Development of the original Land Rover Discovery began during the late 1980s and the plans for the new vehicle took shape under the codename Project Jay. In fact these plans went ahead very quickly indeed, for the whole process of designing a brand new car from scratch only took about 18 months and only cost around £45 million (that may seem like a lot but it was very little for that era - most car development projects used up at least three times that amount in those days!).
Financial constraints meant that priority was given to developing a new diesel engine for the new vehicle. The resulting Gemini project emerged in the form of the 2.5 litre 200 Tdi direct injection turbocharged fuel efficient powerplant that subsequently went on to also be available in the other Land Rover vehicles that were on sale at the time. This was to be linked to the new LT77 manual gearbox and the LT230T transfer box giving permanent four-wheel-drive and a choice of 10 forward and two reverse gears between the high and low ratio system.
A further considerable amount of the development budget went on the design of the new body and interior. This had to look radically different from the existing Range Rover but more luxurious than the Defender 90/110/130 whilst at the same time retaining practicality. Hence, after consulting various different suggestions, a design incorporating the existing Range Rover doors and windscreen but with a stepped roofline and Alpine lights was chosen, which allowed the inclusion of up to seven seats (the rearmost two being foldable sideways facing units more suited to children or small adults). Further interior design consultation was sought from the Conran Group (then owners of the Habitat chain of shops) who gave the first Discovery its unique interior features such as the golf-ball textured handles and gearlever. A bag made out of the same interior fabric design which incorporated a carrying strap and which was designed to be placed onto the rearmost shelf of the central console was also included as standard on most early Discoverys.
To save time and money, various parts for the new vehicle were chosen from the existing Rover Group supplies. Most notable of these were the rear lights taken from the Austin Maestro van (early examples carried the Austin Rover logo instead of the correct Land Rover one - a situation soon resolved). Door handles came from the Morris Marina, whilst the headlamps came from the Freight Rover Sherpa van. Interior switchgear came from the Austin Montego. Even the chassis was identical to that of the Range Rover Classic - with its 100 inch wheelbase it was decided that it was as close to perfection as was necessary.
A range of exterior paint colours and finishes was offered at launch alongside the new Sonar Blue interior colour scheme. Launch vehicles had side stripes based on a silver/grey pattern with an incorporated green or blue stripe. The new Discovery was ready to show to the public - the first press picture was released on July 7th 1989 and the official unveiling took place at the Frankfurt Motor Show on September 12th 1989. There was also a major gathering of interested press parties in Devon during this period where a large number of three door launch models all bearing registration plates in the G---WAC series were tested to the limit including a drive on Dartmoor and a demonstration of the pulling power of the new vehicle where a white Discovery running on railway wheels pulled a selection of coaches along the Dart Valley preserved steam railway line!
Sales began on November 16th of the same year in the UK where the three door Discovery cost just under £16,000 - an extremely competitive price. There was a choice between the new 200 Tdi diesel or the 3.5 litre V8 petrol engines - the diesel quickly proved to be the most popular option due to its incredible fuel economy. Both shared transmission elements and unusually, both cost exactly the same. Newly designed steel wheels were standard at launch but a range of alloy alternatives were quickly developed and released as accessories at first and later as factory fitted options. Sales to other European nations began shortly afterwards but other key markets such as the African nations had to wait longer for the new vehicle to be launched.
A wide range of accessories became available shortly after launch - these included bull bars (very popular at the time but now outlawed in the EU), roof rack systems, bike racks, and various other items. Each of these was designed to be bespoke fitments to the Discovery although some items were common to all Land Rover vehicles such as the range of towing options. There were also a large number of other accessories such as leisurewear and gifts made available in a successful attempt to market the Discovery as more than just a normal Land Rover.
Land Rover chose to call the high driver's seating position the "command driving position" - the brilliant view from it was a primary safety point. The sporty looks of the first three-door models helped to introduce a whole new range of potential customers and sales took off to the point where a waiting list soon developed. Most customers ordered the "Electric Pack" with their new vehicles - which consisted of electric windows and heated electrically adjustable mirrors, headlamp washers and central locking, whilst the other option of twin sunroofs also proved popular. Where the rearmost seats were not fitted there were twin storage boxes instead. A roller cover for the rear loadspace area was also an option as was a towing pack. External roof bars and air conditioning completed the list of factory fitted options at launch.
A radio cassette player was fitted as standard but could be upgraded to include remote dash mounted controls and the whole option could be deleted for Special Vehicles. Power steering was standard and optional anti-roll bars were introduced at a later date which improved the ride and handling somewhat considerably. These early examples of the Discovery were not designed to be thrashed around tight bends.
The new Discovery became the UK's best selling four wheel drive vehicle within a couple of months from its launch with the majority of sales being of the diesel version. Sales in other markets were also reasonably high and the production target of 300 vehicles per week was soon exceeded. The vehicle proved to be more popular than anyone at Land Rover could have possibly imagined. In time this would lead to thousands of extra jobs and a huge reorganization of the Solihull factory to allow for extra production space simply to meet demand.
The five door version of the Discovery arrived on sale in 1990 as part of Land Rover’s plans for the continual development of the vehicle and its accessories. All five door passenger variants came with the Electric and Security Packs and most were seven seat models. Alloy wheels were standard and most came with the forward mounted roof rails. Side stripes were optional extras but these original five door Discoverys came with new mountain logos usually applied to the lower front wings.
The V8 petrol engine gained fuel injection and a power upgrade at this time along with an optional catalytic converter which allowed sales to begin in the Middle East. A revised version of the gearbox was also introduced and renamed LT77S.
Extra safety additions to five door models included a rear grab handle and a gas strut assisted retracting rear step to aid entry and exit to the rearmost seats. There was also a brand new interior colour scheme called Bahama Beige which came as standard with selected exterior paint schemes (the range of which had also been significantly extended to fourteen choices). The audio system was extended to include a rear door mounted subwoofer when the highest specification system was ordered.
The introduction of the more family friendly five door Discovery brought Land Rover from being a specialist and luxury vehicle builder to mainstream volume car builder (theoretically) almost overnight. Now changes were needed to ensure that quality and reliability were unaffected by this major adjustment to the overall business plan of Land Rover. These changes gradually appeared during the next phase of the development of the Discovery.
For the 1992 model year the Discovery went from strength to strength, not only in terms of sales (with more than 70% going to export markets) but also in terms of additional options and inventions being added to the line-up. Changes to the car taxation laws in the UK saw the introduction of a stripped down basic five door model being introduced which only had five seats, no sunroofs or alloy wheels and only the absolute basic essentials. This model also appeared in the Republic of Ireland and some other European countries where car taxation made such cars otherwise expensive. The main change to the UK tax laws which prompted the launch of this particular vehicle was centred on the Benefit In Kind taxation policy where drivers could use company owned cars for private usage. Three door Discoverys gained new side decals incorporating an instantly recognisable "compass" design whilst five door models gained side rubbing strips as standard. Updated optional graphics for five door models were also launched (some of these were fitted as standard to some overseas models due to demand) and a number of local special editions were launched by distributors in some overseas territories.
Production increased from 300 to 700 models per week during 1992 and was to rise further to 900 units per week and beyond shortly afterwards. The introduction of commercial van variants, firstly to the Republic of Ireland and thereafter to France and other countries (all locally converted) was part of the reason for the major increase but general interest in the Discovery was the main factor. Even with these increases it still sometimes took a while for a new order to arrive and some custom was lost as a result of impatience.
The 1993 model year saw another set of improvements being made available on the Discovery - the most important of these being the introduction for the first time of the four speed ZF 4HP22 automatic gearbox, as an option on V8 engines initially. The same auto box was to also become an option with Tdi engined vehicles shortly afterwards. These crucial decisions opened up Discovery sales to a whole customer base that were used to purchasing automatic Range Rovers and who disliked manual gearboxes.
Thefts of Discoverys were fast becoming a problem around this time (they were classed as highly desirable vehicles by the criminal fraternity!) and to counter this Land Rover included a Thatcham rated alarm & immobiliser system as standard to all variants. Remote controlled central locking was also included as an integral part of this upgrade. New alloy wheels (with wider 235/70 tyres) were available together with anti-roll bars in the new "Freestyle Pack" choice, and there was also a choice of upgraded audio options including a CD player. Rear air conditioning (a rare option on any European vehicle at that time) was also offered and finally an official version of the Discovery Commercial van variant was offered in the UK.
It was at this time that a need was identified for a smaller sized engine to be offered in the Discovery range. Motor taxation rules in Italy dictated that diesel engines and all petrol engines with a cubic capacity greater than two litres were taxed heavily, so Land Rover modified an existing Rover Group engine, the T16, to suit the Discovery, and this was offered for sale from 1993 onwards, in Italy where the local police placed a huge order and in the UK & Ireland where it began to sell well. The T16 engine was mounted north-south as opposed to east-west in its more conventional car setting. However, although the engine proved to be adequate for normal road use, its abilities off-road were less useful as the power output simply was not enough to cope with some situations.
Sales of the Discovery in the Republic of Ireland went through the roof in 1993 when Motor Import Tax was abolished under European Community rules. Although a replacement tax called Vehicle Registration Tax was introduced, overall prices of the range dropped by several thousand pounds and a revised version of the best-selling Commercial van variant which was completely exempt from VRT helped to boost sales somewhat significantly. Deliveries of Discoverys destined for Ireland via Pembroke Docks in Wales increased to cope with demand, where models that were due to become the Commercial van in Ireland were converted by National Vehicle Distributors located near Rosslare Port in Co. Wexford.
Final changes to the original Discovery 1 came in late 1993 when the V8i petrol engine was enlarged from 3.5 to 3.9 litres and supplied with a catalytic converter as standard. Headlamp levelling was incorporated as standard with the towing pack and asbestos-free brake pads were fitted across the range. Where the optional CD multichanger was specified it was now mounted under the front passenger seat and extra lights were fitted into the headlining including optional map lighting.
A historic agreement between Land Rover and Honda saw the Discovery being sold in Japan as the Honda Crossroad - powered by the V8i engine. This was the first time that a Japanese motor manufacturer had badged a non-Japanese vehicle for import into Japan itself! Sales of the Crossroad never outdid the genuine Discovery there though, but the agreement remained for a few years more.
Production of the Discovery was running at around 1000 vehicles per week when the decision was taken to develop a revised version which was to be launched in March 1994. Management at Land Rover were extremely satisfied by the overwhelming success of the vehicle during its first four and a half years of production and they were keen to expand the availability and option choice list still further. Changes were required and a combination of customer feedback and market goals led to the revisions which would ensure the continuation of the success of the Discovery into the next era.
Discovery 1 (1994 - 1998)
The "Romulus” project brought major revisions to the Discovery from March 1994. The chassis and bodyshell remained as before, but there were changes to just about everything else - all designed to improve the already huge popularity of the vehicle but mainly so that the Discovery could make its debut into the North American market for the first time. It was estimated that sales in that area (USA, Canada and South American countries) would increase overall predictions by a very large percentage indeed, so the designers of the revised vehicle had to get it right first time.
The primary addition that was required in order to be able to market the Discovery in the USA was the inclusion of both driver and passenger airbags. The revised Discovery 1 therefore duly became the first four-wheel-drive vehicle to offer airbags for this reason alone. A completely new dashboard was required in order to fit airbags and as a result the interior of the revised vehicle was changed significantly, although some features remained from before such as the rear side panels on three door variants and the basic design of rear seats. Switchgear for the new design was similar to that used in the Rover 800 series of cars. Leather seats and electric twin sunroofs were now available for the first time on the flagship "ES" five-door model. The Bahama Beige trim colour was retained but the Sonar Blue equivalent was replaced by the new Granite Grey option. The new dashboard featured rotary heating controls (with separate dials for each side of the car) and a higher position for the DIN radio slot, making it easier to reach from the driver's seat (although remote controls located on the instrument pod were still optional on all but the "ES” model).
The chassis received minor modifications including the addition of crush cans (to minimize expensive repairs in the event of a serious accident). The drivetrain gained an acoustically decoupled rear propshaft to reduce noise and rear spring isolators. External changes included new lighting all round, a new grille and bumpers, new mirrors, deletion of side stripes as standard fitments, a blackout strip around the edge of the windscreen (which could be ordered as a heated version), new alloy wheel designs and a choice of new and existing paint schemes. There were extra mandatory features for North American models focusing on extra side lighting. A hidden feature was the inclusion of side impact intrusion bars throughout the vehicle. These changes modernised the appearance of the Discovery without losing its existing practical features and abilities, meaning that it remained a bestseller and beyond in one go.
The Tdi engine was also revised and renamed the 300 series, hence why some refer to this revised model as the 300 Tdi. lt retained the same 2.5 litre capacity as the outgoing model and was essentially the same engine with modifications. The V8i and Mpi petrol engines also remained as before at this time (but the Mpi was not available on the new "ES" model, nor was it an option in the North American market). Full four-wheel ABS braking was also made available and was standard on the "ES" model whilst all models received anti-roll-bars as standard fitment. The gearbox was also changed to the new R380 which offered conventional "H" gear arrangement, whilst the ZF auto option remained on all engines except the Mpi.
Throughout the life of the revised Discovery 1, the exact position of rear lighting elements changed a number of times with the indicators moving from their original position in the rear side body on the older Discovery 1 to the bumper on the new model. At one stage the indicators were repeated in both locations, only to be changed yet again towards the end of the run of the revised Discovery 1 in 1998! These changes were due to ever-changing European rules on rear car lighting!
At launch, the revised Discovery 1 range in the UK and most of Europe consisted of the three-door model, the "Base", "S" and "ES" five-door models, and the Commercial van which was based on the three-door model. Prices in the UK ranged from around £17,640 to £25,765 and other options and accessories were also given revised prices. Only the five-door variants were made available in the North American markets and the specification lists were significantly different -for a start all models were powered by the V8i engine with the ZF automatic gearbox and the line-up consisted of a base model and an "SE" model.
During 1995 itself the Honda Crossroad was withdrawn from sale after only 137 were sold - Japanese customers having preferred to purchase the real thing from the now extensive Land Rover dealership network that had been developed there. Back in the UK a limited edition of 150 "Camel Trophy" road going replicas were released for sale painted in Sandglow Yellow and complete with roof racks and “Camel” plaques.
1996 saw some more improvements being introduced to the revised Discovery 1 range - the main one being the launch of a new edition called the "XS”. Based on the five door seven seater model and featuring new deep dish alloys fitted with 235/70 Goodyear Eagle GT+4 tyres, ABS, unique part-leather seats with the Land Rover logo repeated on the cloth pattern, integrated side rubbing strips and wheel arch trims, and available with all engines except the Mpi, this quickly became a good seller. Vehicles fitted with the 300Tdi engine and the ZF auto gearbox gained an increase in output to remove previous complaints of "sluggishness” on that combination. Cruise control was offered on selected engines for the first time and the "ES" model gained eight way electrically adjustable front seats.
There were no major model changes for the 1997 model year but a new optional body styling kit was introduced consisting of a new front spoiler incorporating circular fog lamp surrounds, integrated side rubbing strips and wheel arch protectors, sills and a roofmounted rear spoiler. This was supplied in a choice of colours or could also be ordered unpainted, but did not prove popular in the UK markets. A number of limited edition Discoverys were launched in the UK during this period including the Argyll, the Goodwood (of which only one was sold with that name due to a dispute with the motor racing circuit of the same name -the remaining 499 went out unbadged in the end), and the Horse & Hound (just 20 were produced in conjunction with the magazine of the same namel). There was also the Discovery 150 limited edition which was available in through a Midlands based dealership chain.
The 1998 model year saw further developments with changes to the names of the Discoverys available and a second three-door model also called the "XS" joining its five-door equivalent (without ABS). The "S" model was renamed the "GS" and gained twin sunroofs as standard. The Mpi engine was deleted in all markets except Italy and all models gained front & rear mudflaps, a high mounted central rear stop light, whilst headlamp levelling and electric windows were all available as standard throughout the range. Five door models could be ordered with an extra cost heated windscreen and the top of the range "ES" model gained partial wood trim for the first time on UK models. Kestrel cloth became the standard trim pattern and armrests were fitted on front leather seats. It also became possible to order a "Premium" pack on the "ES" models consisting of Lightstone Leather trim with piping, and stainless steel door sill plates. The choice of wheels changed again, with base models retaining the original 1989 steel wheels, however most of these were in fact sold with the Freestyle option pack that now consisted of the "Castor" alloys. The "GS" model gained the old "ES" alloys, whilst all "XS" and "ES” models gained variants of the "XS” style deep dish alloy wheels in different colours.
With some final new limited editions made available during 1998 both in the UK and Europe (including the 50th Anniversary (of Land Rover) special edition), it can now be observed that all these offers whereby items that were once expensive accessories were now suddenly being supplied free of charge, were almost certainly an attempt by Land Rover to clear out stocks of such things as alloy wheels, ahead of the forthcoming brand new Discovery Series 2 (which was in pre-production at this time and which would use new wheel hubs with differently spaced bolts, so the older Discovery wheels would not fit!).