I'm not an SUV guy. But I'm always intrigued by a well-thought-out vehicle. And once I got past my initial impression of the Land Rover LR3's styling, I found it to be one such vehicle.

The LR3 has been available in SE and HSE forms, and soon a base V6 will be available. For this review I test drove an LR3 in V8 SE trim.

Styling

The LR3 took over the Discovery's spot in the middle of the Land Rover line-up this year. Not being an SUV fan, I've never paid Land Rover much attention. Aside from a brief run around an off-road test track in a Range Rover, I'd never even driven a Land Rover before. Not that I doubted their prowess off-road; I just had no need to venture off the pavement. And I knew that most Land Rover buyers had no more of a need to do so than I did.

But the LR3 had been catching my eye, and not entirely for the right reasons. Boxy and unadorned to a fault, it's just not a conventionally attractive vehicle. The high modern aesthetic might have been taken a bit too far. Or has it? Over time the look has grown on me. I still don't find it attractive, but such a bold statement of hyper-functionality has its appeal.

A similar aesthetic prevails inside. The materials come across as durable, not luxurious. When you think Land Rover do you think wood and aluminum in the fine British manner? Well, you won't find this aesthetic here. The instrument panel is especially hard to the touch. Mind you, this hard plastic doesn't feel cheap, as a fingernail tap discovers a reassuring solidity. That functional thing: "this instrument panel was designed to withstand the charge of a bull rhinoceros." I suppose if you want luxury in a Land Rover you're expected to ante up for a more expensive model.

Accommodations

Land Rovers have always coupled unusually low beltlines (relative to the height of the vehicle) with high seating positions. Though the LR3 feels less airy than the Range Rover courtesy of its massive instrument panel, there's still a lot of glass here. For those of at least middling height visibility will not be an issue.

Shorter drivers might have a problem, though. For reasons beyond my comprehension, this nearly $50,000 vehicle is not equipped with a height adjustable driver's seat. Rather, the six-way power seat adjusts for tilt but not height. If you want an 8-way seat you'll have to spend a few thousand more for the range-topping HSE. (Virtually very website save my own suggests otherwise; they've failed to read the fine print that says "HSE only" for the 8-way seat.)

The front seats are firm and supportive, but not at all cushy. This isn't a cushy vehicle. Lumbar support is manually adjustable in both seats.

I next jumped to the optional third row, and found head and leg room surprisingly adequate. The third row in a Volvo XC90 or Acura MDX is far more cramped. The seat is even a fair amount of distance off the floor; while thigh support isn't great, it is at least hinted at.

Finally, I moved to the second row. Another surprise: although wider, and thus capable of carrying three in a pinch, it otherwise isn't substantially roomier or more comfortable than the third row. Mystery solved: here's where the room for the decent third row came from. The seat cushions in both rearward rows are flat and firm, providing just adequate support and comfort.

Supposedly the standard second row is split 65/35, while a 35/30/35 three-section seat is optional (and included with the third row). However, every LR3 on the lot had the three-section seat, even those without the optional Convenience Package this feature is supposed to be part of.

Beyond the issue of roominess, rear seat passengers are well taken care of. Audio ports are available for both rows, the optional rear A/C includes vents aplenty, and second row occupants have their choice of solid handgrips for excursions through boulder fields.

Interested in cargo capacity more than people capacity? The second and third row fold to form an expansive flat load floor. The second row initially folds to a high position, but an additional step lowers it completely to the floor. End result: the LR3 can carry a lot of stuff. If you need to carry still more, various rooftop carriers attach to the built-in roof rails.

The LR3's interior might not be luxurious, but it excels in the realm of functionality.

On the Road

The 4.4-liter V8, based on the engine used in larger Jaguars, is good for 300 horsepower. While this is enough to rocket the average vehicle down the road, the LR3 tips the scales at over 5,400 pounds. So the 300 horses enable merely adequate acceleration. The six-speed automatic helps extract the engine's best, but this provides the greatest benefit at low speeds. On the highway the huge frontal area takes its toll. I suspect that the upcoming 216-horsepower six will feel downright sluggish. With either engine I'd expect gas mileage in the low teens. The V8 at least sounds sophisticated as it goes about its work. If the V6 is based on the SOHC unit that powers the Ford Explorer, it likely won't sound nearly so sweet.

The LR3 comes standard with an off-road-ready drivetrain. A two-speed transfer case and automatically locking center differential are standard. For even greater capability, an automatically locking rear differential is optional.

The LR3 also comes standard with a height-adjustable air suspension. Aside from enabling the vehicle to be raised a couple of inches for especially rough patches off-road, this suspension affords about as smooth a ride as I've found in an SUV. Noise levels are generally hushed as well, though some wind noise intrudes at highway speeds.

On-road handling is a mixed bag. The steering is about the best I've found in an SUV, nicely weighted and accurate, with good feel on center. At around-town speeds the LR3 even behaves nicely, though its mass is readily evident.

At highway speeds the LR3's dynamics get a bit hairy. A quick lane change effects a disconcerting amount of rear-end sway. It seems the high center of gravity cannot be entirely denied its due. To the LR3's credit, after this initial sloppy motion the suspension firms up considerably and limits lean to a safe angle. I suspect that Land Rover put a lot of compliance into the first inch or so of suspension travel to maximize ride quality, then ramped up the spring rate substantially. Together with a sophisticated stability control system this progressive spring rate strategy likely keeps the LR3 from rolling unless you do something terribly stupid. This said, that initial slop took a considerable toll on my confidence behind the wheel even after I learned to expect it.

Land Rover LR3 Price Comparisons and Pricing

Price comparisons, adjusted for feature differences:

Lexus GX 470: $750 less after a $2,600 adjustment in its favor

VW Touareg: nearly dead even, after a $3000 adjustment in the VW's favor.

Acura MDX: $7,400 less even after a $2,400 adjustment in the LR3's favor

Volvo XC90: $900 less after a $400 adjustment in the LR3's favor

The LR3 compares most favorably against other off-road-capable SUVs, the VW and Lexus. One issue is that the LR3, especially in SE trim, lacks many of the amenities standard on the competition, such as memory for the driver's seat and wood trim. Both the VW and Lexus have much classier interiors. As I've been saying throughout, the LR3's not a luxury-oriented vehicle. It's just priced like one.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the LR3:

http://www.truedelta.com/models/LR3.php

Last Words

My test drive occurred entirely on the pavement. A shame given the LR3's extreme capability off-road. This capability begins with a two-speed transfer case (the mark of a true SUV); a long-travel, height-adjustable, fully-independent suspension; a locking differential or two; traction and stability control systems that provide hill descent control and roll stability control; an optional navigation system that helps out even after you leave the road; and the ability to go through over two feet of water. But what really impresses is a knob prominently located on the center console. All of the above-mentioned systems, and the engine and transmission as well, have been programmed to operate in five different types of terrain. The knob is used to select the appropriate mode: General, Grass/Gravel/Snow, Mud/Ruts, Sand, or Rock Crawl.

During my test drive I had no reason to switch out of "General." And so this impressive "Terrain Response" system becomes a problem. It makes it all too evident that the LR3 is designed for conditions I'd personally not subject it to. Owning this vehicle would pretty much compel me to become an off-road enthusiast. I'd have to change my lifestyle to be worthy of it.

I doubt the majority of people buying this vehicle--and it is selling very well--will ever take it off-roading. How do they justify it? Sure, it has a very functional interior, but so does your average minivan. And there are many other SUVs at this price level with functional interiors and a much higher level of luxury.

I imagine when it comes down to it the LR3's appeal is that it's the real deal. It's authentic. But what use is an authentic vehicle if the driver is not?

Ultimately, I wholeheartedly recommend the LR3 for those who will use it as Land Rover's engineers intended. Especially if they like to take a bunch of people and/or gear with them as they venture well off the beaten path. But as an around-town people hauler a more car-like SUV or, better yet, a crossover makes more sense. For the latter scenario I'd cut my rating from five stars to three.

A Note on Land Rover LR3 Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy an LR3 rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Land Rover LR3 reliability comparisons.

Before I can report results, I need data on all cars--not just the LR3--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Some of my reviews of related vehicles:
Acura MDX review
BMW X5 review
Toyota 4Runner review (Toyota version of the Lexus GX 470)
VW Touareg review
Volvo XC90 V8 review
Amount Paid (US$): 55000
Model Year: 2005
Model and Options: V8 SE with nav, 3rd-row, rear A/C, Lighting and Cold Climate Packages