Land Rover Discovery
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| Manufacturer | Land Rover |
|---|---|
| Parent company | Rover 1989–1994 BMW 1994–2000 Ford 2000–2008 Tata Motors 2008-Present |
| Production | since 1989 |
| Assembly | Solihull, England |
| Class | Mid-size SUV |
| Layout | Front engine, four-wheel drive |
The Land Rover Discovery is a mid-size SUV, with off-road capabilities, from the British car maker Land Rover; a subsidiary of Tata Motors. There have been three generations of the vehicle, which was first introduced in 1989. The current 'Discovery 4 is marketed in North America as the LR4.
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[edit] Discovery Series I
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| Also called | Honda Crossroad (Japan) |
|---|---|
| Production | 1989–1999 |
| Body style(s) | 3-door SUV 5-door SUV |
| Engine(s) | 2.0 L Rover T-Series I4 2.5 L 200Tdi TD I4 2.5 L 300Tdi TD I4 3.5 L Rover V8 V8 3.9 L Rover V8 V8 4.0 L Rover V8 V8 |
| Transmission(s) | 4-speed automatic 5-speed manual |
| Wheelbase | 100.0 in (2540 mm) |
| Length | 178.7 in (4539 mm) |
| Width | 70.6 in (1793 mm) |
| Height | 77.4 in (1966 mm) |
The Discovery was introduced into the United Kingdom in 1989. The company code-named the vehicle "Project Jay". The new model was based on the chassis and drivetrain of the more upmarket Range Rover, but with a lower price aimed at a larger market segment and intended to compete with Japanese offerings. This was the only Discovery generation with four-cylinder engines.
The Discovery was initially available in a three door version. The five door became available the following year. Both were fitted with five seats, and an option was made available to have two further seats fitted in the "boot" area at the back of the car. Land Rover employed an external consultancy, Conran Design Group in London, to design the interior. The brief was to ignore current car interior design and position the vehicle as a 'lifestyle accessory'. The interior incorporated a number of original features, although some ideas shown on the original interior mock-ups constructed inside a Range Rover bodyshell at Conran's workshops were left on the shelf, such as a custom sunglasses holder built into the centre of the steering wheel. The design was unveiled to critical acclaim, and won a British Design Award in 1989. The features that were retained included the majority of the interior being constructed from 'Sonar Blue' plastic (with blue cloth trim), map/magazine holding slots above the windscreen, hand-holds for rear passengers being incorporated into the head restraints of the front seats, remote radio controls on the instrument cluster, twin removable sunroof panels (including a special zip-up storage bag behind the rear seats) and the inclusion of a Land Rover-branded cloth fabric holdall in the front centre console for oddments storage that could be removed from the vehicle and worn as a 'handbag' using a supplied shoulder strap (relatively few of these bags have survived, making them collectable items). Despite such features the interior's basic structure was the same as the Range Rover and virtually all the switchgear and instruments came from other Rover Group cars such as the Maestro and Montego. Similarly on the exterior, as well as the necessary Range Rover panels, the Discovery used headlights from the Freight Rover van and tailights from the Maestro van. The latter would continue to bear the Austin Rover 'chevron' logo on their lenses until production of the first generation Discovery ended in 1998, ten years after Austin Rover ceased to exist.
Pre-1994, the Discovery was available with either the 2.5 litre 200 Tdi engine or the 3.5 litre Rover V8. Early V8 engines used a twin SU carburettor system, moving over to Lucas fuel injection in 1990. In the North American market, the only engine available was the V8. A 2.0 litre petrol engine from the Rover stable was briefly available in a model known as the 2.0 L Mpi I4. This was intended to attract fleet managers, since UK (and also Italian) tax laws benefited vehicles under two litres. A combination of changes in taxation and the engine being underpowered for such a heavy vehicle led to the demise of this engine, despite the kudos of being the engine fitted to several Discoveries supplied to the British Royal family, most notably driven by Prince Philip around Windsor Great Park, in his position as Park Ranger of the park. In 1992 the Discovery received several additions and improvements. The interior was now offered in a more traditional beige as well as the distinctive (but controversial) light blue, an automatic transmission was made available on 200Tdi models, new colours were added to the range (and the large 'compass and mountain' side decals worn by early Discoveries were removed) and the 'SE' pack incorporating alloy wheels, front driving lights, roof bars and a special range of metallic paints was introduced as an option. A two-seater, three-door Discovery Commercial version, lacking rear windows, was later offered by Land Rover Special Vehicles.
In 1994, many changes were made to the Discovery and reached some markets as "Discovery 2"; the 200Tdi and 3.5 L V8 engines were replaced with the 2.5 L 300TDi 4-cylinder and 3.9 L Rover V8 engines, the 300Tdi introducing a Bosch electronic emissions control for certain models and markets. At around this time a stronger R380 gearbox was fitted to all manual models combined with the flexible cardan coupling GAJ-1 from SGF for more comfort. The newer models featured larger headlamps and a second set of rear lights in the bumper. The new rear lights had the wiring changed several times to meet real or expected European safety legislation. Some vehicles are left with an arrangement where the vulnerable bumper contains the only working direction-indicator lights; other examples have these lights duplicated in the traditional rear pillar location.
The designers of the original model had been forced to economise and use the "parts-bin" of the then parent-company, Rover. The 200 series used the basic bodyshell structure from the Range Rover, door handles from the Morris Marina, tail lights from the Austin Maestro van, and interior switchgear and instrumentation from the Rover "parts bin". The favour was returned when the facelifted Discovery dashboard was also fitted as part of the final facelift to the first-generation Range Rover, though with minor differences reflecting the vehicle's higher status, such as an analogue rather than digital clock.
The 1994 model year marked the first year that the Discovery was sold in the United States. Airbags were incorporated into the design of the 1995 model to meet the requirements of US motor vehicle regulations, though they were not fitted as standard in all markets. 1995 models sold in the US utilised the 3.9 L V8 from the Range Rover SE models, later models saw a displacement increase to 4.0 L.[1]
Technically speaking the 1996 to 1998 US models with 4.0 L engines had the same displacement as the 3.9 L engines fitted to the earlier 1994 to 1995 US models. In earlier 3.9 L US engines the fuel injection computer (14CUX) did not control the ignition, it was controlled by a traditional system with ignition coil and distributor made by Lucas. The 4.0 L engines had a few important differences: larger, cross-bolted main bearings, revised pistons, revised intake and a new distributorless engine management system. This system was called GEMS. It was developed jointly by Lucas and SAGEM and it controlled both spark and fuel injection. Unlike the earlier systems fitted to Rover V8 engines, GEMS was made OBD-II compliant. The improvements were made because Rover needed to meet tighter US and California emissions standards.
As with all Land Rover vehicles designed since the Series models, which had switchable two-wheel and four-wheel drive, the transmission is a permanent four wheel drive system, with a locking centre differential at the transfer box. In common with much of the rest of the Land Rover range, the handbrake acts on the transmission at the back of the transfer box. Therefore locking all wheels when applied.
In Japan, a badge-engineered version of the Series I was offered, called the Honda Crossroad. The Rover companies had cross-holding relationship with Honda U.K. since early 80's. The relationship ended after Rover was taken over by BMW in 1994. (Honda revived the nameplate 'Crossroad' in another small sport utility vehicle in 2007.) As of recent times the Land Rover Discovery has become the vehicle of choice when owners want to enhance the car to improve its offroad capability or when offroaders are looking for a tough vehicle. Many owners will build up their Discovery with offroad modifications like suspension lifts, bullbars, larger tyres and traction differentials. There are various companies that are making addons for the Discovery and the Discovery is a sought after 4x4.
[edit] Discovery Series II
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| Production | 1999–2004 |
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| Body style(s) | 5-door SUV |
| Engine(s) | 2.5 L Td5 4.0 L Rover V8 V8 4.6 L Rover V8 V8 |
| Transmission(s) | 4-speed automatic 5-speed manual |
| Wheelbase | 100.0 in (2540 mm) |
| Length | 185.2 in (4704 mm) |
| Width | 74.4 in (1890 mm) |
| Height | 76.4 in (1941 mm) |
The Series II Discovery debuted in autumn 1998 and in the US in 1999. Land Rover promoted that the Discovery Series II had been modified with 720 'differences'. The interior and exterior was re-worked to be less utilitarian, but it was still similar to the Series I. Every body panel was new except the rear door outer skin. The rear body was extended to improve load space but at the expense of added rear overhang, which adversely impacted off-road ability. Changes to the diesel engined models saw the 2495 cc Td5 (in-line direct-injected 5 cylinder) engine introduced, in line with the updated Defender models. This electronically managed engine was smoother, producing more usable torque at lower revs than its 300 Tdi predecessor. The Td5 engine is often mistakenly attributed to BMW but the engine was derived from the Rover L-series passenger car engine and developed by Land Rover. The 3948 cc V8 petrol version was given a revised intake system, and rebadged as 4.0 litres at the same time, despite no actual increase in capacity over the previous 3.9 L engine. ACE (Active Cornering Enhancement, an electronically controlled hydraulic anti-roll bar system) was fitted to some versions, which reduced cornering roll. Self-levelling air springs were fitted to some models and European type-approval for 7-seat vehicles was only given for air-sprung cars.
The locking centre differential was still fitted until early 2001, although the linkage to operate it was not attached, as Land Rover believed that the traction control and newly-developed Hill Descent Control would render it redundant. The actual locking mechanism was removed in early 2001, before being fully reinstated (with linkage) with the face-lifted 2004 model. Whilst the traction control system worked very effectively, it did not offer the same level of control and smooth operation as the vehicles fitted with the diff lock. Customer demand saw the diff lock controls fully reinstated as a cost option only (standard on top of range HSE/ES vehicles) on UK/Irish models. The "face-lift" models are easily identified by new "pocketed" headlamps which matched the Range Rover and face-lifted Freelander models as well as redesigned turn and brake lamps on the rear of the vehicle.
A small number of Discovery II Commercial models were produced by Land Rover Special Vehicles, this time based on the five-door bodyshell but with the windows rendered opaque to give van-like appearance and security. Normal vehicles were exported to Republic of Ireland, where the rear side windows were smashed and rear seats were destroyed in the presence of a Revenue official, to offer a model that avoided the Vehicle Registration Tax (saving approximately 40%).
In the final production run of the Discovery II, only two models were offered for sale in the UK market, the 'base' Pursuit, which still retained a high level of equipment as standard, and the top specification Landmark, which offered all Leather interior, twin sunroofs, Active Cornering Enhancement six-disc CD player and Heated Windscreen. The final vehicles left the production lines in late May 2004 to make way for the all new Discovery 3 (LR3) models
The Commercials released by Special Vehicles came with rear self levelling suspension as standard, and on the facelifted vehicles the rendered windows are fixed in place so a retrofit of seats is not viable without significant effort. The last revision of this vehicle still had a high spec and came with climate control, roof bars, alloy wheels and marine ply boarding in the loadspace as standard.
[edit] Discovery 3 / LR3
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| Also called | North America: Land Rover LR3 |
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| Production | 2005–2009 |
| Body style(s) | 5-door SUV |
| Engine(s) | 2.7 L Ford AJD-V6/PSA DT17 TDV6 4.0 L Ford Cologne V6 4.4 L Jaguar AJ-V8 V8 |
| Transmission(s) | 6-speed manual 6-speed automatic |
| Wheelbase | 113.6 in (2885 mm) |
| Length | 190.9 in (4849 mm) |
| Width | 75.4 in (1915 mm) |
| Height | 2005–2006: 74.1 in (1882 mm) 2007–2009: 74.5 in (1892 mm) |
| Curb weight | 5,333 lb (2,419 kg) - 5,426 lb (2,461 kg) |
| Related | Range Rover Sport |
| Designer | Andy Wheel |
On 2 April 2004, Land Rover introduced the Discovery 3, or LR3 in North America. It was a new design, sharing no components with the outgoing model.[citation needed] It retains the key features of the Discovery, such as the stepped roofline and steeply-raked windscreen. The LR3 name was chosen for North American markets due to negative quality associations with the Discovery name and (according to Land Rover) a preference in the American market for alpha-numeric model designations – the second generation Freelander was also re-designated for the North American market as the LR2.
Land Rover developed an all-new method which they called Integrated Body Frame (IBF). The previous Discovery models had used a traditional, strong ladder-frame chassis. Whilst being specifically designed for off-road use, ladder-frame chassis are heavy and detract from the on-road handling of the vehicle. Monocoque vehicles are more rigid, giving improved high-speed handling, but can be damaged by the stresses involved in heavy off-road use. In the IBF the body, the engine bay and passenger compartment is built as a monocoque, which is mated to a basic ladder-chassis holding the gearbox and suspension. It claimed to combine the virtues of both systems, but does make the Discovery 3 uncommonly heavy for its size stunting on-road performance and off-road agility, especially in soft ground such as sand. This was one of the reasons that the new Discovery became the first Land Rover to be offered with a rear locking differential.
Another big change was the fitting of full independent suspension (FIS). Like the Series III Range Rover, this was an air suspension system, which allowed the ride-height of the vehicle to be altered by simply pumping up or deflating the air bags. The vehicle can be raised to provide ground clearance when off-road, but lowered at high speeds to improve handling. FIS had been seen as inferior to the older beam-axle when off-road due to its tendency to make the vehicle bottom out. Land Rover developed 'cross-linked' air suspension to solve this problem- when needed, the suspension mimics the action of a beam axle (as one wheel drops, the other rises). Further more, if the chassis of the vehicle contacts the ground when the suspension was at its 'off road' height, the system senses the reduction in load on the air springs and raises the vehicle an extra inch. In the UK and European markets, a coil-spring independent suspension system was offered on the base model. This model was unique in the range by having only five seats and only being available with the 2.7 litre diesel engine. This model lacked the Terrain Response system.
All this was designed to make the new vehicle suitable for a changing 4x4 market. Ultimate off-road ability was becoming less important compared to refined on-road manners. Land Rover were determined that the Discovery 3 would retain the brand's reputation as a top-performing off-road vehicle, whilst also being a good road car. Whilst the Discovery 3 was not as good in the handling stakes as some of the competition, it was much improved over the previous models and its off-road credentials remained intact.
The engines used in the Discovery 3 were all taken from Land Rover's sister company, Jaguar. A Peugeot-developed 2.7 litre, 195 hp (145 kW) V6 diesel engine (the TdV6) was intended to be the biggest seller in Europe. For the US market and as the high-performance option elsewhere, a 4.4 litre petrol V8 of 300 hp (220 kW) was chosen. A 216 hp (161 kW) 4.0 litre SOHC Ford V6 petrol engine was available in North America and Australia.
The gearboxes on the Discovery 3 were also all-new. For the diesel engine, a 6-speed manual gearbox was standard. As an option, and as standard on the V8 engine, a 6-speed automatic transmission was available. Both came with a 2-speed transfer box and permanent 4-wheel-drive. A computer controlled progressively locking central differential ensured traction was retained in tough conditions. A similar differential was available on the rear axle to aid traction.
The Discovery 3 was fitted with multiple electronic traction control systems. Hill Descent Control (HDC) prevented vehicle 'runaways' when descending steep gradients and 4-wheel Electronic Traction Control (4ETC) prevented wheel spin in low-traction conditions. An on-road system, Dynamic Stability Control (DSC) prevented skidding when steering and braking at speed. The vehicle also featured the 'Terrain Response' system, which won a Popular Science award in 2005.[citation needed] Previously, off-road driving had been a skill that many drivers found daunting. A wide-ranging knowledge of the vehicle was needed to be able to select the correct gear, transfer ratio, various differential systems and master various techniques required for tackling steep hills, deep water and other tough terrain. Terrain Response attempted to take away as many of the difficulties as possible. The driver selected a terrain type on a dial in the cab of the vehicle. The options are "Sand", "Grass, Gravel & Snow", "Mud & Ruts" and "Rock Crawl". The on-board computer systems then select the correct gearbox settings, adjust the suspension height, adjust the differential lock settings and even alter the throttle response of the engine suitable for the terrain. For example, in "Rock Crawl", the suspension is raised to its maximum height and set to allow maximum wheel articulation, the differentials are locked, the driver is prompted to switch to Low Range, and the throttle response is altered to provide low-speed control. In "Sand" mode, the traction control system is 'primed' to be more sensitive to any wheelspin, the differential locks are partly locked up and the throttle response is re-mapped to produce high power outputs with short pedal movement. The driver retained some manual control over the off-road systems, being able to select the Transfer Box ratio and the suspension height manually, although use of the Terrain Response system is needed to allow full use of the vehicles' capabilities.
As well as new mechanical and electronic systems, the Discovery 3 introduced a new design to the interior and exterior of the vehicle. The original 1989 Discovery's looks had been determined by limited funds and the consequent use of first-generation Range Rover components. These continued to influence the Series II. The Discovery 3 was able to have a fresh, minimalist style. The interior was much improved, with a flexible seven seat layout. Unlike the older models, adults could comfortably use all seven seats. Passengers in the rearmost row now entered through the rear side doors, instead of the tailgate as in previous versions. The driver benefited from a modern DVD navigation system, including some optional features like Bluetooth telephony in later models. Like its big brother the Range Rover, this audio, information & entertainment ("infotainment") system in the Discovery 3 adopted an electronics architecture whereby the system's distributed control units pass information and audio amongst one another and throughout the vehicle via optical links based on the MOST (or, Media Oriented Systems Transport) fiber-optic automotive networking standard (informally called the "MOST-bus")[2]. The system's navigation functions were unique to Land Rover because, in addition to the typical road map navigation, benefits included an off-road navigation and four-wheel drive information mode. When in four-wheel drive information mode, the screen showed a schematic of the vehicle, displaying the amount of suspension movement, angle the front wheels were steering, the status of the locking differentials and icons showing which mode the Terrain Response was in, and what gear was selected on automatic versions.
The vehicle was very well received by the press on its launch, with the Terrain Response system, vastly improved on-road dynamics and clever interior design being selected for wide praise. The new look was disliked by some[who?] (descriptions such as 'van-like' were used), and the large, blank rear panel, now devoid of the spare wheel, was a controversial point. Others[who?] pointed out that the diesel engine still lagged behind the competition in power (especially given the weight of the vehicle), but overall the vehicle scored highly. A high-point in the new Discovery's launch season came when Jeremy Clarkson of the BBC's Top Gear motoring show drove one to the top of Cnoc an Fhreiceadain, a 307 m (1,010 ft) mountain near Tongue in northern Scotland, where no vehicle had previously reached. Richard Hammond, presenter of Top Gear, praised it as the "Best 4X4 of all time".
In Australia, the vehicle was awarded "4WD of the Year" by virtually all of the 4WD press, impressing often conservative journalists of "hard-core" magazines after it effortlessly ambled where the traditionally highly-rated Toyota Land Cruiser and Nissan Patrol had to scramble. It was widely hailed as the first time that electronics actually out-performed trusted mechanical systems, although most sounded a note of caution about long-term reliability and serviceability. Despite these reviews, and a price tag very similar to the Land Cruiser, it did not set the market alight.
In 2006, Land Rover used the Discovery 3 in its G4 Challenge, alongside the Range Rover Sport. The vehicles used are all in standard mechanical form, and are fitted with equipment from the standard Land Rover brochures.
The first all-new model placement since the Freelander, the Range Rover Sport is based on the Discovery 3 platform, rather than on the larger Range Rover.
There is a facelift model of the Discovery 3 (2009 Model Year) which will be made in the UK from August 2008 onwards. It will offer an upgrade to the stereo system (Harman Kardon) as standard with integrated steering wheel controls and a six CD stacker, clear indicator side lights, and colour coded bumpers. In North America, the vehicle was renamed LR4, and the LR4 debuted at the 2009 New York International Auto Show.
[edit] Armoured Discovery 3 (2008-)
It is an armoured Discovery 3 S with B6 ballistic level of protection, Side blast and under floor grenade protection, Independent ballistic and blast certification, Uprated suspension, handling and braking system, Wheels fitted with run-flat tyre system.[3]
Engine choice include 2,720 cc (2.72 L; 166 cu in) V6 turbo diesel[4], with 5L V8 in 2010 model year.
The vehicle was unveiled in Gerotek, outside Pretoria.[5]
[edit] Awards
Since its launch, Discovery 3 / LR3 has won 97 international awards, including 'Best Compact 4x4' at the WHATCAR? awards,North American Truck of the Year award and won Motor Trend magazine's Sport/Utility of the Year for 2005. It also won a Popular Science award on account of its ground-breaking on-board systems. 97 international awards for just one production 4x4 is considered to be a world record.
[edit] Discovery 4 / LR4
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This article/section is written like an advertisement. Please help rewrite this article/section from a neutral point of view. For blatant advertising that would require a fundamental rewrite to become encyclopedic, use {{db-spam}} to mark for speedy deletion. (August 2009) |
| Also called | North America: Land Rover LR4 (2009-) |
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| Production | since 2009 |
| Body style(s) | 5-door SUV |
| Engine(s) | 2.7 L Ford AJD-V6/PSA DT17 TDV6 3.0 L Ford AJD-V6/PSA DT17 TDV6 5.0 L Jaguar AJ-V8 V8 |
| Transmission(s) | ZF 6-speed manual ZF 6-speed automatic |
| Wheelbase | 2,885 mm (113.6 in) |
| Length | 4,838 mm (190.5 in) |
| Width | 2,022 mm (79.6 in) |
| Height | 1,841 mm (72.5 in) (including roof rails) |
| Related | Range Rover Sport |
| Designer | Andy Wheel |
The fourth generation Discovery (Discovery 4) was launched in 2009, and went on sale in the United Kingdom on 1 September. Compared with the 2.7 litre TDV6 engine, which continues to be offered in the Discovery 4, the new TDV6 3.0 litre twin turbo diesel engine delivers a 9% fuel economy improvement (EU combined cycle) and 10% lower CO2 emissions, at the same time as increasing power to 241 bhp (180 kW); torque increases to 600 N·m (440 lb·ft). The 0–60 mph time is given as 9.0 seconds, (0–100 km/h in 9.6 seconds). The new engine allows the the lock-up clutch of the ZF HP-28 automatic transmission to operate at lower speed. This reduces 'slip' in the hydraulic torque converter improving fuel consumption and CO2 emissions. The higher torque at lower engine speeds also enables longer gearing for more economical cruising.
Land Rover's engineers have also altered the on-road ride, handling and off-road capabilities. The changes include new suspension components, revised steering, larger brakes, changes to the traction control, and to the Terrain Response system.
The exterior design of the Land Rover Discovery 4 has been updated, with smoother and simpler surfaces at the front, including a new, more aerodynamic bumper. Aerodynamic changes to the front end, with the revised front lower chin spoiler and new front wheel deflectors, help to reduce drag by increasing underfloor airflow. The new lights include LED technology front and rear. The front headlights include High Beam Assist, switching on or off, as conditions require.
The interior has been redesigned, with changes to the dash, centre console and new seats.
The Discovery 4 has new energy saving features. An Intelligent Power Management System includes Smart Regenerative Charging, so whenever possible the alternator charges the battery when it is most economical to do so. The new air conditioning pump is driven through a clutch which disengages when the air conditioning is not in use reducing parasitic losses and delivering improvements in CO2 emissions.
Admist these innovations, the LR4 has also been subjected towards some critisism from old time Discovery fans around the world for not being a "real" Land Rover. For example, the LR4 doesn't utilize a classic oil plug in the bottom of the oil pan as does almost every car and truck. The only way to change the oil in an LR4 is to have a Land Rover Dealership use a special device to "vacuum" the oil out of the engine.
[edit] Engines
| Model | Years | Type/code | Power, torque@rpm |
|---|---|---|---|
| Petrol engines | |||
| 5.0l V8 petrol | 2009 (MY2010)- | 4,999 cc (4.999 L; 305.1 cu in) V8 16v (AJ133) | 375 PS (276 kW; 370 hp)@6500, 510 N·m (376 lb·ft)@3500 |
| Diesel engines | |||
| 2.7l TDV6 | 2009- | 2,720 cc (2.72 L; 166 cu in) V6 twin turbo (Ford AJD-V6/PSA DT17) | 191 PS (140 kW; 188 hp)@4000, 440 N·m (325 lb·ft)@1900 |
| 3.0l TDV6 | 2009 (MY2010)- | 2,993 cc (2.993 L; 182.6 cu in) V6 twin turbo (Ford AJD-V6/PSA DT17) | 244.5 PS (180 kW; 241 hp)@4000, 600 N·m (443 lb·ft)@2000 |
[edit] Transmissions
| Model | Years | Type/code | |
|---|---|---|---|
| Petrol engines | |||
| 5.0l V8 petrol | 2009 (MY2010)- | ZF HP28 6-speed automatic | |
| Diesel engines | |||
| 2.7l TDV6 | 2009- | ZF S6-53 6-speed manual, ZF HP26 6-speed automatic | |
| 3.0l TDV6 | 2009 (MY2010)- | ZF HP28 automatic | |
[edit] References
- ^ "1994-1998 Land Rover Discovery: Overview - Consumer Guide Automotive". Auto.consumerguide.com. http://auto.consumerguide.com/auto/used/reviews/full/index.cfm/id/2190/. Retrieved 2009-07-14.
- ^ http://www.mostcooperation.com/f/core/frontend/http/http.php?id=%2Fpublications%2Fbrochures_newsletters%2Flatest%2Findex.html&lang=1&popup=0.1.1.159110%21159110.1.5.159119%21159119.1.2.178238%21178238.1.1.170172%21170172.2.2.178242%21178242.2.2.178199-1
- ^ Jaguar and Land Rover Armoured Vehicles
- ^ 頂級裝甲 越野路華防彈雙雄
- ^ Land Rover goes for armour
[edit] External links
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Wikimedia Commons has media related to: Land Rover Discovery |
- International Discovery site: Discovery 3, Armoured Discovery 3, Discovery 4
- InspiringMen/ - Land Rover LR Discovery 3 review
- Top Gear Series 5 - Episode 3 - Top Gear website, including streaming video of the infamous Discovery test
- Land Rover Discovery 3 Review - An in-depth look at the Discovery 3 with Road Test
- Land Rover Discovery at the Open Directory Project
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| Off-road vehicle | Series I | Series II | Series III | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Ninety & One Ten | Defender | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Luxury SUV | Range Rover Classic | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Full-size luxury SUV | Range Rover | Range Rover | Range Rover | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Mid-size SUV | Discovery Series I | Discovery Series II | Discovery 3 | Discovery 4 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Compact SUV | Freelander | Freelander 2 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Luxury performance SUV | Range Rover Sport | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
