2003 Land Rover Discovery

Part of the charm of the new Land Rover Discovery 4.6 sport-utility vehicle is the knowledge that it has the goatlike off-road prowess of other plucky Land Rover models.

Chicago area Discovery owners will be hard-pressed to find adventurous off-road driving areas in pancake-flat Illinois. But that doesn't mean the revamped 2003 Discovery only shines while slogging through jungles in Third World countries or in states where rugged driving areas are easily accessible. Land Rover says the Discovery is "equally at home on the motorway as it is on the mountainside.''

Any British model from Ford-owned Land Rover is a Hamptons-style status symbol. No sporty-utility can beat it for brand cachet, although similarly priced luxury sport-utilities handle better on roads and outdo it in some areas.

The Discovery fits between Land Rover's entry Freelander and new, top-line Range Rover models. The well-equipped S base model costs $34,350. The $38,350 SE adds wood trim, leather upholstery and dual power sunroofs. And the $40,350 HSE throws in a power passenger seat and navigation, upscale sound and rear-obstacle detection systems.

There's regular seating for five, and the $1,000 third-row seats for kids raises occupant capacity to seven.

Key options include $1,500 dual power sunroofs for the S, $750 rear air conditioning and a $2,000 DVD rear-seat entertainment system and upgraded sound system for the SE.

The Discovery was launched in Europe in 1989 and dispatched to America in 1994. It became 85 percent new in 1999, when it was made longer, lower and wider and given more power, although it retained the iconic silhouette of the original Discovery.

The, current third-generation model is said to have 368 engineering changes, as well as quality control and manufacturing process improvements. This is a solid sport-ute, with traditional body-on-frame construction not really needed for urban jungles but perfect for the Kalahari.

New front styling replaces a too-plain face, although the tall stance, distinctive "stepped'' roof and large windows remain.

The Discovery gets a 4.6-liter, 217-horsepower V-8 with an impressive 300-pound-feet or torque. That quiet aluminum engine is from the last-generation Range Rover and replaces an old-style 4-liter, 188-horsepower V-8, which provided sleepy mid-range response.

The new V-8 doesn't make the Discovery a fireball, because this sport-ute weighs 4,576-4,908 pounds. But it hits 60 mph in 9.5 seconds, and the engine provides acceptable 65-75 mph passing times. It loafs at 2,600 rpm at 70 mph and works with a strong four-speed automatic transmission with normal, sport and manual shift modes.

The downside is that a Hamptons-style wallet is needed to keep the heavy, mid-size Discovery fueled up. Estimated economy is 12 mpg in the city and 16 on the highway. Premium fuel is called for, although a 24.6-gallon fuel tank allows a decent cruising range.

The Discovery is outstanding off-road because it has such things as a very rugged boxed-steel chassis, tight 100-inch wheelbase, superb all-wheel-drive with low-range gearing--and traction control and a hill-descent feature to limit speed down steep grades.

The coil-spring/solid axle setup--ideal for adventuresome off-road use--might lead one to think the Discovery rides like a logging truck. But long (up-down) travel suspension provides a comfortable ride, although rough roads elicit some choppiness.

Steering is nearly ideal for such a high, heavy vehicle. Handling is more responsive because of revisions to the shock absorbers and suspension. Still, the Discovery feels tippy during quick lane changes, and zipping through curves results in moderate body lean. But then, Land Rover doesn't claim the Discovery is "carlike.''

Well worth the money is the $1,700-$2,450 pioneering Active Cornering Enhancement suspension package for the SE and HSE. It electronically keeps the body more level in curves and turns and includes a self-leveling rear suspension for the SE. Such a suspension is standard for the HSE, which is why the package only costs $1,700 for that version.

The anti-lock braking performance is adequate, and the pedal has a nice progressive action.

Extra effort is needed to get in and out of the quiet interior because of a high step-in and narrow rear-door openings. But occupants sit high, with a superb view of surroundings through large glass areas.

Some controls are awkward to use, such as the power-seat controls on the side of the center console. The radio volume control is hard to work, and some minor controls are hidden by the steering wheel. Also, large rear headrests partially block vision through the back window. But front seats offer good support, and a new instrument pod has easily read gauges.

There's little cargo room with the folding/removable third-row seats in their normal position, but the cargo area is large when they're out of the way. The cargo door can block curbside loading because it opens to the right.

There are no side air bags or head curtains. But safety belts still provide the best protection, and the Discovery has numerous structural reinforcements designed to deform in a predetermined fashion during an impact to reduce crash forces transferred to the passenger compartment.

To some folks, a Land Rover is the only sport-utility they'd consider. This nameplate has a storied history and lots of British character that is hard to put a price tag on.


LAND ROVER DISCOVERY 4.6
Prices:
$34,350-$40,350

Likes:
More power. Roomy. Brand cachet. Rugged. Off-road abilities.

Dislikes:
High step-in. Low fuel economy. Awkwardly placed controls.