2010 Land Rover LR4

2010 Land Rover LR4

Episode 2930
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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.

Specifications

  • 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
2025 Honda Odyssey 13

2025 Honda Odyssey

The Ultimate Family Truckster Loses Base Trim, Gains Style

Episode 4434
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Back in the day, before the dawn of the SUV era, the station wagon evolved into the minivan as the ultimate family vehicle. And there are still plenty of people living in the van ages, with good reason. Not only do they pack more features than ever, but many have even become quite premium in nature. Which brings us to this latest Honda Odyssey.

The Honda Odyssey has been on a people-pleasing crusade to make family life as easy as possible for Americans since 1995, and today exists as a true feature-packed oasis of space and flexibility in the desert of look-a-like SUVs. For 2025, this fifth-generation Odyssey, which has been on the streets since 2018, gets a host of updates to keep it at the top of the segment.

Upgraded style is part of the plan. Up front, there’s a new grille with a chunkier crossbar, along with a slightly different shape to make room for larger headlight lenses. The rear fascia gets its own reshaping; reflectors on the ends move from horizontal to vertical, and there is now a diffuser-style cutout in the bumper. All trims get new wheels ranging from 18 to 19 inches. Everything done to accentuate the Odyssey’s width and to portray a more premium vibe.

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Tech upgrades include a new 7-inch instrument cluster that brings back the look of actual gauges instead of just having a digital speed display. A high-mounted 9-inch touchscreen is now standard for infotainment and works with faster processing speeds. The optional Rear Entertainment System gets a big upgrade with a larger 12.8-inch his-res screen, along with improved functionality and connectivity.

Technically, there’s more standard content here than before, but in reality, it’s because they’ve removed the base EX from the lineup, this comes after removing the base LX 2 years ago. So, clearly Odyssey buyers are looking for lots of content, and that’s what they’ll find in Elite which remains the top option. It comes with two-tone ventilated leather seats, heated steering wheel, premium audio, and hands-free liftgate.

The Odyssey has remained one of the most entertaining [minivans] to drive.

Unlike many family vehicles, Honda doesn’t make you choose between three-place bench or two captain’s chairs, it gives you both with a bench that has a removable center section. There’s a great 32.8 cu.-ft. of space behind the third row, and 86.6 cu.-ft. after easily stowing them in the floor. Max capacity with the second-row seats removed is 140.7 cu.-ft.

Same VTEC single overhead cam version of Honda’s 3.5-liter V6 engine under the hood, with the same 280 horsepower and 262 lb-ft of torque that’s it’s been rocking out since 2018. It gave us plenty to work with at our Mason Dixon test track, feeling fine off the line with a 7.2-second 0-60 trip. Power delivery stayed consistent down the track; no real peaks or valleys, just a steady flow only briefly interrupted by quick gear changes in the 10-speed automatic transmission. Overall, just a smooth and steady quarter-mile experience that lasted 15.6 seconds, ending at 92 mph.

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Throughout the many comings and goings of vehicles in the minivan segment over the years, the Odyssey has remained one of the most entertaining to drive, providing lots of feedback, and responding quickly to steering inputs. But, the suspension is obviously tuned more for long distance comfort, so body roll and understeer will both eventually show up if you push too hard. No problems when pushing the brake pedal hard, as the Odyssey consistently came to well-controlled stops of 115 feet from 60 mph, with moderate nosedive.

For more important family vacation getaway maneuvers, the Odyssey remains a solid highway cruiser, with a quietness to it that rivals many luxury sedans, or just makes all that familia noise from the backseats seem all that much louder. Government Fuel Economy Ratings are 19 City, 28 Highway, and 22 Combined; we averaged a good 25 mpg of Regular. That’s an average Energy Impact Score; with use of 13.5 barrels of oil annually, with CO2 emissions of 6.5 tons.

With a base EX no longer in the mix, pricing now starts with EX-L at $43,670; top Elite goes for $52,630.
The Odyssey continues to dominate its segment. One third of all minivan sales are credited to a Honda dealership. We’re doubtful that will change anytime soon, as the 2025 Honda Odyssey not only packs in more and more of the features that families are looking for, but looks better than ever. It also remains one of the most engaging minivans to drive. Now, that’s a combination that’s hard to beat.

Specifications

As Tested

  • Engine: 3.5-liter V6
  • Transmission: 10-speed auto
  • Horsepower: 280
  • Torque: 262 lb-ft
  • EPA: 19 City | 28 Highway | 22 Combined
  • 0-60 mph: 7.2 seconds
  • 1/4 Mile: 15.6 seconds at 92 mph
  • Braking, 60-0 (avg): 115 feet
  • MW Fuel Economy: 25.0 mpg