Land Rover Range Rover reviews

2000 Land Rover Range Rover Driving Impressions

We drove a Range Rover 4.6 HSE. The 4.6-liter engine starts instantly, and sings when you rev it to its 5500-rpm redline. The engine is tuned for low-rpm torque for off-road driving. Last year, Land Rover revised its engine with a new engine management system from BMW's 7 Series flagship sedans. (BMW owns the Rover Group.) This boosted power and improved efficiency. The intake systems were revised and a twin-tailpipe exhaust was added. Acceleration from 0-60 mph improved more than 10 percent. For 2000, Range Rover's engines meet California's Low Emissions Vehicle standards. Though more expensive, the 4.6-liter engine is the better choice; the 4.0-liter engine does not offer adequate power for the Range Rover.

The steering is light and feels over-assisted, a trait that's always been part of Range Rover, and the steering feels slow to respond. However, there's a reason for that: When you're driving off-road and on greasy, slippery surfaces, the fewer jerky, quick motions you make, the less chance you'll lose traction. So the steering is deliberately slow. This also makes it easier to make minute steering corrections when climbing up a boulder field.

The throttle pedal has a long distance to travel before you're into big power, too. So, a tap on the gas doesn't mean spinning wheels. This means you can finesse the Range Rover over obstacles easier than other sport-utilities. This wide range of control calls for extra motion to maneuver the Range Rover. You need to turn the steering wheel more, mash the throttle down farther.

The Range Rover provides the driver with lots of feedback. On fast dirt roads, it will drift with its tail swinging wide, more so than any other luxury sport-utility. It doesn't drift far enough to swap ends, but it is behavior you have to grow accustomed to and ultimately gives the skilled driver more control.

Air springs raise and lower the body, making it easy getting in and out. Two high-riding settings are used for ground clearance off road, while two low settings are used for pavement cruising. Ride height is adjusted automatically according to driving conditions; the electronically controlled air suspension provides 5.2 inches of height adjustment over five settings. Around town, the Range Rover moves along at standard ride height. Above 50 mph, the body lowers one inch for better stability in cross winds. Stop and put the transmission into park, and the front springs let loose excess air pressure to lower the body 2.6 inches for easy access. This makes a real difference if you or any passengers have physical or height challenges. Head off road and shift into low range, and it raises the ride height for more ground clearance. It will raise it higher still if it detects you're high-centered on an obstruction. The ride-height can also be changed manually via a console switch. The air springs tend to isolate the body from high-frequency bumps and vibrations.

Off-road, the anti-lock brakes are remarkable. Braking is the last thing you should do when you're sliding down a steep, muddy hill on the fringes of control. But all human instincts tell you to brake. Range Rover's anti-lock braking system senses conditions of instability and compensates, keeping you from making braking mistakes. When you stomp on the brake pedal on a muddy hill, you feel as if the brakes are not doing their job. It's just an illusion: You can trust the Range Rover in these situations, since it applies the correct amount of braking.

Range Rover's ZF electronically controlled automatic transmission uses sensors to monitor engine rpm, vehicle speed and throttle position to select appropriate gears. Range Rover's unique H-gate shifter combines the main gearbox and transfer gearbox into one mechanism, providing convenient shifting between high and low ranges.

Land Rover's permanent four-wheel-drive system makes use of any available traction, even if only one wheel has the tiniest amount of grip. Range Rovers use three