Track Tested: 2010 Land Rover LR4

Track Tested: 2010 Land Rover LR4

2010 Land Rover LR4 tests hundreds of vehicles a year, but not every vehicle gets a full write-up. The numbers still tell a story, though, so we present "Track Tested." It's a quick rundown of all the data we collected at the track, along with comments direct from the test drivers. Enjoy.

Although it doesn't constitute a full redesign of the LR3, the 2010 Land Rover LR4 brings one very important upgrade: a 375-horsepower 5.0-liter V8. Thusly equipped, the LR4 has gets up to speed with an authority its predecessor never had.

We timed a 2005 LR3, which had a 300-hp 4.4-liter V8, at 8.9 seconds to 60 mph and 16.6 seconds at 84.0 mph for the quarter-mile. Click past the jump and you'll see the LR4 shaves quite a bit off those numbers.

Beyond that, the 2010 LR4 is still a very large, very off-road-oriented SUV with seating for seven. It has a permanent four-wheel-drive system with a standard locking center differential, an optional rear locker and numerous driver-adjustable terrain settings. Bottom line, there's a lot of hardware on the Land Rover LR4, and although this gives it considerable rock-climbing ability, it's not quite so useful at our paved test track.

Odometer: 2010 Land Rover LR4
Date: November 3, 2009
Driver: Chris Walton
Price: $54,760

Drive Type: Full-time four-wheel drive (standard locking center differential, optional locking rear differential)
Transmission Type: Six-speed automatic
Engine Type: 90-degree V8
Displacement (cc/cu-in): 4,999/305
Redline (rpm): 6,200
Horsepower (hp @ rpm): 375 @ 6,500
Torque (lb-ft @ rpm): 375 @ 3,500
Brake Type (front): 14.2-inch ventilated disc with two-piston sliding caliper
Brake Type (rear): 13.8-inch ventilated disc with single-piston sliding caliper
Steering System: Variable-ratio, hydraulic-assist power rack-and-pinion
Suspension Type (front): Independent, double-wishbone, air springs, stabilizer bar
Suspension Type (rear): Independent, double-wishbone, air springs, load-leveling dampers, stabilizer bar
Tire Size (front): 255/55R19 111V
Tire Size (rear): 255/55R19 111V
Tire Brand: Continental
Tire Model: 4x4Contact
Tire Type: All-season
Wheel Size: 19-by-8-inch front/rear
Wheel Material (front/rear): Aluminum alloy
As tested Curb Weight (lb): 5,751

Test Results:
0 - 30 (sec): 2.7 (2.9 TC* on)
0 - 45 (sec): 4.9 (5.1 TC on)
0 - 60 (sec): 7.5 (7.7 TC on)
0 - 75 (sec):  11.1 (11.4 TC on)
1/4 Mile (sec @ mph): 15.6 @ 90.0 (15.7 @ 89.8 TC on)
0-60 with 1-ft Rollout (sec): 7.3 (7.4 TC on)
30 - 0 (ft): 32
60 - 0 (ft): 126
Braking Rating: Good
Slalom (mph): 56.4 (56.3 ESC** on)
Skid Pad Lateral acceleration (g): 0.70 (0.69 ESC on)
Handling Rating: Average 
Db @ Idle: 42.1
Db @ Full Throttle: 65.5
Db @ 70 mph Cruise: 58.0

*TC = traction control
**ESC = stability control

Acceleration Comments: No technique here -- just whack the gas to the floor mat. The V8 feels pretty peppy, even with the 5,700 pounds it has to motivate. Upshifts are crisp and reasonably smooth. No difference between "D" or "S" at wide-open throttle.

Braking Comments: Impressive brakes, both in terms of capability and fade resistance. Predictable and substantial forward pitch, but controlled and straight stops. Quite a lot of pedal travel, but same effort first to last stop.

Handling Comments: Skidpad: Predictably tall and top-heavy performance on the skid pad, where ESC keeps things from getting out of hand. Steering weight is a little much, but feel for what the front tires are experiencing is adequate. Slalom: The slalom is a pretty pointless exercise in the Landie. ESC is both hyper-vigilant and (I'm guessing) rather necessary to keep all four tires in contact with the ground. Best runs were the "less is more" technique, keeping steering input and body roll minimized.

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