Land Rover LR3 reviews

2006 Land Rover LR3 Driving Impressions

Driving the Land Rover LR3 down flooded forest trails, curving mountain roads and high-speed freeways has revealed a class-leading combination of capability, utility, luxury and style. The LR3 handles the toughest of off-road obstacles brilliantly, yet is comfortable on rush-hour freeways.

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.

The LR3 is truly a new generation of vehicle for Land Rover: For the first time it uses a combination monocoque/frame with a system of bracing that supplies sufficient rigidity to support a long-travel suspension. This setup replaces the traditional Land Rover body-on-ladder frame structure. This new approach accounts for much of the LR3's lighter weight, crisper handling, and solid feel.

The LR3 is pleasantly cushy on the highway and large roads, soaking up bumps and potholes with minimal jarring. Its suspension provides more on-road comfort than was the case with the previous Discovery. Granted, the LR3 doesn't feel as taut as a BMW X5, but it's more comfortable than the X5 on dirt roads.

The LR3 will reliably hold a given line through a tight corner, but the air suspension allows some body travel. On corners, the body rolls (leans) slightly, but the grip of the tires is readily apparent, creating a slightly disconcerting feeling of hanging out over the edge of the road. Nevertheless, 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 longer we drove, the more confident we became of the LR3's capabilities at speed.

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 like 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. 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. What the driver will experience is better control in serious stopping and handling situations.

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 offers strong throttle response, a departure from older Land Rovers. The 4.4-liter 300-horsepower 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 V8-equipped LR3 moves out smartly at part throttle, and has passing power in reserve. Land Rover says the V8 can accelerate from 0-60 mph in 8 seconds, which is respectable performance.

For owners who don't need heavy-duty grunt, the new V6, with 216 horsepower and 269 pound-feet of torque, is enough for nearly all applications.

With its lengthened wheelbase, the LR3 can now be considered a serious tow vehicle for a ho