Land Rover started with a clean sheet of paper for this 2003 model, and it's obvious no expenses were spared in its design. The car sits on a totally new chassis that incorporates a sub-frame-mounted independent suspension in the front and rear, along with rack and pinion steering. It replaces the beam axle arrangements of the two previous Range Rovers, which was a limiting factor in both off-road clearance and on-road manners. The underpinnings are affixed to a new unit body instead of the traditional Land Rover body-on-frame construction. Total wheel travel is a 270mm in front and 330mm in the rear, which means the Range Rover can pretty much go wherever you point it.
The Range Rover uses a computer-controlled system of air springs, which are constantly talking to each other via the EAS (electronic air suspension). Each corner is interlinked with a trick series of valves that react to varying road conditions. The springs stiffen during highway use and will automatically soften as the pavement morphs into something nastier. Listen real close, and you can hear it working.
The Range Rover is in permanent four-wheel-drive and uses the vaunted Torsen center differential (just like many Audis). During normal driving the torque split is 50/50, and low gearing can be chosen on the move provided the speed is not above 10 mph. The gearbox is the silken ZF 5HP24 five-speed automatic, the same unit BMW uses, and it features BMW's Selectronic manual override. To ensure the Range Rover retains its off-road prowess, the low range is a stump-pulling 2.70:1, the lowest gearing in its class. Therefore, using BMW's 4.4-liter V8 made perfect sense, and the Range Rover uses the same mill as the X5-although it has been modified to cope with the Range Rover's very different operating parameters (such as underwater). Obviously the air intake has been repositioned so the car doesn't drown, and changes have been made to the sump to prevent water ingress. The seals throughout the car are basically military spec, which means they are extremely tough. Bearings on the pulleys have been upgraded to function in harsh environments. The oiling system has been reworked so the Range Rover's motor never starves for oil. Protection against oil surge is a key ingredient of its technology.
The brains of this beast are the latest silicon wizardry from Bosch, and they operate the Dynamic Stability Control, ABS, traction control, corner brake control and Hill Descent Control. The engine's electronics also control throttle actuation-during serious off-roading, for example, the throttle is less aggressive so sudden movements don't upset things.
The New Range Rover looks substantial, beefy, muscular- take your pick. It's grown almost 10 in. in length and makes use of aluminum in its massive hood and door skins to save weight. Still, it has gained some 480 lb and shows it. Despite being 27-percent more powerful than its predecessor, its 282 bhp at 5400 rpm and 325 lb-ft of twist mean the 5,368-lb Range Rover needs some time to get up to speed-not much, but enough to make passing fellow drivers an exciting proposition. The flip side is it can tow some 5,000 lb. Some predict the next engine will be something from Aston Martin's parts bin-I'm sure Bob Dover, formerly head of Aston Martin, wouldn't mind seeing a big 12-cylinder in there. The M5 engine would be a nice fit, too.
The cabin is flat-out beautiful and features Oxford or Blenheim leather, rich wood trim (walnut or cherry) and gorgeous synthetics. At first, the controls seem daunting-there are a lot of them. But after a few hours I had it mastered and tried not to embarrass myself driving a right hooker on the wrong side of the road. For those who need a more personalized car, Land Rover has its Autobiography program, which lets buyers fully customize their vehicles. Armored versions, custom colors, video systems-its all available though the factory. Steering the Range Rover is very easy although the feedback is fairly dampened. However it tracks arrow straight and provides a remarkably tight ride for such a large vehicle. Its off-road capabilities are staggering, especially when you think you're going to die but the car pulls through. It appears the mixture of English and German genes has had a superb effect on the offspring-a feat of engineering and marketing prowess that couldn't have been predicted when BMW and Rover were going through their nasty break-up.
The New Range Rover is an easy car to love, the perfect synthesis of technology and craftsmanship. Never mind its $70,000 entry fee, because reducing this car to a mere number is like counting the brush strokes on a Van Gogh.
Whoever said, "Always buy the best and you will never be disappointed," probably drives a new Range Rover.