Land Rover Houston North

  NEW FACE, NEW NAME: Land Rover renames LR3 SUV

Numerous upgrades warranted name change to LR4

By MALCOLM GUNN
WHEELBASE COMMUNICATIONS 

The LR4 is Land Rover's midrange model, but it ranks much higher as one of the more stylish and rugged sport utility vehicles on the market.

From the base LR2 to the extra-premium Range Rover, Land Rover products resonate with well-heeled adventurer types the world over. From clawing their way through near-impassable jungle to carefree cruising down suburban boulevards, these British-built off-roaders have been providing highly capable all-terrain transportation for more than 60 years. Land Rover as well as Jaguar were recently purchased from Ford by the India-based Tata Group, which is now beginning to place its stamp on these luxury-oriented brands.

The model that began as the LR3 back in 2005 has received a significant overhauling for the 2010 model year. It's enough change, says Land Rover, to earn the new LR4 designation. The most noticeable physical change is at the front end with a more stylish grille, bolder bumper and more modern headlamps. The back lights have been similarly updated and both now employ Light Emitting Diode brake and signal markers. The rest of the LR's block-like design, including the distinctive asymmetrical tailgate glass, continues to set this Land Rover apart from the pack.

It's a different story inside the LR4's sumptuous cabin that continues to provide a commanding view for five passengers (seven with the optional third-row seat). The designers literally started from scratch, reorganizing the dashboard dials and switches for easier use and moving the center console closer to the driver. They also added LED ambient lighting and upgraded the real wood trim and leather seat coverings.

But perhaps the most important change is the new standard power-plant. The previous 300-horsepower 4.4-liter V-8 has been replaced by a 375-horsepower 5.0-liter V-8. This is essentially the same power-plant used in the Jaguar XF sedan and uses direct-injection technology, whereby the fuel is sprayed under very high pressure into each cylinder's combustion chamber instead of through the intake manifold. Emissions are reduced, there's improved fuel economy and more power.

For the LR4, the new V-8 has been slightly modified with a deeper oil sump to provide engine lubrication while the vehicle is operating under severe tilting angles when off-road. In addition, a mechanical cooling fan has been added and various components, including the alternator, power-steering pump and starter motor, have been waterproofed.

A six-speed automatic transmission that was developed for the LR3 carries over on the LR4 with only minor modifications.

Land Rover claims a zero-to-60-mph time of 7.5 seconds, which is lively for a 5,800-pound 4x4. On the downside, however, a V-8 pushing around that kind of weight simply murders fuel economy. The EPA rating is just 12/17 mpg city/highway. Certainly a hybrid power-train would smarten things up as would a diesel. The latter is available in Europe and abroad, but, unfortunately, not here.

There are numerous suspension, braking and steering modifications to report. Of particular note is an upgrade to the Terrain Response system, which optimizes the traction and stability control programs plus the anti-lock brakes according to road or trail conditions. A console-mounted control knob can be set for general driving, grass/gravel/snow, mud, ruts and rock crawl. To that list, sand launch control has been added that keeps the LR4 from bogging down.

Both well-equipped SE and more luxury-laden HSE models are offered. The latter is equipped with rear climate controls, premium sound package, upgraded leather seats and a navigation system.

The LR4's base price is expected to nudge the $50,000 plateau, a reasonable sum given the added performance and enhanced luxury features, not to mention being secure in the knowledge that very few impediments will blunt this Land Rover's attack.


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Learning To Love A Rocky Road: The Land Rover Experience Driving School in Montebello

By Ken Aiken

Photos by the author

 

 

The vehicle slides sideways as sand-encrusted tires seek purchase on naked rock.  Even more unnerving is the radical incline angle of the Range Rover that limits the driver's view to treetops and sky. Yet all is as it should be: I'm attending the Land Rover Experience Driving School in Montebello, Quebec.

This is not a training school for those planning on running in the Baja 1000.  In fact, there's rarely an opportunity to shift the vehicle out of first gear while maneuvering around the obstacle course.  The focus of instruction is to build driver confidence, teach basic off-road skills, and train owners how to properly utilize these amazing machines. 

 

Following instructions, I angle the wheels and maintain gentle pressure on the accelerator.  The Range Rover Discovery (LR3) regains traction and pulls us to the top.  Now for the next lesson: descending a steep rocky trail.  With the transmission in first gear, my instructor, Simon, encourages me to take my foot off the accelerator (no problem) and off the brake (are you crazy!?) to allow the ABS (anti-lock braking system) to take control.  With all-wheel drive and independent suspension, the computerized system coupled with high-compression engine braking does a better job descending the trail than I could manage manually.

There are four Land Rover Experience Driving Schools in North America, and each provides a unique experience in terms of terrain.  Each is located at a five-star resort of international acclaim: Equinox in Manchester, Vermont; Biltmore in Ashville, North Carolina; Quail Lodge in Carmel Valley, California; and here, Fairmount Le Château Montebello in Quebec, where the first Land Rover Experience was established.

Located on the north bank of the Ottawa River about halfway between Montreal and Ottawa, Le Château Montebello is the retreat of world leaders and movie stars.  It's the largest log building in the world and has hosted major historical conferences including a recent G8 Summit.  Although the office and headquarters of the school are located in the relatively smaller log structure of the Sports Complex adjacent to the Château, the courses and trails are in the nearby Fairmount Kenauk Preserve, a 100-square-mile expanse of forest and pristine lakes.

My vehicle for the day turns out to be a LR3 with an optional winch.  Built to traverse the toughest off-road trails -- whether through jungle, across savannah, over desert, or in the Northern Boreal Forest -- the interior of this hundred-thousand-dollar technical marvel makes my Jag look almost plebian.  Make no mistake about it:  although the vast majority of these vehicles in North America are owned by soccer moms and commuting business executives whose off-road experience is limited to jumping a curb or traffic island, this Range Rover will tackle anything in the world that's seven feet wide and claims to be a road.

After a couple of hours of driving through trenches and ditches, over large rocks and outcroppings, along watercourses and deeply rutted roads I "graduate" to a real-world trail through the Kenauk.  

The beavers have been busy expanding their territory and I'm forced to drive over their dam and through the shallows to continue on the road.  The Range Rover is not an amphibious craft and there's a technique to driving through water that's deep enough to reach the top of the tires.  However, this is the good portion of the trail.

Sometimes teetering on three tires or scraping the skid plates of the undercarriage we slowly crawl along a trail of deep mud ruts interspersed with rocks.  On the street there's nothing so annoying as a driver who "rides the brake."  Off-road requires a bit of unlearning as the brake and accelerator are utilized simultaneously to minimize suspension compression and rebound.  My calf muscles are cramping as I apply this lesson to the real-world scenario.  Occasional bangs on the undercarriage indicate how well I'm doing.

We stop at the foot of the hill and walk the trail to the crest.  A steep incline with both loose rock and small boulders, this challenge is complicated by a tricky corner in the middle with a drop-off on one side.  Simon gets out to direct me, but this stretch of road has to be traversed by a combination of memory, "feel," and the wheel position indicators on the LCD display console.  

Slow but constant acceleration and careful maneuvering get me up the hill and around the corner, but I lose traction when climbing a series of large rocks.  Now I have to back down to the corner in order to make a second attempt.  The LR3 has an onboard camera that will provide a rear view, but I'm not about to take my hands off the steering wheel to seek the proper button!  Instead I carefully follow Simon's instructions.  The incline prevents me from seeing any portion of the trail, so trust in my instructor and the capabilities of the LR3 becomes of paramount importance at this stage. 

This school is about more than learning off-road driving techniques. Besides individual instruction, Land Rover Experience offers corporate team-building activities.  Mission Impossible, Geo-Cache, Scavenger Hunt, and Off-Road Challenge develop trust and communication skills in addition to developing personal confidence.

We cover about six kilometers (3.7 miles) during our two-hour drive.  Leaving the Kenauk Preserve, the single-lane gravel road feels like an open freeway in comparison. No, this is not the Baja 1000, but it's the most fun I've had behind the wheel of a car in many years.

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By Richard Aucock, MSN Autos

First drive: 2010 Land Rover Range Rover

Range Rover scales to new heights

 

Photo: Land Rover

Hertfordshire, England - Now paired with Jaguar, Land Rover seems to be increasingly influenced by its wise old step-sibling. For example, in years gone by, the Range Rover was all about stately progress and one-upmanship. Performance? Why, dear boy, best leave that to the youth.

With the 2010 model, though, it's changed. The Range Rover has undergone something of a metamorphosis - and turned into a Porsche-slayer. What on earth has happened? Visually, not much. Bodywork changes for the facelifted line-up of Range Rovers are modest to say the least. They're reserved to new a new grille, headlights, and bumpers.

No, the big news is below the surface. Particularly in this six-figure range-topping Supercharged model, which is fitted with the mighty Jaguar XFR's 5.0-litre supercharged V8. Rated at 510 horsepower, it's easily the most powerful Range Rover there's ever been - and 29 per cent more powerful than the outgoing Supercharged variant.

     

It's a clear sign that Land Rover wants to give the Range Rover an edge. Yes, it still attracts country folk, who will remain amazed by its sheer off-road prowess. There's a heritage to live up to here, and no Land Rover will ever forget its 1950s roots.

No longer is the Range Rover just a large SUV. It's a Bentley rival; an Aston Martin for those who want to sit up high. The 2010 enhancements serve only to enhance this.

One possible barrier to Bentley-like performance is the Range Rover's size and weight - it's enormous. Aside from being nearly five metres long, it's also 2,034 mm wide and 1865 mm tall. Yet it only has five seats inside. Land Rover has reserved seven-seat capabilities for the LR3, which starting 2010 will be called the LR4.

But what seats they are. Every occupant sits regally high, has huge amounts of space, and is treated to only the finest trims and finishes. Even the carpets are opulent; the Supercharged model I drove was fitted with cut-pile Wilton carpeting. It's less of a car and more of a boutique hotel.

The Range Rover's 535-litre cargo hold is accessed through the famous split-tailgate. However, because of its height, loading heavy items can be challenging. Certainly, the air suspension can be lowered, but it's still a heave. Should the trunk itself not be big enough for your load, the seats also split 60-40, yielding a van-like 2,090 litres but are not removable.

The Range Rover receives two new V8 engines for 2010. Both are 5.0-litres in displacement and are shared with Jaguar. The firm's engineers designed this brand-new direct-injection motor to offer key characteristics to both brands. The addition of a supercharger boosts the standard unit's 375-hp output to the 510 hp of the test vehicle. With the new engine, Land Rover claims it's more economical - which it is, but this is all relative. On the European test cycle, it consumes 14.9 litres per 100 km; even sans supercharger, this only improves to 14.0 L/100km.

These engines drive a permanent four-wheel drive chassis, which has MacPherson strut in front and double wishbone rear suspension. It uses a unibody construction, but Land Rover says the air suspension has the ability to 'decouple', so levels of wheel articulation can mimic live axle setups. The suspension includes Adaptive Dynamics technology, with continuously variable dampers that adjust 500 times per second.

New brakes have been fitted for 2010, with Supercharged models receiving a bespoke Brembo brake setup that includes six-piston front calipers. Electronic aids include automatic understeer detection, rollover stability control, trailer towing stability assist and an enhanced off-road Terrain Response system. This has an additional sand launch control setting.

The famed Range Rover 'command' driving position sits the driver up very high, with an imperious view over the hood. Deep side windows also aid visibility, although the reversing camera (with reverse assist programme) is essential for parking. This is displayed through the hi-res TFT monitor, which for 2010 features world-first 'dual view' technology. Our European tester allows passengers to watch DVDs on the same screen while the driver sees the navigation route. It has yet to be confirmed for the North American market, though. There are some negatives with the system; it's a bit of a stretch to reach it from the driver's seat and it's a fingerprint magnet.

More forward-looking technology is employed in the instrument cluster. Gone are regular dials - replaced by virtual digitised replicas. They are extremely clear, and also enable the display of multi-varied messages. Less clear is the button-laden centre console, although all trims and components are of the highest quality.

Acceleration is staggering. Four-wheel drive bite and instant supercharger shove mean it's violent off the line. Improbable as it seems, the Range Rover explodes to 100 km/h in 5.9 seconds, and doesn't stop accelerating until 225 km/h is reached. Higher-speed response is very brisk too, but the sheer mass and isolation means it doesn't feel that fast - until you glance at the electronic speedo.

Land Rover has fitted a six-speed automatic that shifts sweetly; but, such is the low-down torquey pull, it's not called into serious action too often. This relaxed air is complemented by very absorbent, smooth-riding suspension. Big wheels can pick out surface scars, but the overall quality is more akin to a cruise liner - albeit a beautifully controlled one. The steering points it accurately in corners, if without the directness of a Range Rover Sport. Handling is also stable, despite quite a lot of initial lean into corners; the air suspension soon firms things up.

Overall levels of refinement are superb. Laminated windows cut road roar, while the suspension filters out road noise, and the engine is virtually inaudible. It's the perfect sound chamber for the exceptional Logic7 audio system.

Rather than consider the new Range Rover as a conventional large SUV, it really should be considered a near-Bentley rival. With its 2010 enhancements, it's every inch the luxury express. Yes, it's expensive, but the finish and ability go some way to justifying it. The performance of the remarkable supercharged 5.0-litre is also supreme - overall, a treat for the lucky few who can afford to buy (and run) it.

Specifications and features of the 2010 Land Rover Range Rover have yet to be finalized and are subject to change.

2010 Land Rover Range Rover
Price base: Call Land Rover Houston North @ 832.249.2000
Type of vehicle: 4WD large SUV
Engine: 5.0L, DOHC 32-valve V8 / 5.0L, DOHC 32-valve V8 supercharged
Power/torque: 375 hp/375 lb.-ft. / 510 hp/461 lb.-ft.
Transmission: Six-speed automatic
0-100 km/h: 7.1 seconds / 5.9 seconds