England—If there were one major aspect that impresses about the Land Rover, it is the extraordinary breadth of capability shown by the company's cars, not least the LR4 we sampled in Scotland recently. The scope of every Land Rover's operation is striking. One moment you're cruising Britain's motorways at 80 mph on beautifully damped air springs, ensconced in soft leather, the next you're nearly door handle deep in liquid mud, scrabbling for a way back onto the path. LEDBURY, It seems unimaginable that anyone would want to subject their cherished personal transport to this kind of abuse, but that's what every Land Rover is engineered to do. What's more, the 2010 LR4 continues to serve up luxury and off-road performance with panache. —Barry Winfield
The Specs
Now powered by a new direct-injection 5.0-liter V8 engine, co-developed with Jaguar, producing 375 horsepower and 375 lb-ft of torque, the LR4 has about 25 percent more power than was available in the LR3. In fact, Land Rover is proud that the new car accelerates to 100 mph and then brakes to a complete stop before the previous model reaches 100 mph. And they quote the zero-to-60 mph sprint takes just 7.5 seconds.
Called simply the LRV8, the new engine boasts variable valve-timing and lift, the latter provided by a spring between the cam follower and valve stem that reduces or increases the valve excursion. The phase-shifting aspect of the valve-timing control is powered by the torque pulses of the valve train itself, rather than by a power-robbing oil-pump.
Designed to meet the latest ULEV2 emissions requirements, the LRV8 has cut CO2 output by 8 percent, yet equals the fuel consumption figures—12 mpg city and 17 mpg highway (8.3 gallons/100 miles and 5.9 g/100m)—of the outgoing 4.4-liter engine. This motor is mated to a six-speed ZF transmission calibrated to match its specific characteristics. Abundant low-rev torque has allowed higher gearing with much more frequent torque-convertor lockup for optimal efficiency.
The suspension has been revised over the previous LR3, with a new variable-ratio steering gear and new front knuckle design to close the gap between the car's center of gravity and the suspension system's roll center in order to reduce roll motions. Further roll control is provided by a larger anti-roll bar.
For 2010, the LR4 features revised versions of Land Rover's hill descent control and terrain response system—a rotary switch-selected device that offers five specific chassis and drivetrain calibrations tuned for almost any circumstances you're likely to encounter: normal highway driving, grass/gravel/snow, sand, mud and ruts, and rock crawl.
Capping the comprehensive engineering upgrade is a noticeable restyling job by design director Gerry McGovern, employing new headlights, honeycomb grille, and front bumper in a more contemporary and integrated look. New rear lights help update the tail end, too.
An all-new interior provides a much improved ambiance. It's studded with the trappings of modern vehicular luxury, like a five-camera surround system (that even shows what's beneath the front of the car), keyless entry, push button start, electronic parking brake, iPod input and some of the most sophisticated thin-film displays (for onboard systems) we've seen.
The Drive
The LR4 is still a big, heavy vehicle, and the addition of extra equipment has not changed that fact, despite several simultaneous weight-saving strategies. But the big Land Rover's torquey engine, smooth transmission and smart suspension all team to provide the car with a poise and agility that belies the 5800-pound avoirdupois.
Ride motions are well controlled, and without any excessive roll and pitch to confound its handling the LR4 imparts considerable driver confidence. Now fitted with 19-inch alloy wheels and surprisingly low-profile mud-and-snow tires, the LR4 handles predictably and can be pushed harder than anyone has the right to expect from something this heavy.
The car's real charm lies in its Jekyll-and-Hyde character shift. The LR4 is able to strafe the freeways with occupants sitting comfortably in that commanding position, then pump itself up to ford a muddy-bottomed stream. All with relatively few concessions made to overall utility and convenience. Since not many people will ever exploit the LR4's multi-modal off-road talent, it's just as well that the normal-use calibrations are so user-friendly, offering a plush, well-damped ride with precise control.
The Bottom Line
At $48,100, the base 2010 LR4 comes in at about $1,276 more than its 2009 LR3 predecessor, but the retail cost of its additional equipment is $2,600. Or so Land Rover's marketing guys would like you believe. The uplevel HSE model's sticker climbs from $50,325 to $51,750, but again offers more content than that price difference would cover.
The major difference between old LR3 and new LR4 is that great new engine, although we certainly cannot downplay how much better the exterior appearance and the interior fittings are on the new one. When you're in one, there's an undeniable sense of privilege and security. How do you put a price on that?
