2005 Land Rover LR3

The folks at Land Rover have introduced an all-new product in 2005 to its sport utility exclusive lineup falling between the four-year old Freelander and the $70,000-plus flagship Range Rover.

With a starting price tag in the mid $40,000 range, the all-new 2005 LR3 merges user-friendly technology with an off-road image other rivals can only envy. Land Rover products are the ones often times pictured in Safari brochures plodding through jungle marshes or tooling through expansive African savannas. The reputation is well earned since most of the SUV nameplates around today were no where near the drawing board while Land Rover began roaming the globe more than 50 years ago.

The LR3, as with all its Land Rover siblings, is truly an off-road vehicle. No need to ask the sales associate if this is a product useful on smooth pavement only. The integrated body-frame structure enhances on-road riding with rugged off-road performances. Two trim levels are offered: SE and up-level HSE.

The four-door vehicle stands a tad over six-feet tall with a 'box' back end. The LR3 is designed with a generous ground clearance for off-road treks. Thick, strap-like door handles adorn the four side doors and the rear hatch opens two ways: the top portion flips up from the middle; then, if needed, the bottom area drops down. The HSE edition includes large 19 inch tires surrounding a six-spoke aluminum alloy hub.

Inside, one finds leather seating and plush surroundings. Like the outside, inside traits remain true to a heritage of angled corners rather than curved cockpit surroundings. Power window and outside mirror controls are high atop the driver's door while power lock buttons are found in the center dash area. The navigation screen with large lettering and bright light was easy to view and operate. The instrument panel includes three rather diminutive circular gauges.

The mid-size LR3, built in England, is available with three rows of seating. Our test HSE edition included room for seven with second and third-row seats that folded down flat for a smooth surface useful when transporting items other than people. Seating is 'theater style' so the third row is slightly higher than the second row, which is a bit higher than the front bucket seats. The third row accommodates two riders while the middle can accommodate three. Each seating position has a backrest that folds down independently.

As with any vehicle designed for off-road use, the LR3 includes a transfer gearbox. The LR3's is electronically controlled and includes a high-range for on-road use and low range for extreme off-road conditions. Switching ranges can be accomplished with the vehicle stationary or in some cases, 'on the move.' The electronic transfer box is located between the front bucket seats near the electronic parking brake.

Also included is a terrain response system. While this system is permanently active, a rotary knob between the front bucket seats allows drivers to manually select one of five settings for additional input. The five settings are: general; grass/gravel/snow; mud; sand and rock crawl.

Another useful item during extreme off-road exercises is the hill descent control which operates in conjunction with anti-lock brakes to provide greater control during situations when descending severe gradients.

Living in the urban jungle of the Chicago suburbs, I did not get to fully challenge LR3 though any serious off-road challenges. On road, the was impressive. The underwhelming Land Rover Discovery was discontinued from the lineup after the 2004 model year and was not the company's better efforts. Discovery was introduced in the 1995 models year and now LR3 takes its place in the lineup. Competitors in this mid-size segment include the BMW X5, Cadillac SRX and Mercedes-Benz M-Class.

Under the hood is 4.4-liter V-8 engine generating 300 horsepower borrowed from Jaguar. Both Jaguar and Land Rover are members of Ford Motor Company's Premier Auto Group. This engine enables the LR3 to go from zero to 60 miles per hour in 8.0 seconds. A six-speed, floor-mounted automatic transmission with an option to change shift points without a foot clutch is standard. The trade-off for this power is fuel economy checking in at 14 m.p.g. city and 18 m.p.g. highway. Premium fuel is recommended for the 22.8-gallon tank. Towing capacity checks in at a better-than-average 7,700pounds.

While traveling on road, permanent four-wheel drive is constantly engaged. Four-wheel electronic traction control also helps avoid slippage during ice and snow conditions.