<http://schema.org/articleBody>
"         Like the song says, it really is &amp;quot;hip to be square.&amp;quot;   In contemporary automotive design circles, the cube is cool. First, there was the new , big, rugged and square. Then came , taking boxiness to a whole new level of slab-sidedness. And now, enter the all-new , perhaps the sexiest \u2014 no, make that the most foxy boxy \u2014 of them all.   But there is a lot more to this stunning new Land Rover Discovery replacement than just looks alone. The new LR3 boasts an excellent engine in Jaguar&amp;#039;s latest 8-cylinder, the 4.4-liter AJV8. Retuned for off-road duty (85 percent of peak torque is available from 1500 rpm, the accessory belt is designed to operate underwater, engines are tested on a dyno that tilts up and down 45 degrees, and the LR3 can drive through water deeper than 2 feet) this 300-bhp, 24-valve engine features double overhead cams that are chain-driven rather than belt for durability, forged steel connecting rods, weighs in at a light 440 lb. and is the most powerful engine in Land Rover&amp;#039;s history. Its compact nature also helped the engineers to configure an increased approach angle when tackling the steep stuff off-road.   The same ZF 6-speed automatic gearbox with Command Shift manual shifting capability as found in the V-8-powered sedans sees further development for use in the LR3 with an all-new torque converter developed specifically for SUV application. The transmission is also lightened by 44 lb. while simultaneously increasing overall stiffness. In highway driving, the full-time all-wheel-drive system&amp;#039;s torque split is 50/50 front and rear. Towing capacity is rated at 7,000 lb. and the EPA figures are 14 mpg city and 18 highway.   The LR3 comes standard with active center and rear differentials and an air suspension system that has all of the functionality of the top-of-the-line , including the ability to raise the ride height by 2 in. for off-roading and lower it by 2 in. to facilitate easier cargo loading. The suspension design in the LR3 was inspired by the independent suspension found in top-level Jaguars with the goal of making the SUV&amp;#039;s ride quality on a par with the . Mission accomplished: on-road, the LR3&amp;#039;s ride is supple yet sturdy \u2014 not unlike the ride characteristics of today&amp;#039;s top German luxury sedans and a far cry from the Discovery&amp;#039;s wallowy nature.   Aiding the LR3 in its quest to venture into parts and terrain unknown is &amp;#039;s innovative new Terrain Response system, a standard feature on all LR3s. To engage the system, simply turn the knob located on the center console to one of five settings: the first for general on-road/off-road conditions, the second is for grass/gravel/sand, the third for mud and ruts, the fourth is for sand dunes and beaches, and the last for rock crawl mode. By measuring slip and steering angle (and a multitude of other parameters), Terrain Response adjusts and optimizes the traction, ABS, differentials, throttle, gear change points, hill descent and air suspension ride height to get you in, through and out of the muckiest of muck. This is one impressive traction system, having been tested to deliver optimized results on over 50 different types of surfaces. Perhaps the most impressive display of the system was when we watched the LR3 drive on a small section of test track at the Land Rover factory in England on a surface that consisted of nothing but ball bearings\u2026try and walk across something like that!   The design and engineering present in the LR3&amp;#039;s chassis are light-years ahead of the last-generation vehicle as well. The body is actually wrapped around the chassis rather than merely resting atop it, making for excellent rigidity, as the driver really gets a great sense of the car&amp;#039;s sturdy feel when behind the wheel. The frame rails are hydroformed for optimal strength and tolerances, the hood and upper and lower tailgate are composed of aluminum to lessen weight and the driveshaft passes through the frame, allowing for a flat interior floor.   And speaking of the interior, the LR3 sports a slew of luxury and technical features in its cabin. Though not as posh as the Range Rover, the interior is stylish but businesslike \u2014 more rugged chic, less bling. Power front seats, leather, full climate control and a 300-watt, 9-speaker AM/FM/6-disc CD changer by Harman/Kardon come standard. Seating for five is the standard configuration with a seven-seat layout available as an option, the latter an excellent design as it allows for adults \u2014 not merely children \u2014 to enter and exit quite easily the rear bench row seating, which offers surprisingly decent accommodations. And when not in use, both rows of rear seats (in 7-passenger form) fold flat.   The entry-level SE model is priced at a very reasonable $44,995. The top-flight HSE edition sells for $49,995 and includes a voice-activated on/off-road DVD-based navigation system, 4x4 driver information center, bixenon headlights, foglights, rain-sensing wipers, headlight power washers, HomeLink garage opener and rear park assist.   The Land Rover folks picked an ideal setting for the media to evaluate their Disco replacement: the uppermost section of Scotland. With its beautiful coastline, rugged beaches, wide-open plains and soft, car-gobbling peat, we were able to sample a variety of terrain that would be a test for any of the top dirt-devouring trucks or SUVs. With Land Rover&amp;#039;s new LR3, and its Terrain Response technology, it was all a piece of cake.   Now, eating haggis, that was anything but a piece of cake! "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a10366/land-rover-lr3/?src=global_footer>