BY MALCOLM LIVERMORE | 11th Jul 2001
Range Rover uses a ladder-frame chassis which is designed for greater strength and better crash-deformation characteristics
Re-designed inlet manifold produces 8 per cent more torque and a better power spread, but less power overall
Cast alloy structural sump improves power unit stiffness, resulting in more engine refinement
For 1999 the previously rear-wheel only traction control now operates on all four wheels in all models
Rear suspension uses lightweight composite radius arms made of fibreglass and resin, plus a panhard rod for lateral location
Front suspension uses steel radius arms and a panhard rod
Ride height of Range Rover's air suspension can be set at five different levels
The lowest "access" setting drops height by 65mm compared to standard setting. It can be used at speeds up to 32km/h to give access in limited headroom situations
"Low" suspension setting, which is 25mm below standard ride height, can be used for extra stability at any speed
Power-assistance to recirculating ball steering is modulated so it feels like a manual system in the straight-ahead position
Design of the Range Rover's sump allows the engine to run at fore-aft angles up to 45 degrees and side angles of 35 degrees. Sump capacity is also increased
Four-speed ZF automatic transmission is standard. A heavier-duty version is used with the bigger engine
The transmission offers two modes for on-road use and two low- range models to suit medium or heavy off-road conditions
Transmission is controlled by an "H" gate that allows selection of high and low range with the same lever
Raised edges of bonnet are identifiable Range Rover features. They also help to see extremities of the vehicle when parking
The MK2's instrument panel places switchgear more logically than previous model
Spare wheel is now located under the rear floor to improve loading space inside the vehicle
Range Rover retains the two-piece tailgate used on the original model
Front spoiler is detachable for off-road use