“Independent suspension maximises wheel movement”
monocoque body shell to provide an impact-absorbing front end and a rigid overall structure that enhances onroad handling and off-road stability. Independent air suspension, which by this time was fully developed and proven, maximises wheel movement into a combination of huge off-road articulation and ground clearance.
Power from the prolific 2.7-litre V6 diesel is smooth and controllable, making D3 a silent motorway cruiser that will coolly clamber off-road, and helped it gain the reputation of the world’s best tow car. Just a few 4.4-litre V8 petrol models were sold in the UK. Six-speed ZF transmission on both manual and auto variants passes the drive through a chain-driven transfer box with a switch-operated electronic ratio change which, together with an electronic parking brake, reduced clutter in the cab.
Internally, the Discovery 3 is bigger in every dimension, with a third row of adult-sized seats that fold flat into the floor so that, with all rear seats folded, the vehicle becomes a well-appointed, sound-proofed van. Basic interior trim is a tad dull and utilitarian, but still comfortable and supple. Optional interiors reach almost Range Rover standards.
Despite its size, Discovery 3 is an easy machine to drive. Angular body styling, good all-round visibility and a tight steering lock mean gauging the vehicle width on a narrow lane is easy, car park and towing manoeuvrability is a cinch, and the high seating gives an impeccable view of the road all around. Off-road driving is simplified by Terrain Control on all but the basic models, computing all the vehicle’s standard electronic systems including traction control, ABS and Hill Descent Control into a hybrid whole that is honed to whatever terrain type the driver dials in. With such a brilliant formula, what could possibly put anyone off buying this vehicle?
Dispelling the myths
When a wholly new vehicle is developed, things do go wrong. It happens to every manufacturer, and these teething troubles (some of them serious) are rectified and designed out. Affected cars are recalled, fixed and, in theory, the issues should not return. Poor maintenance, untrained mechanics and abusive drivers add more issues to the list. So let’s take a look at the issues that came up on Discovery 3, and should not happen again.
The electronic park brake consists of brake shoes in a drum that is inside the rear brake disc casting. The brakes are applied by cables controlled by an electronic actuator mounted on the chassis. Many expensive actuators were destroyed due to incorrect drum brake settings which, in turn, were aggravated by brake dust building up in the drums. Avoidance is simple. If the system screeches when applied, have it checked right away.
Crankshafts have been known to break. All modern engines are machined to fine tolerances. They’re sophisticated, and they depend on sophisticated lubrication. Ensure the oil and filter is changed regularly using the prescribed premium brand of oil and quality filters. Some failures were thought to be due to incorrect fitting of the oil filters, so use a competent garage that is familiar with the vehicle.
In the engine bay, sump pan corrosion will be spotted by a good service mechanic before leakage causes failure, and it’s an easy replacement. Turbo squeal is often a simple case of gas leakage, and early front diff failures were alleviated by a mod to the diff breather pipe.
Air suspension troubles shouldn’t happen. The concept is sorted, the components are high quality. If you notice the body drop when you switch off, or after standing, it’s a
simple matter of investigating possible leaks or other issues. Most air suspension compressors are replaced because they have been overworked in trying to keep up with leakage that has been ignored, and many compressors are replaced unnecessarily by people who don’t understand the system.
Early electrical issues were caused by corrosion within connectors positioned near the rear left wheel arch. This was quickly identified and addressed and is not expected to recur. Otherwise, the electronic and electrical systems are dependable.
A lot of early fuss was made about the need to lift the body for maintenance work. Look at it this way: if the vehicle is maintained and used properly, these jobs are unlikely to arise anyway.
Yes, the engine bay is packed tight, but good garages have developed ways to work on components such as the turbo and EGR with the body in place. In any case, isn’t that what we love about Land Rovers, being able to take the body off? Some mechanics can lift the body in three hours. It’s designed to come up, and when it’s up, the access is superb, making it cost-effective.
The internet offers horror stories on most cars, but it has to be remembered that only the few disgruntled owners post their stories while the satisfied majority have nothing to say.
Buying a D3
Look for a full service history and written evidence that the timing belt and fuel pump drive belt have been changed every 105,000 miles. A service history with a Land Rover dealer or a known reputable independent is worth a premium because all replacements will have been done on time. Some garages offer cheap servicing by omitting what they deem as unnecessary tasks.
Avoid a car that looks abused or neglected. The body and interior condition gives a clue to care, but also check the tyre brand. Budget tyres may indicate the car has been run on a shoestring, so expect trouble ahead. The diesel should start instantly, run quietly and smoke-free and pull
“The body is designed to come up – and when it is up, access is superb”
smoothly. Gear change on an auto box will be barely perceptible at speed. If the change is jerky or shuddery it may only need an oil and filter change if mileage is over 100k, but ensure it’s put right before you buy.
Lower the air suspension on the switch, then switch to off-road height and note that the car lifts smoothly in a few seconds. If it struggles, a new compressor may be needed. Open the door and listen for park brake screech while applying and releasing the switch. The ride should be firm and comfortable. Steering imprecision or a floaty feeling suggests the dampers are tired. Stiff or jerky steering, or slowness to self-centre on bends, suggests the steering shaft joints are partly seized.
Listen for front and rear knocks on bumpy ground. This may be worn suspension bushes or joints, and it’s usually cost-effective to replace the complete suspension arm, given the low price of aftermarket parts. The tyres should be wearing evenly across the tread. Unusual tyre wear is more likely to be due to inaccurate wheel alignment than bush or joint wear. A grating noise from the front at low speed may be a worn wheel bearing.
The body remains corrosion-free, but check the rear chassis surfaces for rusting, and the structural side sills along the underbody, though repair is unlikely to be needed. Rear brake pipes corrode across the rear underbody but you’ll need the vehicle on a lift to check this.
With the vehicle parked and the suspension at off-road height, you can sight under the body from ahead of the rear wheels through the wheel arches. Keeping yourself clear of the wheel arch, look at the state of nuts and bolts on the air spring fittings and the park brake module (over the diff ). Heavy rusting of fixings can hinder repair work, adding to labour costs. Without going under the vehicle, check the rubber gaiters on the axle joints; a small grease leak here may need the axle removed to renew the gaiter. At the rear, check the spare wheel is present, and the tyre is good.
The choice of model year makes little difference, though it’s worth remembering that pre-2006 models qualify for cheaper road tax and that five-seater versions are in a lower insurance group.
Keeping your D3 on top form
The answer here is simple. Drive the vehicle with respect to it as a piece of engineering, and ensure it is serviced to the correct standards using quality parts and consumables at the prescribed intervals. Then if anything goes wrong, it will be normal wear or tear, or unusual bad luck.
As an example, I bought my 2006 Range Rover Sport (which is exactly a Discovery 3 under the body) knowing it