Hey all,

For 2003, Land Rover has made numerous improvements to the Discovery, including a bigger engine (4.6 L V8 = 217 hp, 300 torque at around 2600 RPM). This engine is NOT a Ford engine...it is the old Range Rover 4.6 HSE engine...which is better than any Ford truck engine. Other improvements are brake pads, suspension links, interior, and headlights.

Here are some links:

http://autonet.ca/autoshows/Stories.cfm?StoryID=4914

http://www.canadiandriver.com/news/020327-2.htm

http://www.disco2.com/news/2003disco2.html

And Land Rover's very own info page on it: (the BEST link)

http://www.new2003discovery.com/int/home_home_1.asp

Very interesting SUV...and impressive improvements....

Hey all,

I went to testdrive the '03 Discovery. The vehicle i tested was a HSE model (with 5 seats). First, the ride was excellent. The improvements Land Rover made for the '03 made the ride much smoother and better control than my brother's '01 Discovery. The ride rivals that of ANY SUV! It is that good!

The new 4.6 L V8 engine provides more power, but nothing to write home about. It is relatively smooth, but not as quiet as my brother's Lexus LX470.

The brakes were good...didn't get a chance to test it much.

Wind noise is very well controlled...even for such a boxy vehicle. Road noise is well damped too. Both better than my brother's '01 model.

Interior is fitted with really high-quality materials. The only major complaint is the REAR door opening. Getting into the rear seat is OK for a NON-obese person. However, getting OUT of the Discovery is hazadous to everyone! If you are not careful, you may trip and fall out!

Land Rover decided to make their wheelbase short (100) to maintain excellent BREAKOVER angle. However, in doing so, they really screw up the rear door opening! It is a real tragedy because the rear legroom is quite good!

Again, the most amazing thing about this test drive was the way this thing rides...absolutely first-rate!

Well, that is my quick test drive of the Discovery.

Thanks.

Hey all,

To give you guys a more balanced viewpoint on this vehicle (and Land Rover in general), i have included a quote and a website that criticizes Land Rover:

Quote:

"Not many people know that the manufacturer of Land Rovers attempted
to market a computer. Why did they stop? They could not find a way to
get it to leak oil! A Land Rover doesn't leak oil, it marks its
territory. Did you hear about the man whose Land Rover didn't
leak oil? The factory took it back and worked on it until it did.

Did you hear the one about the guy that peeked into a Land Rover and
asked the owner "How can you tell one switch from another at night?
They all look the same. " "He replied, it does not matter which one
you use, nothing happens!"

Website:
www.worst4x4.freeservers.com

Thanks.

Hey all,

Here is a review of the 2003 Discovery. This is definitely a good consideration for anyone wanting to upgrade AND are interested in off-roading.

http://autoweek.com/cat_content.mv?...t_code=00426461

2003 Land Rover Discovery 4.6
More grit for pavement pounding

By NATALIE NEFF

Ah, merry old England. Not only has that indomitable little land given us such glorious gifts as imperial weights and measures and the English language, it also spawned such confounding cultural references as Marmite, Shakespeare (admit it, you don

By Anita Lienert
Detroit News
August 14, 2002

MANCHESTER, Vt.--Miles down a rutted Revolutionary War trail, the first 2003 Land Rover Discovery in a long convoy bogs down amid twisted tree roots and deep mud. Our guides jump out of the SUVs, shovels in hand, and begin resculpting the road.

A short time later, the stuck Discovery surges forward.

Earlier in the day, Land Rover spokesman William Baker characterized the redesigned, British-built mid-size SUV, which is on sale now, as 'no shopping-mall dilettante.'

Despite that claim, we encountered more Discoverys at the designer outlets in this upscale New England town than on the challenging Green Mountain trails. And plenty of opportunity for us to gauge the reaction of Discovery owners to the 368 tweaks Land Rover made to the SUV that longs to be both an image vehicle and a macho off-roader.

First stop, the exclusive Herend china shop, where the most expensive piece of Hungarian porcelain costs $30,000 and shop owner John Yeager, 44, parks his black '01 Discovery in a prominent spot to catch attention from passers-by on the main drag. The Discovery serves as kind of a Yuppie sandwich board, with Herend logos plastered on the rear windows.

Yeager says he loves his 'funky' SUV, but has a couple complaints: Lousy gas mileage and too many squeaks. In fact, he's stuffed a white rag between the rear seat and the side door to quiet a noisy one. And this SUV stays on pavement.

"I don't believe in driving beautiful vehicles off road," he said.

At closing time, Yeager jumped into our base 2003 model, which had several options and was priced at $38,745, to offer his impressions on the changes to this third-generation Discovery.

Halfway down Wide Awake Road, Yeager summed it up: "It's definitely quieter. The brakes are perfect and there's a big power change for the better."

This owner has homed in on the high points. The new Discovery has a larger 4.6 liter engine that makes 217 horsepower, 15 percent more than the previous model. Land Rover improved the brakes with more responsive pedal feel and the cabin is now relatively free of noise and squeaks.

But both Yeager and Kennedy Prentiss, a 22-year-old horse trainer from Warrenton, Va., who was in town with her bright yellow 1999 Discovery -- complete with I AM A VEGETARIAN sticker -- had to squint to detect any exterior changes. Those boil down to basically a new look for the headlights.

Inside the cabin, changes are subtle, except for the mammoth cupholders, which dominate the center console.

The redesigned Discovery has gone more high-tech in terms of amenities, which should please its elite audience that makes a median income of $150,000 a year.

For the first time, the uplevel Discovery model has a standard navigation system -- a strange little device that's only an inch tall and four inches wide. It has no map function. Instead, directions are verbal or in small writing scrolled down the screen. The navigation system, bundled with a Harman Kardon sound system, is a $1,550 option on the mid-level SE model. It is not available on the base model.

Discovery also gets its first rear-seat entertainment system, a factory-installed DVD model priced at $2,000.

Land Rover is part of Ford Motor Co.'s Premier Automotive Group, so it seemed surprising that the new Discovery has a range of standard safety features, including all-terrain' antilock brakes, which even work on wet grass, along with traction control. But there are no side air bags. It seems a serious oversight, especially when side air bag protection is offered on such prosaic Ford models as the Explorer and Expedition.

Owner Prentiss said her biggest complaint with the old model is lack of space in the second-row seat. That hasn't changed. And there is no graceful way to wriggle out of the rear side doors unless you have the body of Calista Flockhart.

However, the second-row seat is among the better ones we've been in. It sits up slightly higher than the front seats, in what Land Rover describes as "stadium seating," allowing passengers to see the road. It is flanked by "Alpine" windows, narrow windows in the rear cabin near the roof that bring in lots of light and create an airy feeling.

From the driver's seat, the 4-low and 4-high shift lever on the 4X4 system was stiff and balky. Shifting into 4-high invariably required male assistance and left me wishing for a pushbutton system.

And while the increase in horsepower seems to be a plus with Discovery owners, it resulted in even poorer gas mileage than the old model. Discovery now gets 12 miles in city driving and 16 miles on the highway, according to the EPA, compared to 13 and 17 on the old model.

Prices have risen on Discovery. The 2003 model ranges in price from $34,350 to $40,350. Expect to pay around $45,000 for a well-equipped HSE7, the top-of-the-line edition with $1,000 optional seating for seven and options like $500 heated front seats and heated windshield, and $750 rear air conditioning. Scheduled maintenance is now included in the sticker price.

Land Rover says it expects to sell about 20,000 Discoverys a year, making this SUV an exclusive niche player in a wildly popular segment.

Back at the china shop, owner Yeager says he's glad Discovery's character hasn't changed much with this redo.

"Land Rover is smart enough to leave the best things about the vehicle alone," he said. "Major change for the sake of change is sad."

One word: rich!

Performance & Capabilities

ENGINE

Type 90-degree V8
Construction Cast aluminum-alloy cylinder head and block. Dry steel cylinder liners. Cross-bolted main bearings
Displacement 4.6 litres (278 cu. In./4554 cu. Cm)
Bore x stroke 3.70 x 3.20 in. (94 x 81 mm)
Compression ratio 9.35:1
Horsepower @rpm 217 hp @ 4,750 rpm
Torque @rpm 300 lb-ft @ 2,600 rpm
Engine management Bosch Motronic 5.2.1
Ignition Distributorless ignition system. Dual knock sensors.
Fuel requirements Premium unleaded
Fuel Tank 24.6 U.S. gallons (93 litres)

DRIVETRAIN

Drive system Permanent four-wheel drive
Traction control Four-wheel Electronic Traction Control (4ETC)
Transfer gearbox Two-speed transfer gearbox
Transfer ratios High: 1.21:1
Low: 3.27:1
Transmission ZF 4HP24 four-speed electronically controlled automatic with locking torque converter. Sport/Normal modes in Low Range.
Gear ratios 1st - 2.28:1
2nd - 1.48:1
3rd - 1.00:1
4th - 0.73:1
Reverse - 2.09:1
Final drive ratio 3.54:1
Front/rear axles Spiral bevel differentials, fully floating hubs

SUSPENSION

Front Solid axle located by forged-steel trailing arms and Watts linkage. Long-travel single-rate coil springs. 1.2-inch (30-mm) sway bar. 8.5 inches (215 mm) of vertical wheel travel.

Rear Solid axle located by forged-steel trailing arms and Watts linkage. Long-travel multi-coil springs. 0.75-inch (19-mm) sway bar (.4-in./35-mm with optional SLS). 9.0 in. (229 mm) of vertical wheel travel.

Self-Leveling Suspension Optional system with rear air springs. Automatic and manual modes of operation.
Active Cornering Enhancement

STEERING

Type power-assisted worm-and-roller
Overall steering ratio 19.3:1 (14.2:1 on full lock)
Turns lock-to-lock 3.5
Turning circle 39.0 ft. (11.9 m)

BRAKES

Power-assisted four-wheel disc brakes, Two-piston front/single-piston rear calipers.
11.70-in. reverse-ventilated front/11.97-in. solid rear discs (297/304-mm).
Dual hydraulic circuits with front/rear split
Four-channel, all-terrain Anti-lock Braking System (ABS).
Electronic Brakeforce Distribution (EBD)
10.0-in, (254-mm) parking brake operating on transfer box rear-output shaft.
Hill Descent Control (HDC). Restricts downhill speeds (operates in Low Range).

PAYLOAD & TOWING CAPACITY

Curb weight 4,576 - 4,908 lb. (2075 - 2220 kg)
Gross Vehicle Weight Rating (GVWR) 6,064 - 6,229 lb. (2750 - 2825 kg)
Maximum payload 1,210 - 1598 lb. (549 - 725 kg)
Maximum roof-rack load 110 lb. (50 kg)

Maximum trailer weights
On-Road Off-Road
Trailers without brakes 1,650 lb. (750 kg) 1,650 lb. (750 kg)
Trailers with brakes
- High Range 5,500 lb. (2500 kg) 2,200 lb. (1000 kg)
- Low Range 7,700 lb. (3500 kg) 2,200 lb. (1000 kg)
Maximum tongue weight 550 lb. (250 kg)

Construction & DimensionsBODY/CHASSIS CONSTRUCTION

14-gauge, boxed-steel ladder frame with six crossmembers
Welded steel monocoque underbody mounted to frame at 14 points

EXTERIOR DIMENSIONS

Overall body length 185.2 in. (4705 mm)
Overall body width 74.4 in. (1890 mm)
Overall body height 76.4 in. (6ft. 4.4 in/1940 mm)*
Wheelbase 100.0 in. (2540 mm)
Track, front/rear 60.6/61.4 in. (1540/1560 mm)
*Less roof rails.

INTERIOR DIMENSIONS

Seating capacity Five (seven optional)
Head room, front/rear 40.4/40.1 in. (1026/1019 mm)
Leg room, front/rear 42.3/37.3 in (1074/947 mm)
Shoulder room, front/rear 58.3/57.3 in. (1481/1455 mm)
Cargo capacities
- Volume (rear seat up) 40.5 cu. Ft. (1.15 m3)
- Volume (rear seat folded) 63.3 cu. Ft. (1.79 m3)

OFF-ROAD DIMENSIONS

Ground Clearance
- Under differential 8.2 in. (208 mm)
- Under frame 10.0 in. (254 mm)
Angle of approach 31 degrees
Angle of departure 21-25 degrees**
Ramp breakover angle 27 degrees (excluded angle)
**25 degrees with SLS in High Mode.

WHEELS & TIRES

Wheels 18 x 8.0-inch aluminum alloy.
Tire size 255/55HR18 mud+snow radials.
Spare Full-size spare on alloy wheel and tire.

SAFETY & SECURITY FEATURES

Driver and passenger airbag Supplemental Restraint System (SRS).*
Side-door impact beams in the front and rear doors.
LATCH (Lower Anchor and Tether for Children) system for child seat attachment.
Child seat tether anchors
Front crumple zones. Replaceable front aluminum "crush cans" attached to the frame.
Four-channel, four-wheel, all-terrain anti-lock disc brakes.
Electronic Brakeforce Distribution (EBD)
Collapsible steering column.
Collision-activated inertia switch (unlocks doors, turns off fule pump, turns on hazard lights).
Front and rear one-piece, three-point lap/shoulder belts (for all seating positions).
Pre-tensioning front seatbelts.
Integral head restraints, front and rear (including rear center seating position).
Vehicle security system with keyless entry.
Central locking system with programmable "superlocking."
Child locks for rear doors, cargo door, power windows and rear power sunroof (if so equipped).
Remote release fuel-filler flap.
Automatic dimming inside rearview mirror.
Dual electrically adjustable and heated exterior mirrors.
"Twin pocket" quartz halogen headlights
Deep-titned glass, including sunroofs (if so equipped).
Roll-up rear loadspace cover. (Standard)
Front and rear fog lights.
Power headlight washers.

COMFORT & CONVENIENCE FEATURES

Dual-zone automatic climate control with outside tempartaure gauge. CFC-free air conditioning. Optional rear air conditioning.
Digital compass display in rearview mirror
Electronic cruise control with steering wheel mounted controls.
Leather wrapped tilt steering wheel
Reclining, ergonomically designed front bucket seats.
Eight-way power-adjustable driver's seat and six-way adjustable front passenger's seat. Dual folding armrests.
Power windows with backlit controls and one-touch "down" feature on both front windows.
"Time out" feature (retained accessory power) for power windows and sunroofs (if so equipped).
Central locking of side doors and rear door.
Homelink

2003 Land Rover Discovery

Keeping the faithful, wooing the converts.
by Marty Padgett 8/12/2002

Since its launch in the U.S. in 1994, the Land Rover Discovery has operated on the muddy banks of the sport-ute mainstream. While Explorers and Pathfinders became plusher and more powerful, the Disco grew more off-pavement capable

Car & Driver Preview of the '03 Discovery

Land Rover Discovery HSE7
Still the off-road king, but that still doesn't sway us.
BY LARRY WEBSTER

There may not be a Car and Driver branch at the Brookings Institution, but nonetheless we've had our own Ann Arbor-headquartered think tank whirring away for years. We've tackled an amazing array of diverse questions, such as "Why didn't Csaba's parents name him Jim?" Long ago our intellectual firepower concluded that sport-ute owners rarely, if ever, take their four-wheelers off-road.

Although we are the mentally challenged bunch that once encouraged a cross-country open-road race, the Cannonball, and built a twin-engine Honda CRX, we're still sharp enough to do most of our sport-ute comparing where these vehicles will spend the vast majority of their time: on the road. Off-road ability gets mentioned but rarely sways the final vote. Land Rover's outgoing Discovery has not fared well. In its last C/D comparison (December 2000), it finished seventh of seven. Land Rover is quick to point out that the Discovery can go places no other vehicle in its class could dream of tackling, just as the Porsche 911 has a higher top speed than many of its rivals, never mind that ordinary drivers seldom probe either of these capabilities.
Land Rover may have a small point, but the fact remains that sport-utes are getting cushier. In fact, most of them are more like tall station wagons than trucks. The Discovery Series II was no station wagon, but its on-road manners left room for improvement. And that's exactly the aim of the changes Land Rover has made for 2003: a new engine and transmission and several detail improvements.

The engine is the 4.6-liter V-8 that used to reside in the Range Rover. It makes 217 horsepower and a healthy 300 pound-feet of torque. Although this V-8 is no match for a GM small-block, it is a much-appreciated bump up from the old 188-hp, 3.9-liter engine it replaces.
In addition, there are detail improvements to the chassis and body. To reduce head toss and refine ride quality, the shocks were recalibrated with increased damping. Land Rover says it's made several advancements in sound deadening and found better ways to mount the interior trim panels and dash to reduce squeaks and rattles. In all, there have been 368 engineering changes for 2003.

Do these changes make the Discovery as slick on the road as an Acura MDX? Well, no, but they do help. Although there is still a great deal of wind noise at 80 mph, now the Discovery doesn't feel strained to hold that speed. Passing on two-lanes used to be a sketchy move; now it's a definite option. Acceleration is hardly sprightly, but it is improved. We found the Discovery needed 10.1 seconds to reach 60 mph, a 1.3-second improvement over the old car and 1.7 seconds behind the MDX. Getting from 50 to 70 mph now takes 7.1 seconds, 0.7 second better than before.

We also recorded 0.74 g on the skidpad, the same as the old vehicle. Our tester was equipped with the $1700 Active Cornering Enhancement rear roll control. This basically consists of a hydraulic mechanism that's mounted in the middle of the rear anti-roll bar and can adjust the bar's stiffness. Its job is to reduce the amount of body lean when cornering, and it works brilliantly. With it, you won't forget you're in a tall 5027-pound vehicle, but the Disco and its high center of gravity don't feel as tippy as you might expect.

The bottom line is that Discovery owners can now have the rough-and-tumble image with a little less of the old model's truckiness. None of the changes diminishes the Disco's off-road worthiness. In fact, for 2003 Land Rover added standard Hill Descent Control, a feature that makes for extremely calm runs on steep off-road downhills. During the press intro, we took a Discovery over slick, steep, rock-strewn trails, and the full-time four-wheel-drive system and standard traction control handled them with ease. With generous approach and departure angles (31 and 21 degrees on our test car; 31 and 25 with the optional rear air springs), none of the body parts dragged. Could some of the other utes have made it? Probably. But we bet many of them would have dragged and perhaps damaged some portion of their bodies.

We're not sure if the better road manners and retained off-road ability make the Disco the favorite in the class, but it does have a lot going for it: optional seven-passenger seating, dual climate controls, and one of the most commanding views from any sport-ute. Prices are just a smidge higher. The base S model starts at $34,995, and our top-of-the-line HSE7 started at $40,995. One thing's for sure: The Disco is no poseur, and in a world of tall station wagons masquerading as trucks, that's worth something.

Land Rover Discovery HSE7
Vehicle type: front-engine, 4-wheel-drive, 7-passenger, 5-door wagon
Price as tested: $44,945 (base price: $40,995)
Engine type: pushrod 16-valve V-8, aluminum block and heads, Bosch Motronic engine-control system with port fuel injection
Displacement 278 cu in, 4556cc
Power (SAE net) 217 bhp @ 4750 rpm
Torque (SAE net) 300 lb-ft @ 2600 rpm
Transmission 4-speed automatic with lockup torque converter
Wheelbase 100.0 in
Length 185.2 in
Curb weight 5027 lb
Zero to 60 mph 10.1 sec
Zero to 80 mph 18.8 sec
Street start, 5-60 mph 10.8 sec
Standing 1/4-mile 17.7 sec @ 78 mph
Top speed (drag limited) 105 mph
Braking, 70-0 mph 196 ft
Roadholding, 300-ft-dia skidpad 0.74 g
EPA fuel economy, city driving 12 mpg
C/D-observed fuel economy 13 mpg

Truck Trend Review

First Drive: 2003 Land Rover Discovery
Not a revolution, but changes underhood
By Manrico Delcore & Mary Beth Debicki

Land Rover's 2003 Discovery is not revolutionary, but it does offer some solid improvements. While most manufacturers are in a headlong rush to de-evolve their SUVs into minivans and station wagons, the Discovery is sticking to its utility-vehicle guns. Underneath its aluminum-alloy and galvanized sheetmetal, there's still a boxed-steel ladder frame with six crossmembers, live axles front and rear, permanent four-wheel drive, and a two-speed transfer case. The Discovery can tow 7700 lb, carry nearly 1500 lb, and seat up to seven all in forward-facing seats with three-point seatbelts. Still, there is room for improvement.

The Discovery's previous V-8 engine, a 35-year-old veteran originally from Oldsmobile, has evolved to a 4.6L, increased hp by 15 percent, torque by 20 percent, and, as a result, 0 to 60 times are bettered by 15 percent. The 4.6 engine gives the Discovery a much needed kick in the pants. Because the 300 lb-ft of torque peak at a low 2600 rpms, the Discovery's acceleration off the mark has been significantly improved, and freeway passing, accelerating from 60 to 75 mph, can now be done with ease.

Driving the winding and hilly roads of the Vermont/New York border, we found the Discovery's handling has taken what amounts to nothing short of an evolutionary leap. Even with coil springs all around, this 6000 pounder nimbly cuts curves with little body lean. Add the optional ?Active Cornering Enhancement? or ACE, Land Rover's yet-to-be-copied active-suspension system, and the Discovery handles curves better than many SUVs sporting carlike unibodies, independent suspensions, and lower proportions.

When the pavement turned to washboard gravel, we were pleasantly surprised the typical collection of squeaks, rattles, and clunks we'd heard in past Land Rovers have been substantially reduced. In fact, the Discovery is remarkably quiet. Steve Haywood, chief program engineer for the '03 Discovery, says considerable effort and money were spent in reducing noise, vibration, and harshness of the vehicle.

That same washboard gravel road showed how the 2003 Discovery's tweaked suspension geometry and revised shock absorber-dampening deliver a smooth ride. In addition, steering feedback has also been improved, allowing us to take advantage of the increased engine power while tackling the winding roads of Vermont. There's also less brake-pedal travel, and the braking system has better feel, particularly during hard braking.

We unintentionally put the handling and braking improvements to the test when we rounded a blocked curve at 45 mph and met a road-grader coming at us in our lane. Brake! Hard left! Oncoming traffic! Hard right! Breathe. We were sold on the improvements.

With increased torque and power, better and more precise handling, responsive steering, and a sensitive braking system, the 2003 Discovery finally has "sport" in its utility. Part of being an SUV is, or should be, the ability to go off-road. This is a task at which Land Rovers have always excelled. The question is whether the improved on-road characteristics of the 2003 Discovery have been gained at the expense of its off-road capability. We wondered if Land Rover, like many manufacturers, decided to move away from the ?utility? part of SUV. We needn't have feared on the second account. First, the press launch of the vehicle was held at one of two, year-round Land Rover off-road-driving schools in North America (which are part of a worldwide network of Land Rover driving schools), more than half the driving time was devoted to off-pavement roads.

And on the first question, Discovery's on-road improvements actually add to its off-road capabilities, as contrary as that sounds. More power and particularly torque are just as welcome for off paved highways as for driving down the Interstate.

To the amazement of many, ACE, the on-road handling wonder, is also a substantial asset when in low range. Thanks to a myriad of sensors, the system recognizes you're on rugged terrain and responds by increasing wheel travel to maintain traction. What's more, the ACE system locks the suspension to reduce body lean when traversing side slopes.

The optional Self-Leveling Suspension, primarily designed to maintain ride height when towing a trailer or carrying a heavy load, also adds to Discovery's off-road capability. By pressing a fascia-mounted switch, the air suspension raises the body for an improved departure angle. If high-centered, the system automatically increases suspension height to help free the vehicle.

Four-Wheel Electronic Traction Control, which automatically applies the brakes to a spinning wheel, is carried over from last-year's model. Climbing a wet, muddy, loose-rock trail, traction control felt more aggressive than we remembered, engaging quicker thereby limiting wheelspin.

Strong engine braking, being able to start in second or third gear and hold a particular gear, has always given manual transmissions the edge over auto transmissions in severe 4x4 situations. Although Discovery is only available with an automatic transmission, the vehicle has some nifty features that do away with the need for a manual.

Hill Descent Control automatically applies the brakes to maintain low speed when descending steep terrain and takes place of a manual's stronger engine braking. Discovery's dual-mode automatic transmission, in Manual Mode, allows the driver to select a gear, and the gear selected is held without shifting. With these two features, you have the ease of an automatic while driving in city traffic and the advantages of a manual when gear-holding is necessary.

The interior remains much as in previous models with perhaps a higher level of fit and feel. Driver and front-seat passenger have ample room (unless they're over 6 ft or built like a linebacker) and enjoy new, more supportive bucket seats. Two adults can ride comfortably in the back seat, although getting in and out is a bit tight. The third row is only for children. The window and seat controls (front seats) are still awkwardly placed on the center console, somewhere under the driver's right elbow.

The 2003 Discovery is available in three trim levels. For $34,350, you get the loaded S model with Duragrain upholstery and 16-in. wheels. The SE ($38,350) adds leather, burled wood trim, sunroofs, Alpine 12 speaker 220 watt stereo with six-disc CD, 18-in. wheels, and Class-III tow hitch. The top-of-the-line HSE ($40,350) adds a Harmon Kardon premium audio system with in-dash navigation system and rear-proximity parking control. ACE is available as an option on SE and HSE models, while all models include free scheduled maintenance for four years/50,000 miles.

After two days of on- and off-road driving, we came away impressed with the '03 Discovery. It's hard to imagine that any body-on-frame, live-axle, 6000-lb SUV could be made to deliver better handling (on paved, gravel, and dirt roads) and be as extremely capable on bad trails as the latest Discovery. If you appreciate having an SUV with a frame, live axles, and a two-speed transfer case, that can do all the things an SUV is supposed to do, and do it in the most challenging terrain, as well as, yes, taking the kids to the soccer game, the '03 Discovery should be on your short list.

Land Rover insiders tell us the next- generation Discovery is just a few years away and will have many of the improvements (unibody, independent suspension, etc.) of the recently introduced Range Rover.

'03 Discovery Review

2003 Land Rover Discovery. A good SUV gets better.

The introduction of the New 2003 Discovery to the North American press was a hands on affair. We, together with 50 of the top automotive journalists from across the US, Canada and Mexico flew to Albany New York where Bob Burns, Land Rover off road driving guru, handed each of us the keys to a 2003 Discovery, a road map and with a wave and a smile sent us on our way to the Equinox Hotel.

Sitting inside the vehicle, we instantly felt at home. After all the interior isn't that different from a Series II (the gauges have a more "contemporary" letter font). Befitting a car with less than 50 miles on the clock, we gently eased it into traffic. Just as we were entering a wide intersection, the traffic light turned to red. Instinctively I floored the throttle. WOW, was this a Land Rover? We were actually pushed into the seatbacks as the vehicle downshifted and accelerated. We knew all 2003 NAS Discoverys have the old Range Rover 4.6 L motor (instead of the 4.0 L), but we never expected it to make that noticeable of a difference. After all, on the old Range Rover unless you looked at the badge, you couldn't tell whether it had the 4.0 or 4.6 motor. But in the Discovery, the 4.6 makes a world of difference. We did our best to impersonate teenagers on a Friday night, and 'burned rubber' at a couple of stoplights. And although we didn't actually leave skid marks, the vehicle continued to impress us with its acceleration. Once on the motorway, the vehicles acceleration continued to impress us. We no longer needed 2 football fields to pass another car.

Checking the vehicle information pack that had been thoughtfully left in the car, we noticed that the 4.6 L engine delivers 15% more power (217 Hp), 20% more torque (300 ft-lb) which peaks at a very useful 2600 RPM, and 0 to 60 time that's 15% quicker (9.5 seconds) than the 4.0L motor it replaces.

Following the map Bob had given us, we soon found ourselves driving the winding and hilly back roads of the New York-Vermont border. Being familiar with the roads, we 'pushed' the vehicle a bit harder than the speed limit recommended. And here was surprise number 2. The car handled, well, like a car. If we didn't know better we would have thought the 2003 Discovery had, like the Range Rover, lost its solid axles and body on frame construction. The handling was that refined. Steve Haywood chief engineer for the 2003 Discovery, would later tell us that the improved handling was due to revised suspension geometry and shock absorber damping, changes in the pan hard rod, draglink and front springs, as well as tighter tolerances on a host of vehicle components.

The braking system also received a host of improvements, from pads to the master cylinder, which among other things reduced pedal travel, and makes the brakes more responsive. All in all this Discovery was just plain fun to drive on winding mountain roads. Heck we were having a ball driving!

After a delightful mid afternoon stop at the Cambridge Hotel the birthplace of pie a-la-mode, we pulled into the Equinox a pair of surprised and impressed journalists.

The afternoon treat was a very rocky, muddy, slippery mountain trail. All the off road prowess we have come to expect from a Land Rover was there. Some of us felt the electronic traction control was more aggressive than on Series II, meaning that there was less wheel spinning. Unfortunately, the vehicles did not have Center Diff lock, as overseas models do. Discovery lost its manually operated center differential lock with the introduction of the Series II. Even with electronic traction control, locking the center differential reduces wheel spin thereby maximizing traction. Having driven Discovery Series II that have had CDLs, we know first hand what a big difference CDL makes. We hope Land Rover North America decided to make CDL an option.

After 2-days and nearly 100 miles of on and off road driving the bottom line is: if you liked the Discovery Series II, you'll love the 2003 Discovery, and if the lack of performance and handling had kept you away from a Discovery, give the New 2003 Discovery a try, we guarantee you'll be very impressed.