2010 Land Rover LR4

2010 Land Rover LR4

Episode 2930
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While Range Rovers fit for royalty are the most prestigious products from Britain’s Land Rover, it is their rugged mid-size utilities that are most likely to be found in American driveways. Now to keep that loyalty, Land Rover routinely provides major upgrades. The stepped roof Discovery gave way to a more rectangular LR3 for 2005, and now five years in, designers deemed it time for a new engine, new technology, new interior, and a new name. The Land Rover LR4. Let’s see if all this change is a positive move.

You may not notice much of a difference between the 2010 Land Rover LR4 and its predecessor. It retains the LR3’s squared-off, stepped profile, as well as general size. New styling cues are subtle, like a more upscale front end, smoothed out and brought closer to the top drawer Range Rover. Lighting gains the latest fashion, strips of LEDs daytime running lamps.

The LR3’s lone fender port gets a twin on the LR4. The only place the outgoing model’s asymmetrical styling theme continues is the funky notch in the tailgate glass. Our Izmir Blue LR4 came shod with the new 19-by-8-inch alloy wheels. Twenty-inchers are optional.

But there are bigger changes under the skin. Open the hood to a new all-aluminum 5.0-liter V8 rated at 375 horsepower and 375 pound feet of torque. That’s 25% more horses and 19% more torque than last year’s 4.4 V8.

The only transmission is an upgraded ZF six-speed automatic with sport manual mode. We found it to be well-matched to the Rover’s added power. Shifts are smooth and satisfying.

Off-roading is at the core of Land Rover DNA, and the LR4 is the most intrepid vehicle in the Land Rover’s U.S. model range. Revisions to the sophisticated Terrain Response System provide a higher degree of versatility. Sand Launch Control is new, and Rock Crawl can now automatically apply the brakes in precarious low-speed situations.

Our biggest complaints with the LR3 were slow shifts and a lack of power at the top end, but the LR4’s V8 is smooth and torquey across its entire powerband. Zero to 60 is a fine 7.5 seconds, a half better than our last LR3. So, there is ample passing power for broken lines and yellow lights, and plenty of low-end grunt for steep grades.

The LR4’s other notable mechanical bits include a multi-setting electronic air suspension, new chassis components, and bigger brakes. Towing tops out at a capable 7,700 pounds. Our tester’s Heavy Duty Package includes a locking rear diff for when things aren’t going right, and a full-size spare.

We liked the view from the LR3’s airy cabin just fine, but the dash left quite a bit to be desired. For 2010, the center stack and console feature more ergonomically correct controls, and much more pleasant styling.

Soft-touch materials are everywhere, from the dash pad, to the stitched multi-function steering wheel, to the leather-rimmed seats. Bolder seat contours make for a more comfortable cabin, too. Gauges remain large and clear, under a deep hood to protect from glare. Our HSE Plus adds satellite navigation, along with three-row, seven-passenger seating.

We like the raised position of the second row split bench, although there could be more legroom. The third row, however, is hard to get to and really only suitable for small children.

One of the design features that gives the LR4 such off-road prowess is a short rear overhang. But that also limits luggage space. Open the split hatch for only 9.9 cubic feet behind the third seat. Fold it down for a more respectable 42.1 cubic feet, with a class competitive 90.3 after all seats are down.

Less respectable are Government Fuel Economy ratings of only 12 city and 17 highway on premium gas. The new V8 is just as thirsty as the old one. But, according to Land Rover, tailpipe emissions now meet ULEV2 regulations.

Still, the LR4’s Energy Impact Score is very high, 24.5 barrels of oil consumed annually, and leaves a 13.1-ton Carbon Footprint wherever it goes. Those numbers are the same as the Mercedes-Benz GL550, which doesn’t soften the environmental blow at all.

Yet given all it’s attributes and luxury, the base LR4 well priced at $48,100. That’s over $35 grand less than the GL550. Even the higher featured HSE at $51,750, and top-shelf LUX at $57,665, look good by that measure.

Land Rover’s new 5.0-liter V8 is a much better match for the LR4’s mass, and for 2010, Terrain Response is a good thing made better. That, plus a host of other improvements really do make the LR4 worthy of a new name, despite appearances. The LR4 upholds the Land Rover heritage well, adding more refinement and comfort, without losing any of its off-road moves.


  • Engine: All-aluminum 5.0-Liter V8
  • Horsepower: 375
  • Torque: 375 Lb Feet
  • 0-60 MPH: 7.5 Seconds
  • EPA: 12 MPG City/ 17 MPG Highway
  • Energy Impact: 24.5 Barrels Oil/Yr
  • CO2 Emissions: 13.1 Tons/Yr
2023 BMW X7 Driving

2023 BMW X7

Should Keep The BMW Faithful Coming Back For More

Episode 4238
Lucas Oil "Keep That Engine Alive"Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

While BMW got serious about their SUV game around the same time as most other luxury brands, it took them until just a few years ago to deliver a 3-row example. This year, that X7 is updated with new style and new tech. So, let’s see if that makes it the ultimate premium 3-row family machine.

When it comes to utility vehicles, bigger seems to be better for a lot of people. So, for BMW, there’s none bigger or better than the X7 3-row utility, which for 2023 gets a comprehensive update after just 4-years on the market. That includes a facelift to bring it more in line with the new 7-series carline, which is to say joins the more vertical, aggressive grille party. Also, the actual headlights have been moved lower in the front fascia, with squinty DRLs above for the first time on a BMW. In back, taillights take on a 3D posture, with a new chrome bar connecting them.

There are also multiple new M Sport packages to choose from to spice up the exterior, with larger air intakes up front, high-gloss black trim, upgraded exhaust, cascade grille lighting, and 22-inch wheels, as well as M Sport brakes…

…and the interior too, with aluminum trim and exclusive steering wheel. But, by far the biggest change inside for ‘23 is a new dashtop curved display that eliminates the typical BMW well-hooded gauge pod and blends 12-inch Live Cockpit Pro into the 15-inch infotainment touchscreen, which now features iDrive8. Both a Head-Up Display and a large panoramic sunroof are standard.

2023 BMW X7 Interior Dashboard

Whether set up for 2 or 3 passengers, 2nd row seat room remains plentiful, and though the X7 doesn’t look ungainly large like many of its competitors, access to the 3rd row is quite good. Cargo space is reached through a fairly unique, Range Rover-style, split tailgate, which is quite oddly satisfying to watch unfold. There’s room for 48.6 cubic-ft. of goods behind the 2nd row, with a max of 90.4 cu.-ft.

The base xDrive40i has always been the sensible choice, even more so now with a new inline-6 turbo getting a significant bump in horsepower from 335 to 375, and a 48-volt mild-hybrid system that results in a total of 398 lb-ft. of torque.

At our Mason Dixon test track, there was enough to blast this big beast to 60 in just 5.4-seconds. That’s only about half a second slower than the V8 did the deed back in 2019. Making that optional 523-horsepower V8 simply overkill at this point. Our best ¼-mile pass was 13.9-seconds at 100 miles-per-hour. All X7s get a quick shifting sport-tuned 8-speed automatic transmission, which adds a new Sprint Function that finds the lowest usable gear instantly and maxes electric boost with a hold of the left shift paddle. What fun!

New looks and updated tech are cool, but BMW has also addressed dynamics as well, with a retuning of all chassis systems, including the optional Dynamic Handling Package which adds adaptive suspension with roll stabilization and uses GPS and camera data to prepare for what’s coming. We’re not sure if our slalom course was anticipated, but the X7 sure felt well-equipped to handle it. All-wheel drive is standard on all X7s, along with comprehensive drive modes.

In our braking runs, the pads bit down hard quickly, stopping us from 60 in just 115-feet with very little nosedive.

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Government Fuel Economy Ratings for the 6-cylinder are 21-City, 25-Highway, and 22-Combined. We averaged just 21.0 miles-per-gallon on Premium.

There’s an average Energy Impact Score; 13.5-barrels of oil yearly, with CO2 emissions of 6.5-tons.

Pricing starts at $78,845, and it’s a significant step up from there to $104,095 if you want the V8. Even more reason to stick with the 6-cylinder as far as we’re concerned.

It took the ultimate driving machine folks quite a bit of time to enter the 3-row family crossover segment, but when they did, they were able to create their largest utility ever and keep it consistent with their values. For 2023, the BMW X7 gets even more dynamic, embraces new tech, and looks better too. All things that should keep the BMW faithful coming back for more.


  • Engine: I-6
  • Horsepower: 375
  • 0-60 mph: 5.4 seconds
  • 60-0 Braking: 115 feet (avg)
  • MW Fuel Economy: 21.0 MPG
  • Transmission: 8-speed automatic
  • Torque: 398 lb-ft.
  • 1/4 Mile: 13.9-seconds at 100 mph
  • EPA: 21 City / 25 Highway / 22 Combined