You wouldn’t know it at a glance unless you’re a serious Land Rover fan, but the Land Rover Discovery has been updated and revised yet again.  As the rest of the revered off-road breed is modernized, with the arrival of the all-new Range Rover this fall and the new-to-America Freelander, the familiar Disco has been upgraded to keep with the times.

The Discovery has long been the flag-waver for Land Rover’s off-road superiority.  The legendary Camel Trophy off-road competition features Discoveries exclusively.  As such, the Discovery is a bit of a throwback when compared to other mid-size SUVs.  It’s got a sturdy ladder frame instead of a more carlike unibody, old-school solid axles front and rear instead of an independent suspension, and a boxy, upright design that’s intended to go into terrain without roads and come out alive.  Unlike the best-selling suburban sport-utes, the Discovery has always kept an eye on the woods and the trails.

Just like the Jeep Wrangler, another legendary hard-core off-roader, the Discovery lacks a truly modern design.  The boxy, upright shape with the raised rear roof is such an off-road icon that it’s been copied by other manufacturers.  That’s not a bad thing.  The familiar Disco stands out among more streamlined sport-utes with a classic look.  Now that “retro” is popular, the Discovery might just seem to be ahead of the trend.  The new look isn’t all that different from the old look, but the Disco adds rounded multi-unit headlamps (similar to those of the new Range Rover) and a new grille.  Sharp eyes will notice redesigned taillights as well.  As always, the Discovery is never just about style, though; the revised front bumper increases off-road clearance.  SE and HSE models are available with very attractive 18″ wheels.

Inside, apart from a few new trim packages, the Discovery keeps everything that made it unique.  The seats are big and chair-like in Land Rover fashion, and the dash layout is somewhat more utilitarian than that of some of the Disco’s plusher competitors.  Rear-seat passengers will enjoy the additional headroom offered by the raised roof, as well as the available twin sunroofs, which give back seat passengers some light and air as well.  The rear door still opens hearse-style, and the little skylights in the rear roof are still part of the package.  Buttons are still scattered insanely throughout the cabin; figuring out how to unlock the doors can be an owner’s manual-consulting challenge.

The new 4.6 liter V8 puts out 217 horsepower.  With twenty percent more torque than last year’s 4.0 V8, the new Discovery offers an even more relaxed drive even over the worst terrain.  On the smooth pavement of suburbia, the Disco is more or less bored.  For those interested in drag racing, Land Rover claims a sub-9.5 second 0-60 time.  That’s not impressive by sports car standards, but forget not that the Discovery is a two-ton truck.  A four-speed automatic with a two-speed transfer case is the only available transmission, and with it a properly equipped Disco can tow up to 7700 pounds.

The new Discovery exhibits the same decent on-road handling as its predecessor, in spite of its off-road-oriented solid axles front and rear.  Actually, let’s amend “decent” to “acceptable.”  The Discovery is clearly not built with paved roads in mind, but it won’t scare you too badly on the highway, thanks to the continued use of available stability control systems.  Land Rover’s Active Cornering Enhancement (ACE) works with the Disco’s self-leveling suspension to reduce body roll in turns–a distinct problem with the high-roofed Discovery.  It feels heavier than any of its competitors on-pavement, which can be a good thing or a bad thing depending on personal taste.  Be forewarned however–this is no Lexus RX300.  The Disco feels like a truck, because it is a truck.  Overall the ride is less wobbly than in the past, but suspension movements are still harsh.

Four-wheel traction control and a Hill Descent Control (HDC) system enhance the Discovery’s off-road ability by allowing it to creep down hills that would have lesser four-wheelers careening out of control.  HDC uses the anti-lock brakes to supplement the lowest gear ratios when heading down a steep, slippery hill.  This offers control a step above the normal ultra-low “creeper” gears found in most off-road vehicles.  HDC supplements the Discovery’s creeper gear and prevents the wheels from locking.  Climbing back up that same slippery slope that HDC brought you down is also easy, with the Disco’s torquey V8 and locking differentials.  Four-wheel disc brakes with ABS are also standard equipment.

The revised Discovery’s brand of ruggedness is all but unique in the mid-size SUV segment.  It’s priced a bit higher than the competition, as a result of all that hard-core hardware, too.  Pricing starts at just over $38,000.

Specifications:
All specs are for the 2003 Land Rover Discovery.

Length:     185.2 in.
Width:        74.4 in.
Height:        76.4 in.
Wheelbase:    100.0 in.
Curb weight:    4576 lb.
Cargo space:    63.3 cu.ft. (seats folded)
Base price:        $38,350
Price as tested:     $39,495
Towing capacity:    7700 lb. (low range only)
Engine:     4.6 liter OHV V8
Drivetrain:     four-speed automatic, four-wheel-drive
Horsepower:     217 @ 4750
Torque:     250 @ 2600
Fuel capacity:    24.6 gal.