The Land Rover LR4, also known outside of North America as the Discovery 4, is often viewed as the middle-of-the-range, positioned somewhere between the entry-level LR2 and the mighty Range Rover. In my view, this is somewhat misleading as the LR4 is, in many ways, a different animal from the two aforementioned vehicles.
With the Range Rover scaling further and further up the prestige ladder, it left a void for those who wished for a capable, yet perhaps slightly more affordable SUV. Therefore, in 1995 (1989 in the UK) Land Rover introduced us to its first Discovery model, and an instant success, not surprisingly, as it appealed to the family market seeking a well-appointed and competent seven-passenger, midsized SUV.
Of course, while all Land Rover products feature standardized off-road prowess, LR4 owners are perhaps most likely to make use of their vehicle’s capabilities, which is why I feel it differs from the rest of the range. It’s also perhaps why the company lists the vehicle’s water wading depth (27.56 inches) within its sales materials. Try obtaining that information from other SUV manufacturers!
The LR4’s two-level roofline is a dead giveaway when it comes to recognition as a carryover from the original Discovery. I like it and, from what I’ve gathered, so do the younger generation, as they tend to sit higher in it than most other SUVs and therefore enjoy better all-around vision.
Apart from that one nod to the original design, the latest offering appears worlds apart from its predecessor. With just about every SUV manufacturer busy dressing up its product line, Land Rover is no exception to this.
In fact, stepping inside a new LR4, it’s not difficult to imagine yourself seated in a brand new Range Rover. However, dressed or not, the fundamental rule of Land Rover still exists within the LR4, which is to build the most capable 4WD vehicle available and then attempt to make it as comfortable as possible.
With this in mind, the vehicle boasts one of the most sophisticated drivetrains in the business. Its simple-to-operate twist knob selector offers the choice of five settings (general driving, grass/gravel/snow, sand, mud and ruts, rock crawl). The air suspension can then be raised further up to 4.92 inches for use in extreme off-road conditions.
This system also features a clever access mode which allows for the vehicle to be lowered by 2 inches for easy entry/exit. Speaking of which, the split-level tailgate works great as an exterior bench seat or as a platform to stand on while loading items onto the roof. It also allows access to the large, 2,557-litre cargo area.
The LR4 also serves duty as an excellent tow vehicle, as it’s rated for 7,716 lbs or 3,500 kg.
Power comes from a 375-hp 5.0L V8, borrowed from Jaguar, and works well when you need that added oomph for overtaking, capable of sprinting from 0 to 100 km/h in 7.9 seconds. Now that’s quick for a vehicle of this size, especially when you consider that the LR4 is constantly in 4WD mode.
On the road, the LR4 is a blast to drive. Although you’ll possibly pay a penalty for it at the pumps, the power on hand is phenomenal for a vehicle of its size and weight. The vehicle feels what it is, a well-designed SUV with a performance motor under the hood.
However, for me, the ride quality was what truly sold me on the vehicle. You see, I’ve driven too many SUVs which either wallow along with vague steering or, were so tight and responsive that they tire you out and make your teeth chatter.
Somehow, the designers at Land Rover have managed to achieve the perfect combination. Yes, you can still feel the roadway, yet by the time this information has arrived at your steering wheel, it appears to have passed through several layers of cotton wool.
Naturally, for a vehicle which starts at $59,990 and can easily reach well over $70K, you might expect nothing less. However, this is one of those occasions when you have to seriously look at what you’re getting for the money.
Of course, if you read my blog on my past experience with the Land Rover brand, you’re probably hoping for a few insider truths, so I won’t disappoint you.
Heavy on fuel? Yes, traditionally there has always been a price to pay with full-time 4WD vehicles (because of the moving parts involved), and it’s a challenge to make any V8 frugal on fuel. However, I was pleasantly surprised with the new LR4. If you leave the heavy foot at home, it’s surprising what can be achieved. On the highway at 100 km/h, I had no problem keeping under 10L/100km (which is much better than the official figures).
Unreliable? You know, it really annoys me when I hear and read this. Admittedly, the company did suffer from this reputation in the past. Truthfully, this was mostly due to its rapid expansion in North America and the lack of trained Land Rover technicians. From what I now hear from ex-colleagues, today’s products are just as reliable as most other sophisticated high-end manufacturers’ offerings, provided of course that they’re serviced properly.
In fact, a good indication of any vehicle’s reliability is how many techs drive the product they service (the last thing I wanted to do after a day’s work was fix my own vehicle), and most LR techs I know drive Range Rovers!
Expensive parts? Premium brands run premium parts, it’s as simple as that. However, when you’re in a not-so-premium-brand store, check out how their prices have risen of late. The gap today between servicing a Land Rover, Mercedes-Benz or BMW versus a domestic or oriental import is not as great as you may think. Beware though; I’ve seen the MSRP on aftermarket parts priced higher than genuine parts, so always compare the two!
With the Range Rover scaling further and further up the prestige ladder, it left a void for those who wished for a capable, yet perhaps slightly more affordable SUV. Therefore, in 1995 (1989 in the UK) Land Rover introduced us to its first Discovery model, and an instant success, not surprisingly, as it appealed to the family market seeking a well-appointed and competent seven-passenger, midsized SUV.
Of course, while all Land Rover products feature standardized off-road prowess, LR4 owners are perhaps most likely to make use of their vehicle’s capabilities, which is why I feel it differs from the rest of the range. It’s also perhaps why the company lists the vehicle’s water wading depth (27.56 inches) within its sales materials. Try obtaining that information from other SUV manufacturers!
The LR4’s two-level roofline is a dead giveaway when it comes to recognition as a carryover from the original Discovery. I like it and, from what I’ve gathered, so do the younger generation, as they tend to sit higher in it than most other SUVs and therefore enjoy better all-around vision.
Apart from that one nod to the original design, the latest offering appears worlds apart from its predecessor. With just about every SUV manufacturer busy dressing up its product line, Land Rover is no exception to this.
In fact, stepping inside a new LR4, it’s not difficult to imagine yourself seated in a brand new Range Rover. However, dressed or not, the fundamental rule of Land Rover still exists within the LR4, which is to build the most capable 4WD vehicle available and then attempt to make it as comfortable as possible.
With this in mind, the vehicle boasts one of the most sophisticated drivetrains in the business. Its simple-to-operate twist knob selector offers the choice of five settings (general driving, grass/gravel/snow, sand, mud and ruts, rock crawl). The air suspension can then be raised further up to 4.92 inches for use in extreme off-road conditions.
This system also features a clever access mode which allows for the vehicle to be lowered by 2 inches for easy entry/exit. Speaking of which, the split-level tailgate works great as an exterior bench seat or as a platform to stand on while loading items onto the roof. It also allows access to the large, 2,557-litre cargo area.
The LR4 also serves duty as an excellent tow vehicle, as it’s rated for 7,716 lbs or 3,500 kg.
Power comes from a 375-hp 5.0L V8, borrowed from Jaguar, and works well when you need that added oomph for overtaking, capable of sprinting from 0 to 100 km/h in 7.9 seconds. Now that’s quick for a vehicle of this size, especially when you consider that the LR4 is constantly in 4WD mode.
On the road, the LR4 is a blast to drive. Although you’ll possibly pay a penalty for it at the pumps, the power on hand is phenomenal for a vehicle of its size and weight. The vehicle feels what it is, a well-designed SUV with a performance motor under the hood.
However, for me, the ride quality was what truly sold me on the vehicle. You see, I’ve driven too many SUVs which either wallow along with vague steering or, were so tight and responsive that they tire you out and make your teeth chatter.
Somehow, the designers at Land Rover have managed to achieve the perfect combination. Yes, you can still feel the roadway, yet by the time this information has arrived at your steering wheel, it appears to have passed through several layers of cotton wool.
Naturally, for a vehicle which starts at $59,990 and can easily reach well over $70K, you might expect nothing less. However, this is one of those occasions when you have to seriously look at what you’re getting for the money.
Of course, if you read my blog on my past experience with the Land Rover brand, you’re probably hoping for a few insider truths, so I won’t disappoint you.
Heavy on fuel? Yes, traditionally there has always been a price to pay with full-time 4WD vehicles (because of the moving parts involved), and it’s a challenge to make any V8 frugal on fuel. However, I was pleasantly surprised with the new LR4. If you leave the heavy foot at home, it’s surprising what can be achieved. On the highway at 100 km/h, I had no problem keeping under 10L/100km (which is much better than the official figures).
Unreliable? You know, it really annoys me when I hear and read this. Admittedly, the company did suffer from this reputation in the past. Truthfully, this was mostly due to its rapid expansion in North America and the lack of trained Land Rover technicians. From what I now hear from ex-colleagues, today’s products are just as reliable as most other sophisticated high-end manufacturers’ offerings, provided of course that they’re serviced properly.
In fact, a good indication of any vehicle’s reliability is how many techs drive the product they service (the last thing I wanted to do after a day’s work was fix my own vehicle), and most LR techs I know drive Range Rovers!
Expensive parts? Premium brands run premium parts, it’s as simple as that. However, when you’re in a not-so-premium-brand store, check out how their prices have risen of late. The gap today between servicing a Land Rover, Mercedes-Benz or BMW versus a domestic or oriental import is not as great as you may think. Beware though; I’ve seen the MSRP on aftermarket parts priced higher than genuine parts, so always compare the two!
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