The luxury SUV has come a long way in the last five years. It used to be that any sport-utility vehicle with air conditioning and cruise control was considered a plenty fat (or is that phat?) ride. But by the time Lincoln's Navigator and Lexus' LX 470 arrived on the scene, features such as adjustable height control and park distance control had become standard equipment. For a company like Land Rover, which already considered itself a luxury SUV maker, it was time to reexamine their product line. Leather-swathed seats and electric windows would no longer cut it in this exploding market segment.
Land Rover's response is the Discovery Series II, which was completely redesigned in 1999 and sees only minor trim level revisions for 2000. Included in the redesign was an overall length increase of 6.5 inches and a width increase of 3.8 inches, along with a widening of the front and rear tracks by 2.1 and 2.9 inches, respectively. All this upsizing makes for a roomier interior and a more stable ride.
Curious, then, that despite the Discovery Series II's increased width it still feels claustrophobic inside. Headroom and legroom aren't an issue (cavernous doesn't begin to describe the overhead space), but hip and shoulder room are very tight. While seated in the driver's seat, the clearance between your left shoulder and the driver's door is almost non-existent. This lack of space became painfully intrusive when, during our off-road driving loop, the Discovery was tossed quickly to the right and our left shoulder was bluntly introduced to either the B-pillar or driver's window--"OUCH!" It also makes us wonder what would happen during a powerful side-impact collision. No NHTSA crash data is available yet on the Discovery Series II, but we can tell you that it doesn't come with side-impact airbags, even as an option.
Other than the occasional shoulder bash, the Discovery handles off-road romping like a politician handles controversy and scandal. Last year's redesign added 18 foot-pounds of torque to the Discovery's V8, for a total of 250 at 2,600 rpm. That number, combined with 188 peak horsepower at 4,750 rpm, kept the Land Rover moving briskly up steep inclines and through rock-strewn gullies. We'd appreciate more power, especially since the cheaper 2001, V6-equipped Pathfinder will make a much-higher 250 horsepower while still generating 240 foot-pounds of torque. The Rover's current V8 gets the job done adequately, but with eight cylinders and 4.0-liters of displacement it should do better.
Coil springs at each corner, front and antiroll bars, and a rigid rear multi-link suspension allows the Discovery to remain smooth over the most rutted surfaces, assuring us that we could enjoy our tea and crumpets even while traversing the Australian outback. For those excessively steep declines when playing off-road, the Discovery comes standard with hill-descent control. By engaging this feature with the transfer case in low range, a combination of engine and wheel braking is used to keep vehicle speed below 4.4 mph in first or second gear, and 7 mph in third or fourth. This makes descending steep hills less nerve-wracking because it allows the driver to concentrate on steering and wheel placement while letting the HDC system maintain a slow speed.
On-road travel was equally confident, particularly with the optional Active Cornering Enhancement (ACE) system working to keep the tall Discovery from tipping through fast sweepers or decreasing-radius on ramps. Using computer-controlled hydraulics to control lean, the Discovery Series II offers the kind of stability not normally found in an off-road vehicle. It was almost surreal to drive a towering SUV, with a very high seating position, that didn't sway in corners.
ACE is part of the Discovery Series II's performance package, which, for an additional $2,900, includes 18-inch alloy wheels and 255/55HR-18 tires. This wheel and tire combo, along with our test vehicle's shimmering maroon paint, gave the Land Rover a decidedly upscale look that matched its snooty namesake. Running errands in Beverly Hills felt as natural for the Discovery Series II as running it up hillsides at our favorite off-road park. Its plush interior materials, powerful sound system, dual sunroofs and individual audio controls for each third-row passenger firmly establish this Land Rover as a high-end utility device.
BUT...(you know us Edmunds.com guys, there always a "but") we feel the Discovery still suffers from an unnecessary level of quirkiness. Examples include the power seat controls that are located on the side of the center console. It took us awhile to find them, and they weren't particularly easy to reach once we did. The interior door releases are too far forward and too low for easy access, and the window switches on the center console are at a weird angle (with the driver's window switch partially blocked by the emergency brake handle).
Finally, starting the engine requires turning the ignition key far enough to induce carpal tunnel syndrome. Initially you simply twist the key like in most automobiles, but it just keeps going and going and going until your wrist and forearm are wrapped halfway around the ignition switch. Only then does the 4.0-liter V8 come to life.
Getting in and out of the Discovery presents another potential problem. While SUVs aren't known for their relaxed entry and egress, the Land Rover's high seating position and towering ride height makes the process akin to hoisting yourself into the latest TNN-sponsored Monster Truck. Oh, did you say you have a child safety seat and toddler to put in the second row? Yikes! The rear doors are pitifully narrow, forcing you to maneuver junior and his chair into the second-row seating area with the greatest of care. "BONK!" Oh, sorry kiddo.
As for build quality, an intermittent radio buzz (clearly associated with the ignition system and engine rpm) and a gaggle of rattles from the traction control system, ABS system, and the third-row seating area, kept us from mistaking the Discovery for a smaller, low-priced LX 470, despite Land Rover's hopes and aspirations.
The Series II is a vast improvement over previous Discos, and it now offers a level of luxury and comfort to go along with its outstanding off-road prowess. If Land Rover could iron out the ergonomic and build quality issues, plus give us some more shoulder room, wider door openings, and increased horsepower, they'd have a candidate for best compact SUV status. Until then, the Discovery is an expensive and quirky SUV with an interior design that falls short of its exterior demeanor and overall capabilities.
Land Rover's response is the Discovery Series II, which was completely redesigned in 1999 and sees only minor trim level revisions for 2000. Included in the redesign was an overall length increase of 6.5 inches and a width increase of 3.8 inches, along with a widening of the front and rear tracks by 2.1 and 2.9 inches, respectively. All this upsizing makes for a roomier interior and a more stable ride.
Curious, then, that despite the Discovery Series II's increased width it still feels claustrophobic inside. Headroom and legroom aren't an issue (cavernous doesn't begin to describe the overhead space), but hip and shoulder room are very tight. While seated in the driver's seat, the clearance between your left shoulder and the driver's door is almost non-existent. This lack of space became painfully intrusive when, during our off-road driving loop, the Discovery was tossed quickly to the right and our left shoulder was bluntly introduced to either the B-pillar or driver's window--"OUCH!" It also makes us wonder what would happen during a powerful side-impact collision. No NHTSA crash data is available yet on the Discovery Series II, but we can tell you that it doesn't come with side-impact airbags, even as an option.
Other than the occasional shoulder bash, the Discovery handles off-road romping like a politician handles controversy and scandal. Last year's redesign added 18 foot-pounds of torque to the Discovery's V8, for a total of 250 at 2,600 rpm. That number, combined with 188 peak horsepower at 4,750 rpm, kept the Land Rover moving briskly up steep inclines and through rock-strewn gullies. We'd appreciate more power, especially since the cheaper 2001, V6-equipped Pathfinder will make a much-higher 250 horsepower while still generating 240 foot-pounds of torque. The Rover's current V8 gets the job done adequately, but with eight cylinders and 4.0-liters of displacement it should do better.
Coil springs at each corner, front and antiroll bars, and a rigid rear multi-link suspension allows the Discovery to remain smooth over the most rutted surfaces, assuring us that we could enjoy our tea and crumpets even while traversing the Australian outback. For those excessively steep declines when playing off-road, the Discovery comes standard with hill-descent control. By engaging this feature with the transfer case in low range, a combination of engine and wheel braking is used to keep vehicle speed below 4.4 mph in first or second gear, and 7 mph in third or fourth. This makes descending steep hills less nerve-wracking because it allows the driver to concentrate on steering and wheel placement while letting the HDC system maintain a slow speed.
On-road travel was equally confident, particularly with the optional Active Cornering Enhancement (ACE) system working to keep the tall Discovery from tipping through fast sweepers or decreasing-radius on ramps. Using computer-controlled hydraulics to control lean, the Discovery Series II offers the kind of stability not normally found in an off-road vehicle. It was almost surreal to drive a towering SUV, with a very high seating position, that didn't sway in corners.
ACE is part of the Discovery Series II's performance package, which, for an additional $2,900, includes 18-inch alloy wheels and 255/55HR-18 tires. This wheel and tire combo, along with our test vehicle's shimmering maroon paint, gave the Land Rover a decidedly upscale look that matched its snooty namesake. Running errands in Beverly Hills felt as natural for the Discovery Series II as running it up hillsides at our favorite off-road park. Its plush interior materials, powerful sound system, dual sunroofs and individual audio controls for each third-row passenger firmly establish this Land Rover as a high-end utility device.
BUT...(you know us Edmunds.com guys, there always a "but") we feel the Discovery still suffers from an unnecessary level of quirkiness. Examples include the power seat controls that are located on the side of the center console. It took us awhile to find them, and they weren't particularly easy to reach once we did. The interior door releases are too far forward and too low for easy access, and the window switches on the center console are at a weird angle (with the driver's window switch partially blocked by the emergency brake handle).
Finally, starting the engine requires turning the ignition key far enough to induce carpal tunnel syndrome. Initially you simply twist the key like in most automobiles, but it just keeps going and going and going until your wrist and forearm are wrapped halfway around the ignition switch. Only then does the 4.0-liter V8 come to life.
Getting in and out of the Discovery presents another potential problem. While SUVs aren't known for their relaxed entry and egress, the Land Rover's high seating position and towering ride height makes the process akin to hoisting yourself into the latest TNN-sponsored Monster Truck. Oh, did you say you have a child safety seat and toddler to put in the second row? Yikes! The rear doors are pitifully narrow, forcing you to maneuver junior and his chair into the second-row seating area with the greatest of care. "BONK!" Oh, sorry kiddo.
As for build quality, an intermittent radio buzz (clearly associated with the ignition system and engine rpm) and a gaggle of rattles from the traction control system, ABS system, and the third-row seating area, kept us from mistaking the Discovery for a smaller, low-priced LX 470, despite Land Rover's hopes and aspirations.
The Series II is a vast improvement over previous Discos, and it now offers a level of luxury and comfort to go along with its outstanding off-road prowess. If Land Rover could iron out the ergonomic and build quality issues, plus give us some more shoulder room, wider door openings, and increased horsepower, they'd have a candidate for best compact SUV status. Until then, the Discovery is an expensive and quirky SUV with an interior design that falls short of its exterior demeanor and overall capabilities.
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