The Discovery must rank as one of the cleverest reinterpretations yet seen in the car world. The bluff nose, the slab of bonnet, the stepped roof and the wrap of those rear side windows instinctively tell you not only that this is a Land Rover, but that it’s a Discovery.
Form follows function, however. Every Land Rover must offer a class-leading spread of abilities and that meant rethinking the car’s basic structure. Two separate chassis emerged which, combined underneath the Discovery, are called Integrated Body Frame. This offers the strength of a ladder chassis for off-road performance and, with its unitary body on which the suspension (exotic double wishbones at each corner, and air spheres for springs, or coils for lowlier models) is supported, on-road performance to match the best.
The spec sheet reveals one important side-effect: weight. Even with a magnesium crash structure up front, this car weighs a staggering 2708kg – nearly 200kg more than a VW Touareg V10.
It’s to Jaguar’s credit that Solihull’s loss of BMW petrol and diesel engines has actually granted it access to even finer in-house powerplants. The 2720cc diesel V6 has bracing for the block, revised baffling and pick-up points, waterproofing and a single KKK turbo. Peak power is 190bhp at 4000rpm and torque output is 325lb ft at 1900rpm. Drive is through six-speed manual or automatic gearboxes, both by ZF. Petrol-engined versions can only be specified with the automatic.
All air-sprung models are supplied with the Terrain Response system, an electronic manager that automatically adjusts throttle response, shift pattern, ride height and stability control through five settings, according to the terrain. Combined with an electronically-controlled transfer box, a computer-controlled centre differential and a locking rear diff, it’s clear that Land Rover is continuing its central tradition of providing vehicles with capabilities far exceeding what most owners will ever need.