The Land Rover LR4 comes with an engine that was new for 2010, a 5.0-liter DOHC V8 with direct fuel injection and variable camshaft timing that makes 375 horsepower and 375 foot-pounds of torque. The design is shared with Jaguar, but the Land Rover version has been changed to be better suited for off road. It uses a deeper oil pan to maintain engine lubrication at high lean angles, and all the exposed pulleys, belts and motors have been waterproofed, including the starter, alternator, and air conditioning compressor. The LR4 was designed to be able to ford 28 inches of water.
Coupled to a 6-speed ZF automatic transmission that shifts quickly, the V8 can accelerate the LR4 from 0 to 60 mph in only 7.5 seconds, a downright sprightly pace given the LR4's weight. The transmission has Normal, Sport and Manual modes, and the electronic two-speed transfer case can be shifted on the fly. The LR4 meets ULEV2 emissions requirements.
The LR4 is rated to tow 7700 pounds, though we don't see towing to be its forte. Trailer Stability Assist is an option that works like electronic stability control: sensors detect oscillation in the trailer, and use throttle intervention and braking to get the trailer to stop weaving. We recommend getting Trailer Stability Assist if you plan to tow.
The suspension uses electronically controlled air springs and shock absorbers, providing excellent handling and little body roll in corners, especially for a hefty truck that rides this high off the ground and has a high center of gravity. The ride is smooth and the steering response is surprisingly good. It's a wonderful mix of luxury, silence and serenity. If you come upon a surprise in the road, the chassis and brakes and big tires will handle it. If you find a challenge in the middle of a corner, the LR4 takes it on with a minimum of fuss.
The Terrain Response system has five settings: Highway, Grass/Gravel/Snow, Mud/Ruts, Sand, and Rock Crawl. All you have to do is look out the windshield and select the correct terrain, and the LR4 will drive accordingly, including setting the suspension height. Its capability in rough terrain earned it the crown for 2010 Off-Road SUV of the Year at the 16th annual Mudfest, a competition for SUVs put on by the Northwest Automotive Press Association.
Our test of the 2011 LR2 included two days of off-road driving in Colorado's San Juan Mountains, over trails that exceeded 13,000 feet. The rock-crawling challenges we faced far exceeded anything most Land Rover owners will ever face, yet there was nothing that even caused our LR4 to pause, except maybe the dangers, when we climbed out to peer over the cliffs we might drop over if we made a big mistake. With guidance from Land Rover instructors riding shotgun, we saw first-hand the amazing things the LR4 was capable of, and how the sensors found traction in any situation, including climbing up steep bare rock covered with dust. Suffice it to say that you're unlikely to ever get stuck in the mud.
We used Hill Descent Control much of the time, and it worked flawlessly to keep us out of trouble on steep downhill rocky paths. Gradient Acceleration Control kicks in to keep the car from going too fast, when Hill Descent Control isn't set. These sensors are so smart the best way to drive on steep, muddy downhills is with no feet, letting the system control wheelspin as you steer down the correct path. And going up, we used Hill Start Assist, to keep from sliding back when we went from the brake pedal to the gas.
The large and quiet brakes do the job well, even when driving through water that covers them completely. We got out on the highway at high speeds, and they hauled the heavy LR4 down admirably. Brakes on the LR4 HSE are the same as the Range Rover Sport's 14.2-inch ventilated front discs and four-piston calipers, with 13.8-inch ventilated rear discs and twin-piston calipers.