Codenamed "Tempest", work began on the project to improve the Discovery in 1994 (very shortly after the "Romulus" revised Discovery 1 was launched). From the start it was clear that although visually similar (due to customer feedback - everybody was happy with the basic design features and looks of the existing model) the next Discovery would in fact be radically different and would therefore command a new name - so it became the Discovery 2. There was an entire plethora of brand new innovative features that had been exclusively designed for this new model -from engines through to interior fitments.
The Discovery 2 was longer and wider than the Discovery 1 although the wheelbase remained at 100 inches (the chassis was very similar with the addition of extra crossmembers) and the door sizes and apertures were also the same as before - however the new model was only offered in the five-door configuration. Extra length was required at the front of the vehicle to incorporate the brand new five cylinder diesel engine (the Td5) whilst at the rear the extra space was needed for optional foldable forward facing rearmost seats. Otherwise the bodyshell retained all aspects of the previous version including the stepped roofline and the Alpine lights, although the pillars were all significantly thicker than before, with the only part actually being carried over from the older model being the rear door outer skin.
There were, however, numerous hidden developments within the new model, mainly in the form of handling innovations such as ACE (Active Cornering Enhancement), which offered hydraulically adjustable anti-roll bars designed to reduce body roll when cornering. Sensors mounted in the body detected when the vehicle was entering into a corner and applied the system when required, meaning that the long travel suspension which gave the vehicle it's legendary off road traction abilities was not compromised. Meanwhile air suspension with remote keyfob control was offered on the rear axle (on all seven seat models and the UK version of the Commercial when it was introduced in 2001), allowing easier trailer hitching.
The ABS braking system, now standard on all models, was linked to a new four wheel Electronic Traction Control (ETC) which allowed traction on slippery surfaces by locking up to three wheels at a time (using the brakes). Electronic Brake Distribution (EBD) helped prevent the rear bakes from locking up under weight transfer forwards, and also ensured that the performance of the brakes was not affected by uneven loads. Hill Descent Control, first seen on the Freelander 1, was adapted to work on all gears in the Discovery 2’s low range and assisted steep off road descents by applying the brakes to maintain a constant speed of around 5mph.
A brand new 2.5 litre five cylinder turbocharged diesel engine, codenamed "Storm" but called the Td5, containing an electronic injection fuel system and capable of producing up to 136bhp, was offered alongside a new version of the 4.0 litre V8 petrol engine codenamed "Thor”, producing around 182bhp. A more robust version of the five-speed R380 manual gearbox was offered alongside the four-speed ZF 4HP22 EH automatic gearbox (standard on the V8), both coupled to the revised LT2300. transfer box (which was way quieter than previous version hence the "Q" suffix). This automatic gearbox featured an electronically switchable "Sport" mode that when selected used more engine power and changed up gears at higher revs, changing down more readily as well. When low box was selected, pressing the same "Sport” button allowed the box to emulate a clutchless manual version, allowing a gear to be held without shifting regardless of speed. There was also a comprehensive electronic torque converter controlled by the ECU and the temperature control unit.
The Td5 featured “fly-by-wire” electronic fast throttle control which allowed different responses to the throttle pedal depending on the gearing range selected (most engine power is accessible in the first 30 per cent of pedal travel in high range but a more longer travel is provided when the vehicle is off road in low range). This feature required a number of downloadable software updates to early models as faults caused such vehicles to stall very easily.
The interior of the Discovery 2 contained a mixture of older features mixed in with some new ideas. The dashboard was visually similar to the one found in the outgoing revised Discovery 1 but most items were repositioned within it and there were new dials within the instrument pod itself, most notably the introduction of LCD readouts for mileage displays. Models that featured the automatic Climate Control system came with a new digital control panel that offered control over temperature, demisting, air recycling, and outside temperature readout, all information being displayed on a large LCD readout. Where conventional manual controls for vehicles without air conditioning were installed, these were very similar to the type seen on the outgoing revised Discovery 1. All audio control panels also featured LCD readouts and most offered remote controls placed on the side of the steering wheels. CD multiplayers were fitted to some models as standard (and were optional on others) and were located through a hatch under the driver’s seat.
With up to seven forward facing seats (top-end models featuring leather) the Discovery 2 could comfortably carry adults in each seat location. Two storage bins with hinged lids were fitted on five seat models in place of the two foldable rearmost seats. Higher end audio options featured headphone sockets for rear seat passengers, through which separate audio streams could be heard (for example radio transmissions could be heard through speakers whilst CD or DVD tracks could be heard through the headphone sockets). There were cup holders for all seats and moulded carpet or rubber mats could be fitted to all floor areas. A ceiling mounted fold-down DVD player was also available for rear seat passengers.
Exterior enhancements included larger headlamps and front indicators, flush glazing to all fixed windows including the Alpine lights, higher mounted rear light clusters, optional built-in front fog lamps, optional twin sunroofs, and a new selection of paint colours and finishes. All but the basic models came with black wheel arch trims as standard and when these were combined with the optional side rubbing strips the Discovery 2 really looked good.
Security features included superlocking for all doors and a fully remote controlled two stage locking/unlocking system that also operated the alarm systems. An immobiliser system which would only deactivate when the correct key was inserted into the ignition barrel was standard on all models. The full alarm system only operated when the vehicle was locked by pressing the keyfob button - to operate the partial system (which did not alarm the volumetric system - useful when leaving an animal in the vehicle with a window slightly ajar or when leaving the vehicle parked in car ferry decks for example) the vehicle needed to be locked by inserting the key into the driver’s door and locking it thusly.
Both engines featured black ABS plastic covers for a number of areas in the engine bays, which made these areas easier to clean and reduced noise levels considerably, especially when used in conjunction with under bonnet noise reduction blankets and the undertray fitted as standard. The battery for each keyfob charged itself up when inserted into the ignition barrel. A viscous fan mounted behind the radiator enhanced the cooling system whilst servicing intervals for all engines doubled to 12,000 miles.
The European model line-up for the launch of the Discovery 2 saw four variants being made available, each with different levels of features. These were as follows: "Base", "S”, "XS”, and "ES”. The "Base" model had five seats whilst all others came with seven seats. A round the world adventure trek featuring a Td5 and a V8 example took place during 1998 to show off the new Discovery to the press and waiting customers alike. The route (which also involved an Ifor Williams trailer) started in London and ended in Paris, but went via Western & Eastern European countries, Turkey, Iran, Pakistan and india, before the convoy was shipped to Australia. Further travel saw the two vehicles pass by Ayers Rock and then onto Melbourne and Sydney before the vehicles were then shipped to New York. From there they were driven to Central America having passed through New Orleans and Houston, after which Guatemala, El Salvador, the Honduras, Nicaragua and Costa Rica were all visited before a final boat journey bought the vehicles back to Europe. A visit to the Spanish Pyrenees and the French Alps took place before the vehicles arrived at the Paris Motor Show, where the European premiere of the Discovery 2 was due to take place.
The Discovery 2 was very well received by customers and it won several awards during its time on sale. Enthusiasts were delighted that the new model was a mixture of what had become traditional Discovery elements combined with a host of extremely useful new ideas and innovations. Families liked the spacious environment and the practical uses to which the vehicle could be put to, as did business and trade customers alike. Sales went up and up and the financial boom of the 2000's assisted these sales somewhat. However, a problem emerged for car manufacturers during 2001 when it emerged that vehicles on sale in the UK and the Republic of ireland were not being sold with the same amount of factory fitted features as cheaper models were in the rest of Europe. Land Rover was not able to avoid the fate that befell all manufacturers when an investigation by the Society of Motor Manufacturers and Traders ended with a ruling that car prices in the UK were far too expensive. A lot of potential sales were being lost to personal imports being arranged by customers going to dealerships in places such as Holland, who for some unofficial reason had access to UK right-hand-drive models available at some 25% discounts when compared to the official UK price lists at the time.
Land Rover's answer to the problem was to completely revamp the options lists for all its vehicles, so in the case of the Discovery 2 in the UK that meant a new line up consisting of "E”, "S", "GS", "XS", and "ES" models along with a special edition "Adventurer” and a customisable "Autobiography” version. Each of these models had more standard features than ever before, and it could be argued that in the vast majority of cases one could simply choose a model and a colour and get everything you wanted without having to place a special factory order for your new Discovery.
There were a number of other special editions launched in the UK during the sales period of the Discovery 2 including the Braemar edition in Scotland. In the Republic of Ireland the line-up simply consisted ofthe "S", "GS”, “XS” and “ES” models, all attracting the high 30% Vehicle Registration Tax and Road Tax rates of almost a thousand Euro per year! There were also Commercial van versions in both territories (see later chapter for details).
Discovery 2 (2002 - 2004)
The 2003 model year saw a facelift which incorporated a large number of revisions and changes to what was essentially still the Discovery 2. It had become almost customary for motor manufacturers to release what they called mid-term updates to most models and Land Rover (who were a part of Ford’s Premier Motor Group at this stage) were beginning to follow this routine. Project "L318” was a major development costing over £24 million and took some two years to complete. The testing programme for the L318 was the largest one ever carried out at that time and took place in a number of locations around the world.
Revealed to the public at the New York Motor Show on the 27th March 2002 the revamped Discovery 2 featured new "pocket" headlamps (circular separated lamps incorporating indicators and side lights all contained in a clear Perspex enclosure which fitted into the slots left by the headlamps and indicators of the previous model) with a larger grille and a shallower bumper incorporating optional circular fog lamps. To the rear there were new lamp clusters and revised lamps in the rear bumper (which now housed the reversing lights instead of the indicators). These revisions gave greater front and rear ground clearance whilst the new lamps were far less prone to damage due to the use of Perspex.
A new selection of 16 & 18 inch alloy wheels together with thicker roof bars (on some models) gave the new vehicle a more modern look. There were improvements to the handling, braking and steering together with extra mounting points between the chassis and body. The manually operated centre diff lock facility was also reinstated as an option. All previous technologies such as ACE and SLS were still available and were now standard fitments to all Discoverys depending on the number of seats fitted. A few changes to the available paint finishes allowed for some really attractive schemes including the popular Alveston Red and Buckingham Blue choices. Interior revisions included three new colour schemes and some minor changes including the repositioning of the switch that opened the fuel flap to the right of the instrument pod. Sunroofs no longer had roller blinds fitted and all parts were fitted using new techniques that improved noise reduction. All rear seats were fitted with ISOFIX child seat mounting points and improved seatbelts were fitted all round.
Engine choice remained as before although there were minor revisions to both powerplants and there was also the additional choice of the 4.6 litre V8 engine for customers in North America. This engine had been taken from the Range Rover and proved to be a popular choice - as usual it was supplied with the ZF automatic gearbox.
Special editions of this Discovery included the Metropolis (launched in 2002 and including an early form of built-in Sat-nav - these were only available in Java Black) and the G4 Edition launched in 2003 to celebrate the first Land Rover G4 Challenge. It came with some accessories such as a plastic bull bar, a roof rack, and side decals and was available in Tangiers Orange, Borrega Yellow, Zambezi Silver, and Java Black.
Although this particular version of the Discovery had the shortest on-sale period of the model it was very well received by the buying public -to the point where three new special editions replaced the existing line-up in early 2004. The "Base", "Pursuit" and "Landmark" editions contained new levels of standard fitments and were so popular that Land Rover even offered all but the highest version in Commercial format. As had happened at the end of Discovery 1 production in 1998 - Land Rover were keen to empty parts bins to make way for the completely brand new Discovery 3 which had been in pre-production planning for some four years at this point and which had already been spotted on testing runs all over the world.