As much as the revised Discovery 2 was popular with enthusiasts and other customers alike, Land Rover was forced to completely redesign the Discovery in order to keep up with modern vehicle development. Not that this stopped the design team from coming up with even more exciting brand new technological advances and ensuring that the extensive development programme for Project L319 tested these to the absolute limit all over the world. So the Discovery 3 was designed from a blank sheet, the brief being that it still had to behave like a Land Rover off-road.
Due to Land Rover belonging to Ford’s Premier Motor Group at the time of Project L319's development commencing, it made sense to pool some resources from other manufacturers from the same Group. One of these was Jaguar Cars, and they required new engines for their upcoming products. It quickly became apparent that both projects would be able to share new engines and as a result of this the development process was made simpler.
The Discovery 3 was designed "from the inside out" according to Land Rover. The plan was to ensure that up to seven people could be carried in the new vehicle with maximum comfort, safety, security, and that they would also have maximum visibility out of any windows. To combine these requirements with the expected off-road abilities required a new chassis - with a new body design to suit. Land Rover were also working on a design for a sister vehicle to the Discovery, which would share chassis, engines, and some interior parts but which would be smaller and only have five seats -this became the Range Rover Sport and was launched in 2005.
The new chassis was called the T5, and it introduced all round fully independent suspension with double wishbones front and rear (as opposed to the traditional beam axles seen on all previous Discoverys). There was a choice of coil springs on base models or new computer controlled cross linked air suspension linked to new technology called Terrain Response (which allowed the driver to select the type of terrain being driven on from a dial in the centre console -the vehicle would adjust its settings accordingly). This allowed the Discovery 3 to have exactly the same off-road abilities as all previous Discoverys - when raised to the full height the air suspension offered maximum wheel articulation, but when lowered to normal road height gave better aerodynamic response. There was also an even lower air suspension setting that allowed easier loading and unloading of bulky items - operated by a lever located next to the yellow Hill Descent Control button behind the gear lever.
A choice of three engines was offered with the new Discovery 3 (which was called the LR3 in North America). The new TDV6 was a 2.7 litre six cylinder turbo diesel unit (using a single turbo system - where fitted to Jaguar vehicles it was as a twin turbo unit) that was refined, powerful and used variable geometry turbo charging. lt offered 190bhp at 4000rpm and 325lb ft of torque at 1900rpm, utilising common rail technology operating at 25% greater pressure than average. The engine block was made in the form of compacted graphite iron - stronger, stiffer and more durable than traditional cast iron. lt was lightweight yet durable and was modified to fit into the Discovery 3’s engine bay by the addition of an aluminium ladder frame fitted at the bottom of the crankcase to further improve rigidity. With a compression ratio of just 17.3:1 the engine was capable of up to about an average 36mpg (or more depending on the particular road being driven).
There was a choice of two petrol units for the Discovery 3 - a 4.4 litre V8 producing 295bhp at 5,500rpm and 315lb ft of torque at just 4,000rpm, and a 4.0 litre V6 petrol offering 215bhp and 265lb ft of torque (not available in European markets). Both these engines were extensively modified for off-road use and were also used in other Ford vehicles. Both petrol engines were fitted with the new ZF 6HP26 6-speed automatic gearbox unit (also available as an option on some TDV6 diesel Discovery 3's but standard on the top-of-the-range HSE models). This was a computer controlled intelligent gearbox that worked in conjunction with Terrain Response to maximise economy and driveability. There was also a "sport" mode which offered a different response pattern for faster driving. Diesel models could be specified with a ZF 6-speed manual gearbox that also maintained full compatibility with Terrain Response and was popular in mainland Europe.
All gearboxes for the Discovery 3 were linked to a new transfer box which featured electronic button control (thus doing away with the transfer box lever seen in all previous versions of the Discoveryl). The centre and rear (where fitted) differential locks were also electronically controlled and the differentials were mounted directly to the chassis, maximising ground clearance and improving off-road agility still further. The Terrain Response system (accessed via a rotary control located behind the gear lever) offered a choice of five preset driving condition programs: General Driving, Grass/Gravel/Snow, lVIud & Ruts, Sand, and Rock Crawling. All of these choices adjusted vehicle settings to maximise traction on the given surface being driven on at the time. The system worked in conjunction with the following other systems: Engine management, Electronic control system (ECU), the air suspension unit, Dynamic Stability Control (DSC), Electronic Traction Control (ETC), Brakeforce Distribution Control (BDC), Anti-lock braking system (ABS), Hill Descent Control (HDC), and the vehicles electronically controlled differentials. Some say that it is really difficult to get stuck in a Discovery 3 off-road where Terrain Response is fitted!
An electronic parking brake was fitted to all Discovery 3 models; this was operated by a small lever located in the traditional place and labelled with the traditional symbol. On some models this disengaged automatically on hill starts or in traffic when the vehicle was ready to move off. A back-up manual release & engage system was also present hidden behind a flap located just behind the lever in case of failure. Hydraulically operated power assisted rack & pinion steering was standard on all models, with the rack being mounted directly onto the frame to improve response and rigidity. The steering system was further protected by a substantial body-frame cross member.
The body design of the Discovery 3 incorporated most of the features of previous versions including the stepped roofline, large windows, and wheel arch surrounds. However the wheelbase was extended to allow for bigger doors (primarily so that passengers could get into the rearmost seats from the side instead of the rear access). The new Integrated Body Frame structure allowed for enormous strength and rigidity within the vehicle when the body was married to the T5 chassis. Extensive use of computer-aided design combined with the latest production techniques (high strength steel, hydro forming of the frame elements) resulted in a vehicle that had far greater cabin space than the previous Discovery 2 but was only 176mm longer and 30mm wider than before. With boron steel used in the pillars, and with the bodysides welded to the floor, and the bulkheads connected together, the bare shell of the Discovery 3 was constructed almost like a monocoque, but of course was still a traditional separated design like previous Discoverys.
The roof allowed for the choice of all steel, or part large Alpine roof to the rear and a conventional cassette sunroof to the front. Lightweight magnesium alloy was used for the front panel whilst the bonnet was formed in aluminium. Gas struts were utilised to make the opening and closing of the clamshell design bonnet easier (and kept the bonnet open removing the requirement for a bonnet strut when opened). The spare wheel was carried in a cable whinched system mounted underneath the vehicle and the resulting larger rear window featured the characteristic Discovery style of having a lower portion on one side - but this was in fact reversed in comparison to the previous models. Gone too was the traditional sideways opening rear door; in its place was a two piece tailgate - the upper portion opening upwards like an estate car while the lower part could be opened downwards to ease access (it was strong enough to be used as a seat). The upper part of the tailgate could be closed independently of the lower portion allowing the open lower portion to be used as a viewing platform. The inside of the lower portion was also the location for the optional subwoofer fitted to models supplied with higher end audio packages. Lightweight aluminium was again used for both sections of the rear tailgate.
The four doors were made of steel and incorporated side intrusion bars that were reinforced with boron steel. Much thicker than before, electric window switches were now found on each with the large master control panel for these and the electric mirrors located on the driver's door. All exterior bumpers and wheel arch surrounds were made using polypropylene injection moulding techniques, and offered low-speed impact protection. New environmentally friendly paint facilities at Solihull provided the Discovery 3 with a choice of improved finishes each designed to be long-lasting and scratch resistant. Steel panels were zinc coated and alloy structures were treated to prevent electrolytic interaction with adjoining steel panels (this had been a major problem on earlier Discoverys!).
Headlamp units were enclosed in damage resistant polycarbonate (impossible to break by flying stones when driving off-roadl). There was a selection of units available depending on vehicle specification, ranging from twin pocket halogen lamps to bi-functional Xenon projectors with halogen main beam lamps. Cornering lamps were also available in all markets except the USA. These used Adaptive Front Lighting which worked in conjunction with the vehicle’s sophisticated electrical architecture. information is received on vehicle speed, steering angle, axle position and gearing, and the light projectors swivel accordingly. Extra static lights were mounted at 45 degrees (not on USA models) to provide extra light to the direction in which the car is turning. The position of the lights is also dynamically adjusted according to the weights and load distribution of what the vehicle is carrying. Headlamp pressure washing was fitted to vehicles supplied with the Bright Pack (front fog lamps and door lamps). Rear lights were much larger than before and were mounted mid-way on the rear corner pillars; optional lamp guards were available for all lamps.
The Discovery 3 featured a roomier interior than previous models with up to seven seats all suitable for adults (rearmost seats were large enough for 95th percentile adults). The concept of "stadium seating" where each row of seats is mounted higher than those in front was utilised to great effect resulting in brilliant views being seen from the large windows. All rear seats folded flat to create a level loadspace and second row seats move forward to allow access to third row seats. Allowing for the availability of the Discovery 3 Commercial (available firstly in the Republic of Ireland and in the UK from 2007) the Discovery 3 was therefore available with one row (two front seats), two rows (five seats) or three rows (seven seats), with a choice of fabric or leather seat facings. Power adjustment was available on front seats fitted to higher end models; other front seats had manual adjustments with driver's seats offering height adjustment to boot. ISOFlX mounting points for child seats were standard fitments to outer seats in the second row. Leather front seats (where fitted) featured armrests and tilt adjustment. The second row seats on five seat models split 65/35 whilst on seven seat models all seats folded individually.
Stowage facilities within the cabin of the Discovery 3 were impressive with no less than two gloveboxes fitted as standard on all models to the passenger side (one suitable for holding the vehicle’s printed manuals and documentation). The lack of a conventional handbrake lever allowed extra space for a large cubby box, coin trays, cup holders and power points to be installed within the centre console area. The lower part of the cubby box could be specified with a cooling system to keep drinks cold. Numerous other bottle holders were conveniently positioned within the interior, for every seat. Netted recesses were fitted to rear seat areas and large map pockets to the rear of front seats.
The facia was made using thermoplastic urethane and was supported on a cross beam (formed from die-cast magnesium alloy to keep weight down) resulting in a much reduced tendency to rattle. Switchgear was plentiful when compared to previous Discoverys but practically designed to control the multitude of options available. Some switches were duplicated on the steering wheel such as audio controls. Anti-fade fabrics and technologies were deployed throughout the cabin to prevent the sun's rays from destroying what after all was a reasonably expensive vehicle. Frequently used controls also had a rubberised finish to improve and boost their intended premium finish. Hard-wearing carpets were fitted throughout and a choice of rubber or carpet mats was available through the Accessories lists at reasonable cost.
Air conditioning was standard on all Discovery 3 models worldwide. There was a choice between manual operation or fully automatic climate control. Both shared control positions within the facia with the manual option having one dial for temperature, one for fan speed, and one for air direction control. The automatic option used two temperature setting controls (one for each side of the vehicle) and a button for switching between automatic control and fan speed. A particulate filter and an additional lap cooler vent for the driver were also fitted. Air vents were operated by the use of a thumbwheel design of control. Two vents for second row seats were located at the rear of the centre cubby box. Demisting vents for all front and side windows were also fitted as standard. An additional fuel burning heater could be specified in some colder-weather markets, whilst rear climate control could be specified in other markets.
All Discovery 3’s came with a tachometer, speedometer, fuel and temperature gauge, and two LCD displays (one giving distance information, the other giving feedback information such as mpg and messages) within the instrument cluster. It was also lit using waterfall lighting, the brightness of which could be adjusted on some models. A circular dial for switching on the headlamps along with front and rear fog lamps was located on a panel between the driver's door and the steering wheel column. Airbags were fitted to all seat positions, side airbags being of the curtain variety. Cabin lighting was provided from roof mounted lamps and map lamps were fitted to front seat areas. Two power sockets were to be found in front areas with an additional one fitted to the rear loadspace on some models.
The audio systems provided with the Discovery 3 were not of the standard single DIN type and were mounted behind the centre facia area. A CD player was standard, as was an FM radio with at least six speakers. Mid range models gained a six-CD in dash changer with remote steering controls, whilst the top end vehicles came with a Harman Kardon Logic 7 (seven channel) digital surround sound system capable of playing MP3 encoded CD's and working in conjunction with the optional DVD/digital and analogue TV system. Up to 14 speakers could be fitted to the Discovery 3 alongside a subwoofer mounted in the lower rear door.
Higher end models could be specified with a satellite navigation system that used a seven inch centrally mounted screen in the facia for output. Traffic Management Control could be further specified with data shown on the actual maps and alternative routes shown. Voice recognition was also available on some models and the same screen showed other information such as a digital compass and Terrain Response settings, including a graphical representation of the exact position of all four wheels. Mapping updates were available at servicing times and were DVD based.
Bluetooth capability was available on some Discovery 3 models and was operated through steering wheel mounted controls (which was also where cruise control switches were to be found). This allowed mobile phone calls to be taken legally whilst on the move and was compatible with a large number of different mobile phones available at the time. lncoming sound from mobile phone calls was routed through the vehicle's speakers; a microphone was mounted in the vicinity of the driver's seating area. Software updates (usually available at servicing times) allowed for newer mobile phones to be able to integrate with the system.
A punishing testing schedule ensured that the new vehicle was going to be able to cope with whatever it was asked to. Testing took place across five continents in all possible climates from -40°C to +5o°c, and covered around 4 million miles! Speed laps took place on the long Nurburgring circuit in Germany and a continuous drive test at the Nardo bowl in southern Italy. The Millbrook testing ground in Befordshire was used for on road composure testing whilst the MIRA facility and Ford’s Lommel engineering faculty in Belgium were also used for mixed surface and airstream proving. City driving tests took place in Tokyo and Las Vegas, whilst the audio systems were tried out for long range aerial reception strengths in Denver and New York. At Eastnor Castle in Herefordshire, off road testing took place using an early Discovery 3 mule carrying the registration plate W466EAB. Other similar tests took place in Scotland and at a former military training ground located somewhere in South Africa. Finally, Austria saw towing testing take place, where the high mountain passes proved a great place to tow a laden 3.5 tonne trailer!
When launched on sale in November 2004, the Discovery 3 cost between £26,995 for the entry level five seat base TDV6 diesel model and £46,995 for the top of the range V8 petrol HSE version (UK prices). ln North American markets prices started at around $44,995 (USA) whilst prices varied throughout Europe and other areas. Sales remained strong despite waiting lists and delays, with customers providing feedback right from the start. There were a few technical hitches with some of the new toys fitted to some vehicles but these were all fixed using software updates.
The Discovery 3 was a huge instant hit worldwide. It won a total of over 120 awards from various agencies during its on sale period. lt won the "Best Large 4x4 of the Year" from the UK’s What Car magazine for each year of its production. In 2006 it collected awards from the Ulster Motor Writers Association through the AXA Car of the Year and AXA Leisure Vehicle of the Year categories. It also won the Irish Car of the Year, Irish 4x4 of the Year, and Irish 4x4 Commercial of the Year awards on numerous occasions. Auto Express magazine also awarded the Discovery 3 for several years running. Of course, due to its exceptional towing abilities, the vehicle has also been awarded many times by Practical Caravan, What Car, and the Camping & Caravan Club Towcar awards. Finally, in 2007, Planet 4x4 awarded the Discovery 3 as the Most Practical 4x4, where it scored an impressive 93 out of 100 points. The same magazine also decided to award the title of Best 4x4 on the Planet to the Discovery 3 at the end of 2007!
During 2006 special versions of the Discovery 3 (painted in Tangiers Orange) took part in the second running of the Land Rover G4 Challenge, with 38 examples being shipped out to event sites around the world. Afterwards many of those vehicles went into private ownership and there were also aftermarket accessories made available to turn any other Discovery 3 into a G4 replica (albeit in different paint schemes!). A G4 Owners Club was formed during 2007 to cater for these models and their proud enthusiastic owners.
For the 2007 model year (announced in October 2006) minor improvements were made to the TDV6 diesel engine to improve fuel consumption and to reduce CO2 emissions, making it fully compatible with the then upcoming EU4 regulations within Europe. A major new stolen vehicle tracking system called Land Rover Watch was introduced as an option -it used GSM technology to track any vehicle it was fitted to in the event of the vehicle being reported stolen. Insurance discounts were available to those whose vehicles were fitted with this package, which cost £999 in the UK.
300 special edition Discovery 3 Pursuits were released for sale in the UK in March 2007, featuring Java Black paintwork, Ebony interior colour scheme, 19 inch alloy wheels, automatic transmission, leather seats with manual adjusters, chrome finished mirror caps, body coloured wheelarch surrounds, and a price tag of £30,995. A carbon offset programme was introduced by Land Rover to cover all new and some used vehicles in 2007. This effectively offset CO2 emissions produced during the first 45,000 miles of a Land Rover products lifespan through the payment of a fee (included in all new UK sales). The scheme could be extended when that mileage is exceeded or applied to earlier models through the payment of extra fees. Customers who did so received a windscreen sticker and a certificate of confirmation, and details of where the scheme’s administrators, Climate Care, were using funds which had been raised through the scheme.
Other modifications made to the Discovery 3 range during 2007 included making a Tyre Pressure Monitoring System available as an option (it cost £385 in the UK), and reversing sensors could now be ordered on GS models. An updated version of the Premium Navigation system included the option of being able to pick up both analogue and digital (Freeview in UK) television signals, with the audio output through the vehicle speakers (an extra £500 in the UK, also available on the new UK spec Discovery 3 XS Commercial).
A milestone for Land Rover was reached on the 8th May 2007 as the company produced its four millionth vehicle - a Java Black Discovery 3 HSE. It was presented to the Born Free Foundation for use as a Rapid Response Vehicle in their fight to save the African lions (amongst their other work in animal conservation and wildlife welfare). The British actress Joanna Lumley collected the vehicle at a ceremony held at Land Rover HQ, Solihull, in her role as patron of the Foundation.
Prices for the Discovery 3 range in 2007 in the UK were from £27,215 for the five-seat entry level model through to £43,715 for the HSE auto. Other models in the range included the GS at £29,715, the XS at £32,715 and the SE at £37,215. As usual, prices in other markets varied depending on local taxation rates.
The UK Highways agency bought a large fleet of Discovery 3 vehicles during 2007 to replace earlier examples. Each vehicle in their fleet typically clocked up an average of 200,000 miles in any given 18 month period in their role looking after the motorway networks, so a vehicle such as the Discovery 3 was ideal for the job. This was proved during the dreadful flooding seen in the UK during late 2007, early 2008, and the terrible snowfalls during the winter of 2009/2010.
Changes to the interior finishes were the main improvements to the Discovery 3 for the 2008 model year. Real wood veneer finishing plates were made available for the first time on the HSE models in two choices (Grand Black Lacquer or Straight Grained Walnut). The HSE also gained "Premium" ruched leather seats with powered lumbar support (in some markets). Lower models received "Ebony" centre stack and Noble Plate finishes on some controls, whilst speakers gained a silver plated finish.
Sales of diesel engined Land Rover products were so strong in European markets that the decision was taken to cease marketing petrol engined Discovery 3 models from the start of the 2008 model year in all European countries. As a result of this more diesel engined vehicles were built at Solihull and Halewood (home of the Freelander 2) than ever before with an estimated 90% of global sales being diesel powered. The alarming rate at which fuel prices had risen in Europe had a large part to play in this situation!
Despite global recession, sales of Land Rovers during 2009 remained strong although down on previous years. Recognising this, the Discovery 3 range was reduced in size to just four models for the 2009 model year - "Base”, "GS", "XS" and "HSE”. The HSE came with body coloured front bumpers and wheel arches as standard whilst the XS gained the base Navigation pack. Stocks built up as the UK recession bit, which meant some great deals could be had on forecourt deals all over the country.
Some countries (including the Republic of Ireland) experienced severe difficulties as distributors fell victim to the global financial problems and went bust, leaving customers stuck. In amongst all that, Land Rover announced details of something unexpected - instead of simply releasing a mid-term revised model of the Discovery 3 they were going to launch the 2010 model year Discovery as the new Discovery 4. So at the end of April 2009 production of the Discovery 3 ceased altogether and the lines were re-organised to commence building of the new vehicle from June that year. This time however, as the Discovery 4 was to use the same chassis and body as the Discovery 3, there was no need to empty parts bins as some alloy wheels and other parts would be carried over into the new vehicle, to be available to collect from September 2009.