I like the Land Rover LR4. A good deal. My 1st experience with it was back in 2010, when I drove it on, in excess of and all around Colorado’;s San Juan mountain range. Since then, I have been hooked on the 3-row British brute. I have often liked that, regardless of its leather lining, it has constantly come across as an truthful vehicle. Purposeful, even. It provides no false pretenses as an off-roader, as opposed to any variety of its rivals.
But despite my fondness for the Discovery 4, as it really is known in other markets, even I could not deny that it had become woefully outclassed in a market place of newer products, with Land Rover seemingly unwilling to give it the consideration it deserved. Then, following many years of packed merchandise rollout schedules that saw the total Range Rover line redesigned, Land Rover ultimately took the wraps off of a freshened LR4 at last year’;s Frankfurt Motor Present.
Via a lucky coincidence, I just lately found this beautiful Fuji White LR4 HSE Lux sitting outdoors my residence, waiting for a thorough going-in excess of. Has Land Rover completed adequate to make the LR4 as important to the CUV/SUV pack as the new, lighter Range Rover is to the top-shelf luxury segment?
- The big news is a new powertrain. Now, strictly speaking, the 3.-liter, supercharged V6 and ZF-sourced 8-velocity automatic are not new pieces themselves. You can read all about them in our review of the 2013 Jaguar XF. The LR4’;s setup nets an identical 340 horsepower and 332 pound-feet of torque, a decrease of 35 horsepower and 43 pound-feet of torque more than the discontinued 5.-liter V8. The SC V6, however, nets torque in excess of a wider variety of engine speeds with peak twist accessible from 3,500 to 5,000 rpm, the place the V8 topped out only at 3,500 rpm.
- Still, I wouldn’;t specifically phone the SC V6 swap an improvement more than the V8. The LR4 has by no means been a quick motor vehicle, and that descriptor is not likely to change for 2014. Land Rover estimates the model’;s run to 60 at a relaxed 7.7 seconds, down .2 seconds from the V8 model. Which is 1.5 seconds slower than a BMW X5 xDrive35i and .4 seconds slower than a 302-hp Mercedes-Benz ML350.
- On the road, the results are as expected. With 5,600 lbs of entire body fat to move about, maybe I shouldn’;t have been stunned by the up to date LR4’;s lack of pace. It feels specially slow pulling away from lights, prior to the engine hits its torque peak. At higher speeds, items do boost – mid-selection punch is surely satisfactory, and the LR4 feels decidedly greater when accelerating on the highway.
- I would be lying if I mentioned my emotions on the LR4’;s engine change (and its lack of energy) weren’;t at least partially linked to the lack of the 5.-liter V8’;s sonorous engine note. The V6 just doesn’;t have the same brawny soundtrack at reduce engine speeds, even though there is some extremely obvious supercharger whine at the increased finish of the rev variety.
- As I said above, the LR4 was fitted with ZF’;s 8-velocity automated for 2014, which is arguably the best non-dual-clutch present day transmission on the industry. It scarcely bears mentioning, but as is the case in each and every other ZF-equipped car I have driven, upshifts are quick and smooth, with predicable and aptly timed downshifts.
- As you can see from the pictures, my LR4 was fitted with the distinctive Black Layout Pack. Aside from blacking out the grille, hood lettering, side vents, mirror caps and rear badges, it added a set of twin 5-spoke, twenty-inch wheels. Paired with the Fuji White paint of this tester, the total look was rather intimidating. A friend remarked it looked like a Stormtrooper.
- I’;d wholly suggest going for the Black Style Pack if you’;re in the market place, but do by yourself a favor and steer clear of the twenty-inch wheel alternative. In addition to trimming $ 1,900 from the value, the 19-inch alternative ought to be a bit kinder to the LR4’;s ride.
- There’;s a honest quantity of vertical movement, but it is the way this kind of imperfections feel that truly dooms the 20s. The LR4 is crashy, with impacts having a way of reverberating all through the cabin.
- Possibly my greatest issue with the LR4 I tested was its cost. A normal Disco begins at $ 49,700. My tester, meanwhile, topped out at $ 68,345. That value includes each and every alternative for the HSE Lux trim except for the $ 2,500 rear seat enjoyment method. For reference, my tester was just $ 150 significantly less than the volume HSE trim of the Assortment Rover Sport. Yes, you’;d miss out on a 2-velocity transfer case and Terrain Response 2 Auto, along with a number of other possibilities if you went that route, but the interior, ride and overall driving knowledge are just greater in the Sport. Of course, it really is also achievable to bloat the Sport’;s price tag tag with choices on up to the degree of the prime-shelf Assortment Rover, so the lesson here is actually to be mindful when checking selection boxes.
- The LR4 is what I would consider an irrational acquire. Considering how most of these vehicles are driven, there are much better alternatives out there for the cash – some of which are inside the Land Rover loved ones. The LR4 remains slow, and if you get the 20-inch wheels, the ride isn’;t the biggest. It really is also not particularly fuel productive at 16 miles per gallon combined (I hit just under that). But it’;s a automobile that does not truly feel like something else, and it gives genuine off-road capability in a class the place almost nothing at all else does. It really is an unabashed SUV, and if you can reside with that, it will happily operate for you.