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CNET editors' review
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CNET editors' rating:
stars
Excellent
Detailed editors' rating
- Reviewed on: 06/09/2006
The LR3 is available in three different trim levels, starting at a base model with a V-6 engine for $39,000; moving up to the V-8 SE, which starts at $45,700; and ending with the fully loaded V-8 powered HSE, for $53,700. The HSE, which we had as our test car, includes all the electronics: navigation, voice command, Bluetooth, and a Harman Kardon Logic 7 stereo. And while we expected to be impressed by the feature set, especially when it showed up under the Land Rover badge, we were very disappointed with the poor implementation.
On the other hand, the only aspect of the performance technology that left us cold was the poor gas mileage. The 4.4-liter V-8 engine felt like it had just the right amount of power, whether for around-town trips, freeway excursions, or steep hill climbs. The six-speed automatic has some intriguing technology and was generally good, but it showed some occasional quirkiness. Land Rover's Terrain Control system works as an essential part of the LR3's off-road gear. We've observed the LR3 handling a very technical off-road course, so this car isn't just for show.
As mentioned above, our test car was a 2006 Land Rover LR3 HSE, which comes with most cabin electronics standard. Our test car also had the Heavy Duty package, which includes an active locking rear differential and a full-size spare tire, for a reasonable $625. We also had the Luxury Package, which encompasses the Cold Climate Package and adds adaptive headlights and a refrigerated center console box, for $1,750.
The cabin of the 2006 Land Rover LR3 disappointed us at first glance. Although it looks a little more refined than that of the 2006 Range Rover Sport we reviewed earlier, the center stack is still a sea of black plastic, and the seats are too firm. It doesn't look like the interior of a car worth more than $55,000. The front seats offer adequate power adjustment: eight ways for the driver and six ways for the passenger. They are, of course, covered in leather and perforated for ventilation, but they aren't exactly welcoming. They are very firm and probably contribute to good posture.Second-row seats are of the same firm nature, while two third-row jump seats are small and probably where people with offensive habits or poor hygiene are forced to sit. The second- and third-row seats fold down easily, creating a large cargo area, augmented by the rising roofline. In the HSE, all seat rows get their own sunroof, although only the front one opens. Audio/video controls built into the door sills let back passengers listen to the entertainment system with headphones, but without a rear-seat DVD system, these controls are pointless.
The Land Rover LR3 HSE includes all the cabin electronics that usually boost a car's rating way up in our reviews. But poor implementation mars them considerably. It has the full gamut: voice command, satellite navigation, Bluetooth, and a Harman Kardon Logic 7 stereo. The voice command is so useless that we gave up on it after a few days. We repeatedly tried to enter commands, with the car indicating it couldn't understand what we were asking for. Help documentation is minimal and doesn't include a list of common commands.
The navigation is viewed in an LCD with good resolution at the top of the stack. The LCD is a touch screen, which we ended up using exclusively since the voice command wouldn't work. The car includes on- and off-road navigation, and both work well. An onscreen keyboard with predictive entry makes programming destinations easy, and the system also keeps previous destinations in memory. The system includes a points-of-interest database, which includes the usual categories but falls short of the cutting edge by not noting individual stores, just malls under its shopping category. When the car is moving, the system locks out destination programming--unfortunate if there's a navigator in the passenger seat.
Route guidance also works well. The system quickly calculates routes and wasn't terribly bothered when we got off course. It just quietly recalculated and presented a new route. We were particularly charmed by the male British voice telling us where to turn, so we didn't bother switching to the other voice options. The system let us avoid freeways and toll roads, among other choices. The volume of the route guidance, along with the Bluetooth phone system, is individually adjustable from the stereo volume.
The navigation screen also shows other information, such as information about where the wheels are turned and how the four-wheel-drive system is set--useful for off-road activities. But the stereo and Bluetooth information show up in a separate display: an old green LCD in the middle of the stack. Integrated with the stereo, the Bluetooth system has a numeric keypad, which makes entering phone numbers intuitive and easy. It paired up with our Motorola V551 test phone without a problem, but it didn't copy over our address book, so we had to make all calls manually.
The stereo, although above average, was a mixed bag. With 14 speakers and 550 watts, it produces well-separated sound that holds up into the higher volumes and fills the cabin well. However, in the front of the car, a stack of three speakers comes down from the A-pillar to the door, so close to the driver and passenger seats on their respective sides that they can easily overwhelm the seat occupant. We found rock music particularly susceptible to this effect, lacking any feel of immersion. Classical was better, with the system producing a more evenly distributed sound. Sources for the stereo are modern but not leading edge--it's prepped for satellite radio, has AM/FM, and includes a six-disc CD changer that handles MP3s, but it doesn't display ID3-tag information nor does it have an auxiliary input.
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