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The LR4 may have a soccer mom stigma attached to it, but its still the real deal.
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The Terrain Response System uses the vehicles onboard systems to tackle any type of terrain.
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Three rows of seating and the iconic raised rear ceiling gives everyone a great view.
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Land Rover did a great job tuning the air suspension, offer the best of both on- and off-road performance.
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Raised to its top level, the LR4 can attack much more impressive obstacles than I thought it would be capable of.
Story and photos by Budd Stanley
Behind the wheel of the LR4 before Land Rover bring back the Discovery .
I must completely confess, I went into this test with a bit of a bias against the LR4. Despite being an aristocratic brand, the LR4 should be turning its nose up at me, tarnishing its interior with my skate shoes and cargo shorts, but I found myself turning my nose up at it just out of spite. You see the LR4 is known around these parts as the "West Vancouver tractor." We know it has excellent off-road capabilities, but the stigma of being the wealthy moms soccer mobile unfortunately eats away at its credibility.
Land Rover have done a fantastic job staying true to the unique design of the original Discover, as it should with a quarter century of tradition to live up to. Although the 2014 LR4 may not look much different to any of its older fourth generation brethren, Land Rover has refreshed it with some modern tech. Most noticeable is the use of LED daytime running lights in the headlight clusters that follow in the footsteps of the Range Rover family, however the main changes come in the powertrain.
New for 2014, Land Rover have outfitted the LR4 with an all-new 3.0L supercharged V-6 that offers up 340 hp and 332 lb-ft. Gone is the fuel sucking 5.0L V-8, and good riddance. The new V-6 is mated to an 8-speed automatic transmission that allows the big heavy LR4 to score 14.6L/100km in the city and 10.5L/100km on the highway. In my testing, I wasn’t able to get very close to these numbers, but with an easy right foot, I did manage 11.6L/100km on the highway with a 13.2L/100km combined average.
With the loss of two cylinders and 200 cc of displacement, many might think the LR4 might be down on power. Quite the opposite, the boosted V-6 puts out more than enough grunt to push the big box down the highway at speed and crawl it over intimidating terrain. However, it doesn't exactly make a pleasing sound on startup, you would think from the makers of the Jaguar F-Type we'd get something better, but I guess they keep the sexy sounds for the sexy sports coupes.
After being drenched in luxury appointments in the Range Rovers, the interior of a base LR4 is rather unspecial it must be said. I’m not saying it’s as bad as a Honda or Toyota, but the base LR4 tester I was in was just nicely done with luxury appointments and wrapped in pretty good materials. Very nice, but not something special. At first, it was a little disappointing considering how spoiled I was in the Rangies, however it didn’t take long for me to start to understand, and actually prefer the LR4’s modesty. Better yet, the more I drove it, the more it seemed to fit me better. The traditionally large greenhouse offers the driver a massive amount of vision out of the vehicle, other than the slightly obscured rear window. In a day when greenhouses are getting smaller and smaller, making you feel like you are driving in a cave, the LR4’s open and airy interior is a breath of fresh air. Three large sunroofs also help its cause.
One thing that constantly drives me nuts is the thick and racked A-pillars manufacturers are building into their vehicles. The LR4 may not be the most aerodynamic vehicle on the market, but the shape allows for the best A-pillars I’ve ever had the pleasure to look around in an SUV, while helping to keep its unique look.
Spec’d out with air suspension; the LR4 provided a nice smooth and soft ride on-road and was surprisingly planted in the corners. Driving other vehicles with airbags for springs, they all seem to posses a lot of body roll and just don’t feel as connected to the road as a vehicle with coil springs, however Land Rover seem to have figured out the right tuning to provide the best of both worlds. You can drop the suspension down for highway speeds and easy exiting, and with the flick of the finger, the LR4 raises 56 mm for off-road duties. That may not seem like a whole lot, but trust me, when the going gets tough, 56 mm makes a big difference.
At its tallest, the LR4 has a ground clearance of 240 mm (9.4 in) with an approach angle of 36.2 degrees and a departure angle of 29.6 degrees. Couple this with the smaller 19-in wheels and larger tires, the LR4 is much less stressful in an off-road environment than its sibling, although I would like to see 17-in wheels offered for those who really do take Land Rovers history seriously. Despite this, the LR4 gave me a huge amount of confidence when it came to tackling off-road obstacles. Toss the Terrain Response System to the appropriate environment, choose 4WD Low if needed, and there was very little that would stop my forward progress into the wilderness. Any time I couldn’t see any obstacles, I could easily call up the LR4’s five digital cameras to provide a 360° view around the vehicle, an option I especially like. While many modern 4WD’s tend to be a bit of a hassle and even a bit stressful to wheel, I found the LR4 a complete pleasure to explore the great outdoors with.
I must admit, once the LR4 and I got to know each other, I really did warm up to it in a big way. The command seating view and unique design of the LR4 really does pay homage to its predecessors and I was able to get that “at one with the vehicle” feeling after only a day of driving. The LR4 does a magnificent job of communicating to the driver what all the systems are doing and what is going on at all four wheels, and it is an intimate feeling I haven’t received with any other modern 4WD. Despite a couple little annoyances, the LR4 and I seemed to be made for each other. I only hope the soon to be released redesign retains its qualities.
SPECIFICATIONS:
MSRP: $59,990
Price as tested: $72,980
Engine: 3.0L Supercharged V-6
Power: 330 hp, 332 lb-ft
Transmission: 8-speed automatic
Curb Weight: 2,565 kg
Wheelbase mm (in): 2,885 (114)
Ground Clearance mm (in): 240 (9.4)
Approach Angle Deg: 36.2
Departure Angle Deg: 29.6
Ramp Breakover Angle: NA
Wading Depth mm (in): NA
Tow Capacity: 3,500 kg (7,716 lb)
Fuel Efficiency (L/100km): City: 14.6 Hwy: 10.5, Comb: 12.8