Mohammad Talha Sajid
For the diesel engine, a six-speed manual transmission was standard. As an option, and as standard on the V8 engine, a six-speed automatic transmission was available. Both came with a two-speed transfer box and permanent four-wheel-drive. A computer controlled progressively locking central differential ensured traction was retained in tough conditions. A similar differential was available on the rear axle to aid traction. The Discovery 3 was fitted with multiple electronic traction control systems. Hill Descent Control (HDC) prevented vehicle 'runaways' when descending steep gradients and 4-wheel Electronic Traction Control (4ETC) prevented wheel spin in low-traction conditions. An on-road system, Dynamic Stability Control (DSC) prevented skidding when steering and braking at speed. The vehicle also featured the 'Terrain Response' system. Previously, off-road driving had been a skill that many drivers found daunting. A wide-ranging knowledge of the vehicle was needed to be able to select the correct gear, transfer ratio, various differential systems and master various techniques required for tackling steep hills, deep water and other tough terrain.
So this was the year for the adventure. Northumberland is a wonderful and mostly under populated county. After a number of castles, one of the classic places to visit is Holy Island so we did, and here is some evidence. We did not stop there other than for the picture and that was when there was no traffic coming onto the island so we were not in anyone's way while we did. Discovery looks next to Katy. After some days at the coast we headed inland and our next stop was Kielder firest where the only rain we had on the trip interrupted our planning a little. They had tried to be nice and gone onto the verge to let someone past which is not a good idea in a 3 ton 2 wheel drive vehicle with road tyres. The people trying to push it were getting nowhere fast and it was just digging in so they were really pleased to see us arrive with Katy and a suitably strong piece of rope. The owner was really happy to have been rescued by the UN! After that we made our way down to Hadrian's Wall where some almost unbroken sunshine made up for the poor weather we had just had.
It took the best part of two days to sort the multiple and overlapping wiring problems on my old Land Rover project car. Of course, after 26 years in the USA, I'd more or less forgotten about the "Prince of Darkness," Lucas Electrical systems, once touted as the best reason ever NOT to buy a British car. How could I ever forget? All those Minis and Maxis and other British Leyland cars I owned? I think I had two or three different Minis, all of which would blow fuses and melt wires. The Lucas company managed to get a UK monopoly on automotive electrical systems in the 1930s, and held it right through to Thatcherism and the eventual demise of British Leyland. After all, why use one wire when five will do? In the end most problems on this particular Lucas wiring system were solved by sistering in new wires all the way from the fuse box to switch to whatever it was, light, horn, wipers, windshield washer, etc &c. Nothing worked at first try. The rear wiring loom literally fell off in my hand, eaten through by rodents.
I鈥檇 rather up my odds and change the fluid every now and then. Note that most high-end cars use special fluids and there are few if any generic substitutes. What about brake fluid? The reason for changing brake fluid is that it absorbs moisture, which rusts brake components from the inside. For many years, European carmakers suggested semi-annual fluid changes, and domestic carmakers didn鈥檛 suggest any brake fluid service at all. The result was frozen calipers on domestics and very little trouble on imports with fluid service. There have not been any changes in brake fluid technology and brake components are still made from similar materials as 20 years ago. Therefore, I feel safe suggesting we adhere to the traditional once-every-two-years fluid flush cycle. The exception to that is cars that get run on the track, where the fluid gets hot, because the heat cycling can accelerate moisture absorption. For cars that run on the track I recommend annual flushes. I think the fluid recommendations above represent a sensible balance that favors extending the life of the vehicle鈥檚 mechanical systems at minimal added maintenance cost. They are based on my study of the cars and lubricants, and my 20-some years of experience as a service manager here at J E Robison Service in Springfield. However, the final decision is up to you as the motorist.
