Land Rover LR3 HSEFrom an off-road heritage that runs as deep as the American Jeep comes the new LR3 HSE from Land Rover. The shear level of technology and innovation that Land Rover's new Discovery replacement brings to our market blew our judges away. The spec sheet starts with an aluminum 4.4L V-8 based on the latest Jaguar engine design and an all-new six-speed ZF automatic transmission with a 4.17: 1 First gear. From there Land Rover has added its permanent four-wheel-drive system and an air-ride suspension that acts and reacts to the terrain so you, the driver, don't have to. How? All of these functions are tied together by Land Rover's Terrain Response System, which essentially modifies the actions of seven vehicle systems to provide any driver of the LR3 with all the capability needed to conquer the nastiest trails on Earth.
A few judges found this level of automation to be excessive, especially considering how low-tech, yet capable, the Rubicon Unlimited is. Some even longed for manual command over the traction control, differential locks, and the air-ride suspension so that they could choose the settings. But the reality is that the onboard computer probably does a better job of controlling this many functions than most drivers can. The Terrain Response System in the LR3 divides all possible surfaces into five categories: general driving, mud, ruts, sand, and rockcrawling. All it needs from the driver is a heads-up about what kind of terrain you are tackling and the computer decides how best to get you through it. If you're comfortable with how an automatic transmission functions, you shouldn't have any problem with this type of system.
With all this new technology the LR3 was still plagued in our test by some traditional headaches. It's very heavy, and no matter how great its engine looks on paper, the LR3 is still underpowered compared to the Grand Cherokee. The LR3 is also louder inside than any other SUV in the test except the Rubicon Unlimited. On the street this 4x4 could use more power assist for the steering when making parking lot maneuvers, but it offers an excellent turning radius and amazing brakes to help you avoid accidents.
Take the LR3 off-road and the four-wheel independent suspension quickly dismisses any need for solid axles on a 4x4 like this. The air-sprung suspension combined with the sturdy body-on-frame construction made the LR3 one of the judges favorites in the high-speed dirt sections, and it never let us down in the rockcrawling portions either. If the LR3 has a weakness off-road, it's probably in the sand where the extra weight can literally bog it down.
Specifications
| GENERAL |
| Manufacturer | Land Rover |
| Model | LR3 HSE |
| Base Price | $49,995 |
| Price as Tested | $51,845 |
| Options as Tested | Cold climate package,
heavy duty package, convenience package |
| ENGINE |
| Type | DOHC 32-valve V-8 |
| Displacement (liters/cubic inches) | 4.4/268 |
| Bore & Stroke (inches) | 3.47x3.56 |
| Compression Ratio | 10.75:1 |
| Induction Type | Sequential, multiport |
| | fuel injection |
| Fuel Req. (octane)/Capacity (gal.) | 91/22.8 |
| SAE Peak Horsepower | 300 @ 5,500 rpm |
| SAE Peak Torque (lb-ft) | 315 @ 4,000 rpm |
| TRANSMISSION |
| Type | Six-speed automatic overdrive |
| Model | ZF HP26 |
| Ratios | First: 4.17:1; Second: 2.34:1; Third: 1.52:1; Fourth: 1.14:1; Fifth: 0.87:1; Sixth: 0.69:1; Reverse: 3.40:1 |
| Transfer Case |
| Type | Two-speed full time |
| Model | Land Rover |
| Low-range Ratio | 2.93:1 |
| Axles |
| Front Type | IFS |
| Rear Type | IRS w/electronic locker |
| Hubs | N/A |
| Ratio | 3.73:1 |
| SUSPENSION |
| Front | Independent double-wishbone w/long travel (13-inches) air springs |
| Rear | Independent double-wishbone w/long travel (13-inches) air springs |
| Steering |
| Type | Power rack-and-pinion |
| Turns Lock-to-Lock/Ratio | 3.25/N/A |
| Turning Radius (feet) | 37.6 |
| Wheels |
| Size (inches) | 19x8 |
| Material | Aluminum |
| Tires |
| Size | P255/55R19 |
| Brand | Goodyear Wrangler HP |
| Brakes |
| Front | 13.3-inch discs with ABS |
| Rear | 13.8-inch discs with ABS |
| 60-0 (feet) | 130.16 |
| ACCELERATION |
| Standing 11/44-mile | |
| (seconds @ mph) | 17.39 @ 79.39 |
| Weight (pounds) |
| Curb Weight | 5,796 |
| Advertised GVWR | 7,121 |
| Mileage |
| EPA Estimate (city/hwy. mpg) | 14/18 |
| As Tested (mpg) | 11.13 |
| Dimensions (inches) |
| Wheelbase | 113.75 |
| Overall Length | 189.5 |
| Overall Width | 86.125 |
| Overall Height | 72 |
| Front/Rear Track | 64/63 |
| Front/Rear Overhang | 32.5/45.5 |
| Min. Front Ground Clearance | 9.625 |
LikesDana 44 rear axle and a lockerBetter looking than TacomaSpray-in bedliner and aluminum bed hold-downs
DislikesTailgate is really heavyUgly exposed rear door hingesHigh-speed suspension tuning not as good as Tacoma
VerdictFinally a true match for the Tacoma, with more power and a lower price.