The LR4 is the oldest model in Land Rover’s lineup, even predating its current name. Prior to being dubbed LR4 it wore the LR3

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nameplate, and while the move up in numerals occurred simultaneously with the 2010 model refresh, anyone familiar with the SUV understood that the revised version was merely an LR3 under subtly restyled bodywork.

That classic two-box design arrived on the scene in 2004 as a 2005 model, and immediately won the hearts and wallets of true 4×4 purists along with well-heeled soccer moms. It replaced a ute that had enjoyed a very long and rewarding tenure, the Discovery II that ran from 1998 through 2004, itself only a mild makeover of the original Discovery that entered production in 1989.

To be totally fair, while the LR4 might first have appeared like a subtle refresh as I inferred a moment ago, I for one would choose it over an LR3 any day of the week.

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While its design details were more appealing, notably its revised grille and side engine vents inspired by the previous Range Rover Sport (which have been updated once again for 2014), not to mention reworked front and rear bumpers (also recently updated), revised front and rear lighting clusters featuring LEDs (the new better looking 2014 lights are pure LEDs), new side mirrors (once again renewed) and overall smoother less chunky styling, it’s the SUV’s interior that initially had me at hello.

I was pleased with all that Land Rover had done when I first caught sight of the LR4 cabin four years ago, and it has remained a credible luxury ute ever since. The

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old LR3 had many premium class trappings, but its execution, particularly the quality of plastics plus its fit and finish, left me flat. At its price range much more was expected, and the LR4 delivered. Along with the high quality surfaces came a design that’s ultra-posh, with all the expected genuine woods and metal accents, beautifully detailed switchgear including the same rotating gear selector first used in Jaguar models, which powers upwards from its flush lower console mounted position – adding major wow factor while being a highly efficient use of interior space.

Such was the same with the 2014 LR4 recently tested, despite being trimmed out in top-line HSE Luxury guise. In base trim the LR4 gets no additional moniker, while the model just below is simply dubbed HSE. If you think a large Land Rover is out of your price league, you might be surprised to find that the base LR4 starts at

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a very approachable $59,990 plus freight. The HSE has a starting price of $64,990, which incidentally is thousands less than a Volkswagen Touareg I tested during the same month, while my top-line LR4 Luxury tester is the only trim to bypass the $70k mark, at $72,990. Certainly these are premium prices, but consider that fully-loaded GMC and Buick seven-occupant crossovers reach into the low- and mid-$60k price range respectively, and that larger GM SUVs, which include the Chevy Tahoe and GMC Yukon, delve into the $80,000s (while the Tahoe/Yukon-based Cadillac Escalade carries a base sticker of well over $80k), it’s a fair asking price for a true premium brand with such a nicely appointed interior, let alone legendary off-road prowess.

I had opportunity to test the previous LR3 in some harrowing circumstance as part of the Land Rover Experience Driving School in Montebello, Quebec, and while this made

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me a true believer in the British brand’s capability on the wild frontier, I’ve yet to experience the improvements made to the LR4 while off-road. It uses the same Integrated Body Frame structure, a unique design that incorporates a rugged frame within a unibody structure for ultimate strength and stiffness yet a level of on- and off-road refinement the Discovery could never match, and carries forward with an updated Terrain Response system, which was very new-tech when it worked miracles on the old LR3. Terrain Response lets the driver choose between multiple terrain settings like general, snow, mud, sand and rock crawl, for optimal performance on any road or trail surface no matter the weather conditions. I quickly learned whichever wheel could find traction would bite into the ground and move the big Land Rover forward, even if only one wheel happened to be gripping terra firma (or the not so firma). Like the LR3, the LR4 uses

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an air suspension for best of both worlds driving dynamics, lower settings assisting on-road handling and taller settings making sure the SUV doesn’t get hung up when scaling foreboding ground that nothing with four wheels has a right to overcome, but somehow the Land Rover can.

While the current LR4’s maximum ground clearance is higher than the old LR3’s at 310 millimetres (12.2 inches), its 32.2-degree approach angle, 22.8-degree ramp angle and 26.7-degree departure angle is less, likely to do with its shapelier bumpers. Nevertheless Land Rover claims it’s a better 4×4, the aforementioned improved Terrain Response system and updated variable ride height-infused electronic air suspension part of the reason, while its lowest garage-friendly "Approach" mode can be useful every day.

Similar

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to the latter, I appreciated its numerous improvements on pavement most of all, where compared to the old LR3 it felt much sportier. Don’t mistake my enthusiasm of the LR4’s comparative prowess for any true sporting pretensions, at least on-road, as even with my tester’s optional 20-inch alloys on 255/50R20 Pirelli Scorpion Zero tires (the HSE comes standard with 19s) this tall family ute isn’t going to make you forget your 2015 Range Rover Sport (review coming shortly) or for that matter something even more pavement-oriented like a Porsche Cayenne Turbo, but it holds its own through the curves and feels solid and planted at high speeds on the freeway, while braking is excellent. Highway cruising is comfortable, extremely quiet (which was surprising considering its brick-like aerodynamics) and plenty fast, while the LR4 is also a joy to maneuver around town,

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the tall SUV’s fabulous outward visibility giving you blocks of forward vision even if cars and lesser crossovers clog the road ahead, letting you plan out your next set of moves even amid dense traffic (raising the air suspension can be helpful in such situations).

Making this new 2014 LR4 feel much livelier through corners than even its 2010 through 2013 predecessor is an all-new powertrain, a lighter supercharged V6 that replaces the outgoing Jaguar-sourced 5.0-litre V8. First off, the SCV6 doesn’t deliver the same snappiness off the line due to 35 fewer ponies at 340 horsepower and 43 less lb-ft of torque at 332, but its still plenty energetic with an 8.1-second run from standstill to 100km/h (the outgoing model hit 100km/h in 7.8 seconds) and amply fast with a top speed of 195 km/h, and its fuel economy benefits far outweigh any performance negatives.

Compared

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to the 2013 model, which was rated at 17.1 in the city and 11.6 on the highway, the 2014 LR4 SCV6 gets a claimed 14.5 L/100km city and 9.9 highway, thanks in part to its standard start-stop system that shuts off the engine when it would otherwise be idling. That’s a significant difference, and while not as thrifty as one of its German competitors that offer turbo-diesel power, even my real-world average of 14 L/100km was livable. Incidentally, new 2015 model year five-cycle ratings show an estimated 16.2 city, 14.3 highway and 12.1 combined, which seems a bit optimistic but more realistic than the previous two-cycle Transport Canada-sanctioned tests.

Still, I’m currently writing this review from Manila, Philippines (where I’m quickly forgetting the cold Canadian winter) and have seen a number of LR4s (a model that’s still dubbed Discovery here) touring better neighbourhoods with ultra-efficient

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3.0-litre TDV6 turbo-diesel transplants behind their grilles, making me wonder why Land Rover doesn’t offer this engine in our market. Land Rover shouldn’t feel like I’m picking on them in this respect, as I question every brand that sells diesels in other markets but chooses not to in diesel-friendly Canada, from Jeep and its Wrangler to Lexus and its LX (Land Cruiser), so I continue my appeal. While I for one appreciate this much more efficient V6 over the last V8, we’re forced to give up some performance for the sake of economy, which wouldn’t be an issue if the brand’s torque-rich diesel was on the menu (the TDV6 produces a robust 383 lb-ft of twist). That our North American-market LR4 requires pricy premium unleaded doesn’t help matters.

The new eight-speed automatic, which adds two additional gears over the outgoing six-speed, is the standard transmission for both gasoline and diesel engines,

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and works brilliantly with the SCV6 in the updated LR4, ultimately smooth around town and on the highway, yet instantly responsive when trying to get the most out of the smaller, less powerful engine. It features manual mode, of course, which can be actuated via paddles on the steering wheel for greater control through the curves or better mileage when short-shifting to save fuel.

An unusual (for Land Rover) but understandable move with the integration of the new SCV6 drivetrain and the mandatory focus on meeting evermore stringent fuel economy regulations that forced this change was making a single-speed transfer case standard, the two-speed unit with its extra set of low-range gears now an option across the line with the addition of the $1,500 Heavy Duty Package, which also adds an active rear locking differential and a full-size spare. This change shows that even Land Rover is owning up to the reality of how most of its owners use

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their vehicles, as big comfortable cruisers for shuttling kids to and from activities, hitting the slopes on weekends and the occasional summer road trip with camp trailer in tow; trailer stability assist comes standard, by the way.

During those trips the entire family should be ideally comfortable, and not only from the aforementioned ride quality. The LR4’s seats are superb, front and rear, while even the third-row allows decent comfort for an average sized adult. Along with third-row vents and separate lidded storage bins there are multiple cupholders back there as well, as there are on all rows, but the seat heaters are limited to the front row in standard trim and the second-row in the HSE (and my HSE Luxury tester). A heated leather-wrapped steering wheel is standard though, as is authentic straight grained walnut interior trim, pushbutton ignition, electric parking

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brake, and a fabulous three-panel sunroof that tilts and slides up front and remains fixed in back. Of course, the HVAC system is automatic, and all the usual luxury-level convenience features such as fog lights, powered and heated mirrors, powered windows, and heated front seats are standard, but don’t go looking for leather upholstery in base trim, or for that matter a rearview camera, powered steering column, or powered rear liftgate. The base LR4 does receive much-needed standard rear parking sensors, mind you, as well as a heated windshield, a trip computer with message centre, an integrated garage door opener, side steps, an alarm, and all the usual safety gear.

With

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the LR4 much of the active safety kit helps it off-road too, especially hill start assist, hill descent control with gradient release control (which brakes individual wheels for optimal downhill control and even works in reverse), gradient acceleration control, roll stability control, active roll mitigation, traction and stability control and its ABS-enhanced four-wheel disc brakes with emergency brake assist, although I’m not sure how this last one would help off the beaten path where this model’s open diffs and electronic locking centre diff need all the electronic assistance available.

Over and above the heated rear seats and grained leather upholstery already mentioned (available in two colours by the way), the second-rung HSE gets passive keyless entry, a 380-watt 11-speaker Meridian audio system with satellite radio,

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a navigation system, a different set of seven-spoke 19-inch rims, halogen headlights with single daytime running lights, upgraded five-mode Terrain Response, and the option of the aforementioned Heavy Duty package, a third row for a full seven seats, plus the Black Design and Vision Assist packages.

My HSE Luxury upped the feature set to include a multi-angle rearview camera within the large full-colour touchscreen infotainment display, a system that’s easy to use if not ideally intuitive (for my brain pattern at least), while useful front parking sensors go along with the standard ones in back, upgraded Windsor leather upholstery, power-folding side mirrors, adaptive HID headlights with special LED signature DRLs, an even better 835-watt 17-speaker Meridian surround sound system, three-row rear climate control, and a panoramic sunroof with powered rear panels, while the option list grows to include an extended Windsor

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leather package to make the LR4’s cabin even more sumptuous. My tester also came packaged with a rear entertainment system that integrated separate monitors into the backs of each front headrest, slick looking and great for second-row passengers but not easily visible for those stuck way back in the third row.

Accessing that third row was made easy thanks to second-row seats that flip up and out of the way on both sides, and as mentioned it’s plenty comfortable back there. That optional third row means that maximum stowage in the rear is limited to just 280 litres (9.9 cubic feet) when all seats were upright, however. Fold these 50/50-split rear seatbacks flat where they remained for the duration of my test week and there’s ample gear toting space at 1,192 litres (42.1 cubic feet), whereas a commodious 2,558 litres (90.3 cubic feet) can be had when the standard

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35/30/35-split second row seats are laid (almost) flat (that’s more than the Mercedes-Benz GL-Class by the way). Actually, you can “push” them completely flat after folding, but it’s a two-step process that first requires you to fold the seatback down and then pull a strap at the base of the seat while pushing down on the top of the seatback to make it flush with the load floor.

On this note I didn’t mention why I left the rear seats folded during the week I had the LR4. Certainly a little more cargo space is always welcome when you don’t need the extra row of seats, but in truth the rear seats are such a monumental pain to lower and raise that I didn’t want to go through the process of walking back and forth between the cargo door and rear doors multiple times, the former which involved actually climbing inside the luggage hold to release both

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the lower cushion and seatback, which are separate pieces that require individual maneuvering. Truly, it’s best to just leave them stowed away and ask your kids not to invite any of their friends for rides.

Despite these seating challenges, I continue to feel a strong pull towards owning an LR4 for myself. Its ultimately serviceable, classic two-box SUV shape now caressed into an expressive statement of premium style, its functional interior made yet easier to use and miles more appealing than the LR3 that came before, its cavernous interior totally suitable to my requirements for utility above all, its newfound fuel friendliness critical for my ongoing budget (or lack thereof), and its seemingly limitless off-road capability perfectly suited to my desire to be as far away from civilization and as deeply lost in the uninhabited wilds of God’s backcountry whenever opportunity allows (or at least fully capable of getting me and the fam back from the ski hill in one collective piece). Yes, the LR4 has become an aspirational family 4×4, yet one that’s affordable enough for many mainstream buyers to reach up and grab hold of. I highly recommend you do.
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