Land Rover LR3 reviews

2005 Land Rover LR3 Driving Impressions

Our test drive took us through rush-hour highways, over bridges, along winding two-lane country roads and across several miles of flooded, muddy, rock-strewn forest trail. As the hours and miles rolled on, comfy seating and a quiet environment kept fatigue to a minimum.

Driving on paved surfaces, the immediate sensation is of security, composure and protected personal space. The driver is seated high above the average car, and insulated from outside noises, vibrations or intrusions. The thick steering wheel is notably solid and progressive, transmitting very little road vibration. Land Rovers of the past have always relied on a heavy ladder frame. The LR3 uses a combination monocoque/frame with a system of bracing that supplies sufficient rigidity to support a long-travel suspension. It is the basis for the LR3's lighter weight, crisper handling, and solid feel.

The suspension, biased toward on-road comfort, is pleasantly cushy on the highway and large roads, soaking up bumps and potholes with minimal jarring. On two-lane mountain roads, the chassis might not feel as taut as, say, a BMW X5. The LR3 will reliably hold a given line through a tight corner, but shows some body roll when pushed. The 60-series tires on our HSE, on 19-inch wheels, seemed to supply more grip through corners than the air springs encourage. However, it would be incorrect to suggest that the LR3 is vague or lumbering. With rack-and-pinion steering, independent double-wishbone suspension at all four corners, stiff wheels, wide tires and the latest in electronic stability control, the LR3 is easy to drive at speed with confidence on demanding roads.

Braking is remarkable, both in terms of overall feel and sheer stopping power. The pedal is progressive, with no vibration coming through, and it always feels that there is more stopping power readily at hand. The brakes themselves are large 13.3-inch discs (13.8-inch discs at the rear) with four-channel ABS, and the anti-lock brake system also works off-road. Enhancing the hardware is an array of electronic systems, such as Electronic Brake-force Distribution (EBD), Emergency Brake Assist, Cornering Brake Control (CBC) and Active Roll Mitigation (ARM). Essentially, all of these systems track driver input at the wheel, throttle, brake pedal and compare it to what is happening at each wheel. When a tire loses grip or an emergency braking situation is sensed, one or more of these systems react to improve the vehicle's operating position. In many cases, these adjustments will be transparent to the driver.

Two brake-based systems, Hill Descent Control (HDC) and all terrain Dynamic Stability Control (DSC) work to enhance driver control in difficult terrain. The Hill Descent Control system, used to restrict downhill speeds on steep terrain, is adjustable through the steering wheel cruise control buttons.

The LR3 is the first Land Rover to offer strong throttle response. The 4.4-liter V8 is a stroked version of Jaguar's 4.2, adapted to the LR3's particular requirements. The increased stroke length enhances torque, so that the V8 delivers 315 pound-feet at 4000 rpm. Combined with the electronic six-speed transmission, the LR3 moves out smartly at part throttle, and has passing power in reserve. Land Rover says the LR3 can accelerate from 0-60 mph in 8 seconds.

The ZF six-speed automatic transmission offers a manual mode that allows the driver to hold on to a gear when desired, as when climbing a hill or pulling a load. In addition, the engine is protected from the special demands of off-highway use by enhanced dust- and water-proofing, with a revised air intake to enable the LR3 to move through up to 27 inches of water.

Drivers can select optimum performance for trail conditions via the LR3's Terrain Response System, which has separate logic for use in wet grass/gravel/snow, mud or ruts, sand, or rock crawling. In fact, only when used as a recreational tool is the LR3 full