conventional solid elastomer type, but have a revised mounting angle.

Transforming the Steering and Suspension

Many significant changes have been made to the Discovery steering and suspension design in order to achieve more car-like ride and handling characteristics on the road, while at the same time actually enhancing the legendary off-road prowess of the vehicle.

The Steering System

The key too many of the dynamic behaviour improvements of the New Discovery lies in the steering geometry. By adopting Range Rover-style open yoke universal joints for the new front axle, it has been possible to alter the king pin inclination to greatly reduce the ground offset. In addition to improving general steering characteristics, this reduces steering kick-back effects from sources such as rough ground or braking forces. Steering and suspension ball joints use a new technology, with pre-loaded rubber bearing elements that are exceptionally wear-resistant, even if the joint seals should be damaged. An uprated worm and roller power steering box is specified and hydraulic power for the steering box comes from a new pump, specified to suit the revised steering     system. A new semi-synthetic fluid is used to improve cold climate operation. In the steering column, new rose-type joints are fitted for smoother action and, helping the driver to really appreciate the transformed steering feel is an attractive new steering wheel. New Axle Design the new axles are wider than on the previous model to improve general stability and road holding. One of the most significant changes is the adoption of a Watts linkage lateral location for the rear axle, in place of the original central A-bracket. This raises the roll centre height and helps to reduce cornering roll. It also allows the use of lower-rate bushes for improved NVH isolation. Front and rear radius arms pivot on    ferrule-type bushes as do all damper mountings. These new suspension bush arrangements provide more accurate control of bush rates, and have allowed better axle control. A new, lighter and stiffer fabricated panhard rod is used for lateral location of the front axle, and its mounting positions were carefully researched to optimise the roll steer effect.

Innovation in Suspension Design

In the true Land Rover tradition of finding new solutions, New Discovery introduces the innovative combination of coil and air suspension on all models but the basic derivative.   

Self Levelling Rear Air Suspension – SLS

The keynote for the suspension design of New Discovery is a new system of self-levelling for the rear suspension, using air springs. Although drawing from long experience with air suspension on old and new Range Rovers, the New Discovery system is uniquely engineered to suit the special requirements of the new 7 seater package, and is standard fit on S, XS and ES models. With the expected use of New Discovery being family orientated and with high towing usage, the primary purpose of the sophisticated SLS system is to keep the vehicle level under all loading conditions. Land Rover has, with a typical thoughtful approach to the design, also achieved significant added benefits.

The Rear Air Springs

The rear air springs fitted to New Discovery are different to Range Rover springs, using a new construction with lighter and more flexible sidewalls for optimum secondary 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

Self levelling is carried out automatically whenever the engine is running although when the vehicle is stationary all the doors must also 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.

 
Off Road Mode

When selected using the facia switch, the off-road mode increases the rear axle to bump stop gap from 60 mm (2.4 in.) to 100 mm (3.9 in.), allowing a larger rear clearance (approach) angle. This setting is cancelled if the vehicle speed exceeds 30 kph (19 mph). A further benefit of SLS in difficult terrain is an automatic response to chassis grounding. Should the ECU detect a chassis grounding situation at low speed (below 10 kph/6 mph) that causes the rear wheels to spin, it will automatically pump up the rear springs to help the vehicle over the obstacle.

Remote Height ‘Hitching’ Control

Built into the SLS system is provision for an innovative feature which will be a boon for the many New Discovery users who regularly tow trailers or caravans. It is a dealer-supplied accessory remote control ‘plip’ which enables the user to adjust the rear suspension height (and hence the tow ball height) to match that of the trailer hitch, simply by pushing the up and down buttons. In addition to use for hitching up, it could also be used to lower the rear floor height when lifting heavy items into the rear cargo space, or even to help people accessing the third row of seats. This feature is dealer configured and will be available in 1999.

Tuning the Suspension

Subtle tuning of the front suspension configuration was undertaken to allow a moderate degree of dive under braking; this was done in response to Discovery customers who found the previous anti-dive provision to be too effective, making it difficult to gauge braking effort. At the rear, the geometry and bush tuning has been carried out to achieve neutral roll steer effects and a controlled degree of anti-lift under braking.

Dampers

New-type telescopic dampers are used front and rear, with flexing plate springs for the base valves, rather than conventional coil spring loading. These give improved setting control, with closer tolerances. There are several damper specifications, each tailored to suit the specific suspension configurations available in the New Discovery range. As part of the chassis refinement programme, new spring isolators have been fitted between the tops of the coil springs and the chassis.

Road Springs

Single-rate front springs are used, rated to suit the diesel or petrol engine weight as appropriate. On the standard vehicle, the rear coil springs are quadruple-rate, to provide a comfortable ride under a wide variety of rear axle loadings, with the rates merging in a smooth force/displacement curve. Also parts of the standard suspension layout are conventional front and rear anti-roll bars.

Chassis Assessment

All chassis changes were carried out with the help of advanced new computerised design and test techniques, backed by a great deal of subjective assessment by experts. Even in the standard 5-seater form, the New Discovery is a totally transformed vehicle to drive on the road, yet retains all the critical attributes, such as very large axle articulation, that have always made it superior off road.
ABS + EBD + ETC + HDC = Braking Wizardry

Dynamic Control Systems

Land Rover was the world’s first 4x4 manufacturer to successfully adapt anti-lock (ABS) braking systems to the special requirements of all-terrain use, first introducing ABS on the original ‘Classic’ Range Rover. With the launch of Freelander, there was an innovative extension of ABS technology to provide both traction control and a new concept - Hill Descent Control or HDC. Now the New Discovery takes this pioneering sequence still further with a new, standard fit ABS braking system that makes an even greater contribution to its sheer all-round capability. The combination of dynamic control systems, standard on all New Discoverys, reasserts Land Rover’s supremacy in off road technology.

Foundation Brake System

Before embarking on the creation of ingenious new electronic braking control systems for New Discovery, Land Rover had to ensure that the mechanical aspects of the new braking system were thoroughly sound. New 300 mm (11.8 in.) diameter front discs feature reverse venting, with the outer friction surface remote from the mounting bell for maximum cooling efficiency. The rear discs are solid, also with a diameter of 300 mm (11.8 in.). Brake callipers are designed for high fade resistance, with twin-pistons at the front and single at the rear. The hydraulic circuits are split diagonally, and there is dual diaphragm vacuum servo integrated with the tandem brake master cylinder.

ABS System

New Discovery has a full four-channel system that can sense and control each wheel’s speed individually. The Wabco system on New Discovery is similar in concept to Freelander’s and the new, low ground offset steering geometry has allowed the use of more ‘aggressive’ and effective ABS control. Land Rover has also expanded the role of ABS into three other important applications that give most New Discovery models important advantages on and off-road.

Electronic Brake Distribution – EBD

In another ‘lateral thinking’ inspiration, the New Discovery ABS system has been engineered to provide another important safety benefit - electronic brake distribution or EBD. Traditionally, mechanical means have been used to limit rear braking pressure in order to compensate for forward weight transfer under heavy braking. Typically, such a system may have a mechanical means of sensing rear axle load so that it reduces the pressure less when the load is higher and therefore rear brake lock-up is less likely. EBD uses the ABS wheel sensor inputs to compare differences between front and rear average axle speeds under braking. EBD software activates the ABS modulator to equalise braking pressure. If this should provoke more slippage, EBD will intervene again until braking finishes. EBD ensures that stopping distances for a given pedal effort are not affected by changes in the vehicle weight distribution. EBD automatically increases its sensitivity with increasing road speed, and can also adjust its response to suit a situation where braking takes place while cornering.

Electronic Traction Control – ETC

Land Rover has already introduced two different electronic traction control (ETC) systems to its range; with the rear axle control system currently fitted to Range Rover and the four-wheel system on ABS-equipped Freelander models. New Discovery introduces a further variation on the theme, which enables 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 uses 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 has the capability of emulating the front/rear traction control task that is carried out by viscous couplings on Range Rover and Freelander. New Discovery ETC works under all road or off-road conditions up to a speed of 100 kph (62 mph). It has 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 is less likely to cause an engine stall, a more forceful approach is taken, with the system being even less ‘tolerant’ of any wheel slip. Inhibiting wheel spin in this rigorous way not only helps 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 has demonstrated an extraordinary superiority of traction. Even in normal road driving, the ETC is deliberately programmed to be pro-active for increased confidence and safety.

Hill Descent Control – HDC

A Land Rover patented concept introduced on Freelander, Hill Descent Control (HDC) is specified in its second generation on New Discovery. HDC can be selected, by means of a facia switch, only when low-range gearing is selected. It supplements the engine braking normally used for difficult descents, and uses ABS-controlled brake applications to maintain a nominal target speed between 7 kph (4.38 mph) and 14 kph (8.75 mph) depending on the gear use and the type of terrain. HDC provides an advantage over simple engine braking (which is applied equally to all four wheels) in that it can bias the braking effort more to the downhill axle, whether travelling in forward or reverse gears, giving better stability. HDC automatically activates the brake lamps whenever it applies the brakes, as a warning to any following vehicle. HDC is overridden by operating the brake pedal and normal ABS-controlled braking is immediately available. Should the driver mistakenly select neutral gear or depress the clutch, HDC will continue to work for 60 seconds while flashing the facia warning light, and then begin to progressively fade out to avoid abuse to the system.

ACE Dynamic Chassis Wizardry                                                                                                  

Another World First for Land Rover

Ever since the original 1970 Range Rover demonstrated the off road benefits of supple long travel coil springs with very large axle articulation, Land Rover engineers have continued to endeavour to find the optimum compromise between on-road tautness and off-road prowess. For New Discovery, Land Rover engineers were determined to offer an uncompromised solution that gave the best of both worlds. They came up with Active Cornering Enhancement (ACE).

The ACE System

ACE comprises front and rear hydraulically actuated roll control modules and an electronically controlled hydraulic power system. The roll control modules resemble anti-roll bars with the addition of hydraulic piston-type actuators linking the offside arms to the bars, although the ‘bars’ are rigid instead of being torsion springs. Responding to signals from two body-mounted accelerometers that measure the lateral acceleration of the vehicle under cornering, the system applies roll-resisting force to the suspension via the hydraulic actuators. Unlike some previous car systems designed to achieve roll control in a reactive or adaptive manner, ACE does not depend on positional feedback, but is a true active system, working through pressure control. Using its own ECU the system can respond very rapidly, before any roll takes place, developing enough force to contain the body roll generated by up to 0.5 g within 0.25 of a second.

ACE Feed Pump

Feeding the hydraulic system is a specially developed engine-driven radial piston pump, which delivers high pressure fluid at constant pressure throughout the speed range. The ACE hydraulic reservoir is shared with that for the power steering system for ease of checking and topping up and uses the same type of semi-synthetic fluid, although the circuits and the chambers are entirely separate. Fluid is piped through special constant pressure pipes to a chassis mounted control valve block.

ACE Control System

Within the valve block is a control solenoid valve that the ECU controls through a closed loop. Valves in the block operate to provide pressure to the actuator rams to counter the effect of cornering. The pressure control signal allows smooth, rapid and accurate system response to demand. ACE operation is continually monitored by the ECU to ensure smooth operation and the system is unobtrusive but gives a dramatic improvement to on road handling of 4x4 vehicles.

ACE Control Programming

The ACE control programming is designed to virtually prevent any roll of an unladen (driver and one passenger) vehicle up to a lateral acceleration of 0.4 g. Above this level, it will allow a progressive degree of roll to give the driver the feedback needed to safely assess how hard the vehicle is cornering. This reduction in movement gives the feeling of stability and responsiveness for the driver, as well as car levels of passenger comfort. This can be achieved as ACE allows the use of relatively low rate springs for better ride comfort and easy articulation on uneven terrain, without the penalty of excessive roll in normal driving.

ACE in Off Road Conditions - Land Rover Still Leads The Field

ACE has a number of innovations in the programming to cope with the wide span of conditions encountered during 4x4 use. The ECU can detect body roll and rock caused by rough ground surfaces, and if the speed is below 40 kph (25 mph), will adopt a ‘rough road’ strategy of reduced roll-resistance, thus permitting easier axle articulation and bump absorption. If speed rises above 40 kph on a rough surface, however, full ACE control is re-instated. When travelling along a side slope at below 40 kph, the twin accelerometer arrangement allows the ECU to detect the slope; if it is steep enough to cause a lateral acceleration of more than 0.2g, the system closes both directional valves giving a condition referred to as ‘locked bars’, so that the vehicle maintains a consistent attitude parallel to the ground. The hydraulic system layout is designed to allow easy cross-axle articulation at very low speeds to maintain Land Rover’s legendary cross-country ability. In the usual Land Rover manner, ACE has been subjected to the most horrific test procedures, such as impacting kerbs during 0.5 g cornering.

SAFETY AND SECURITY New Discovery is even safer on and off road

New Discovery Improves Primary Safety Features

Improved safety has been a major theme throughout the New Discovery project. Primary safety - the avoidance of the accident in the first place - is enhanced by all the new chassis engineering and new dynamic control systems, which give the vehicle more car-like and user-friendly driving characteristics under all conditions - as well as the legendary Land Rover ability in difficult terrain. ABS anti-lock braking, with the new Electronic Brake Distribution (EBD) facility built in, is standard on all New Discovery models, providing powerful, stable and consistent braking power on all kinds of surface, however the vehicle is loaded. Electronic Traction Control (ETC) and Hill Descent Control (HDC) are also standard, which also contributes to driver control in any situation where grip is at a premium. Self Levelling Suspension (SLS) air-sprung rear, standard on the 7 seaters, and active cornering enhancement, standard on XS and ES, optional on S, play their part in providing full driver confidence and reduced long journey fatigue. Every version, petrol or diesel, is significantly quieter and more refined than before, aiding driver concentration and alertness.

Improved Vision Further assisting driving safety is improved driver vision - the upper edge of the    windscreen has been raised by some 30 mm (1.2 in.), and new wiper blades clear a larger area of glass. Rear vision has been improved by lowering the spare wheel mounting by 25 mm (1 in.), and there is a new rear wiper blade with built-in washer jets for more efficient clearing. The heated rear screen element has been modified to ensure faster de-icing of the blade park position. When there is no centre occupant of the second row of seats, the ingenious lowering mechanism for the centre head restraint preserves maximum rear vision.

All-round Secondary Safety

Seating for Safety

Secondary safety, or impact protection, provided by New Discovery has also been raised to a new level. The new seating package provides full three-point seat belts, head restraints and anti-submarine panels for all occupants, including those in the rear folding seats. Driver Airbag Standard Every model now has a full size driver’s airbag as standard, and a full size front passenger airbag is standard on S, XS and ES, optional on the entry model. 

New Seat Belt Design

Pyrotechnic front seat belt pretensioners are standard across the New Discovery range. Each front seat belt also features a mechanical load-limiting device, to moderate the peak forces on an occupant during a serious impact. The belts fitted to the second row seats have Automatic Locking Retractors (ALR) to keep them safely close-fitting when being worn. They incorporate a facility for being converted to virtual static belts’ when they are used to retain child seats; this is done by pulling the belt out to its full extension and letting it reel back in before attaching it to the child seat - it will then provide a firm location. Afterwards, another full extension will convert it back to normal inertia reel operation. Extra belt length has been provided in
the new installations to allow for the increasing size of users, so that they can fit the belt comfortably without inadvertently activating the ALR mechanism.

Interior Design for Protection

Another significant safety advance for New Discovery is the provision of internal roof-pillar and cant rail cladding that meets stringent American safety standards for head impact protection. This uses special trim fixings and strategically placed high-energy-absorbing stiff polyurethane foam pads behind trim mouldings. The height-adjustable upper belt anchorages on the BC pillars are also recessed for impact safety. In addition to having a standard driver airbag, the new steering wheel design has improved general impact absorbing characteristics.

Protective Structure

Impact analysis and crash testing played an important part in the development of the improved body shell and chassis assembly of New Discovery. Because the vehicle is sold in so many markets world-wide, it has had to be designed and tested for all the major safety regulations that exist around the globe, including American, Canadian, Australian and Japanese standards, in addition to the European requirements. Several test vehicles were also subjected to multi-impact tests to assess real-world performance.

New Bumper Technology

New Discovery’s first line of defence lies in the new one-piece bumpers, moulded in resilient and tough Xenoy composite material. The bumper support armatures are mounted on new extruded aluminium twin-chamber crush cans, which can absorb significant front or rear impacts without transmitting structural damage to the main chassis or body, thus keeping repair costs to a minimum. Beyond this point, the key structures of the vehicle are designed to progressively absorb impact energy. 

Corporate Door Latches

New Discovery is the second Rover Group vehicle after Freelander to adopt the new BMW/Rover corporate door latches, which have an anti-burst load 2.5 times higher than legal requirements. The side-impact protection beams now use a tube and bracket construction for even better intrusion resistance than the previous box-section pressed beams, and the rear door leading edges underlay the front door trailing edges in order to maximise ease of door opening after an impact.
 

Latest Anti-Theft Technology

Vehicle security is an area of special expertise within Land Rover, and the New Discovery reflects the latest advances in anti-theft technology. An upgraded, class-leading security system is standard on all models, with facilities for programming a variety of special customer or world market requirements. Among the new features are a superlock setting for the door latches, which disables the interior door handles and sill buttons, and an enhanced volumetric sensing arrangement to detect cabin intrusions via broken windows. Two ultrasonic sensors are used for this, which rapidly alternate between each other to give full coverage of the large cabin area without cross-sensor interference effects. The new system has a very well-hidden alarm sounder, with its own battery back-up, so that even disconnecting the vehicle battery or cutting wires will not silence it.

User Friendly Alarm System

The main control for the locking, superlocking and alarm systems are a radio-frequency remote transponder unit built into the vehicle key. Two key/transponders are provided with each vehicle, and a dealer can programme a further pair if required.  Alternatively, locking can be carried out using the key in the single private lock on the driver’s door, which has a new direct drive arrangement to the latch unit, with a security shield over it. To centrally lock or unlock the vehicle from inside there is a facia-mounted switch, but this does not cancel superlocking. Immobilisation and re-mobilisation of the engine, whether petrol or diesel, is carried out in a user-friendly, passive manner. If the driver removes the key but stays in the vehicle and doesn’t open the driver’s door, immobilisation occurs automatically after 5 minutes. If the door is opened, the time is reduced to 30 seconds. Re-mobilisation takes place automatically on re-inserting the key and turning the ignition on, via a process of ‘interrogating’ the transponder in the key.

Customising the Alarm System

Amongst several special locking facilities that can be configured by the supplying dealer to suit individual customer preferences are single-point entry (which only unlocks the driver’s door as a protection against ‘uninvited passengers’) and speed-related locking, whereby the doors automatically lock when the vehicle speed exceeds 7 kph (4 mph). A convenience feature also available via the key control (when configured) is remote operation of the headlamps; a 30 second ‘courtesy’ illumination is activated by holding the lock button down for more than 1 second. Pressing either the lock or unlock buttons will then cancel within the 30 seconds if required. There is an ‘intelligent’ courtesy control programme for the interior lighting, with various illumination times, depending on the sequence of events, to assist with getting in and out of the vehicle at night. Should the doors be left open for more than 10 minutes at any time, the system will fade the lights out automatically to prevent battery drain. Should an attempt be made to lock the vehicle when a door is not closed or a key is in the ignition, an audible ‘mis-lock’ warning is given.

Highest Standards Achieved

Land Rover has co-operated with the Association of British Insurers at Thatcham on the development of the security system to meet their stringent Category 1 standard.