By Tim Plouff

Land Rover has crafted a reputation as being one of the most capable off-road brands in the world. African safari, Paris-to-Dakar journey or Wichita to Wal-Mart, the Land Rover line has been pitched as the premium brand to get you there and back no matter what the terrain or the obstacles.

Unfortunately, this go-anywhere, anytime persona has previously come at the price of on-road comfort and performance. And when compared to some of its primary rivals, Land Rover has earned a less than stellar reliability record. For some reason, the British car industry has not embraced a lot of the advances of the 20th century, let alone this decade’s technological leaps.

Yet, much has changed in Solihull in the last few years. Along with Volvo cars, Aston Martin and Jaguar, Land Rover is part of the Ford Motor Co.’s Premiere Auto Group. Millions of dollars have been devoted to improving assembly methods and overall engineering designs. The latest project has resulted in this week’s truck: the all-new LR3 mid-size sport utility vehicle.

The LR3 replaces the aging Discovery model, a wagon that first appeared in Europe in 1989 and later came to the states in 1995. The two SUVs share absolutely nothing, although Land Rover will still call the LR3 the Discovery 3 in other markets.

The Discovery used solid axles front and rear and was powered by a Buick designed aluminum V-8 engine that originated in 1962. A four-speed automatic was the only transmission available in America while other countries saw manual options. Four-wheel drive was standard.

The new LR3 uses a fully independent suspension, a Jaguar-derived V-8, and a six-speed automatic gearbox. Full-time four-wheel drive is again standard. The wheelbase has grown 14 inches while the cabin is a full six inches longer, allowing the addition of a real third-row seat (instead of opposing, folding seats). There is more cargo room, too, and more safety gear than the Discovery’s dated platform could handle.

The LR3’s body is stiffer and larger than the outgoing Disco while retaining the elevated rear roof layout that improves both added cargo room and extra passenger comfort. The square-shouldered look lets you clearly know that this truck is a traditional Land Rover that shares some styling cues with its more expensive Range Rover brother.

There are two trim levels: base SE and the upscale, reserved-for-the-queen HSE. A punched-out 4.4-liter Jaguar V-8 engine developing 300 horsepower and 315 pound/feet of peak torque (83 more hp than the Disco’s V-8 motor) powers each.

The V-8 is a refined sounding powerplant that produces good verve down low and respectable mid-range punch. Passing requires a firm kick-down of your right foot; indecision leaves the six-speed wondering how serious you are about rapid advancement so it may not downshift enough gears to provide the necessary excitement.

Regrettably, the LR3’s added gear and amenities creates a mass that thwarts some of the engine’s enthusiasm. Weighing in at almost three tons, the LR3 needs all of the V-8’s vigor to accelerate comfortably. Fuel economy hovered around 14 mpg for the week, although one relaxed trip did manage to squeeze over 18 mpg out of each gallon of petrol. Land Rover recommends premium grade fuel, but regular works, too. Taken in context, the LR3 is quicker, much quicker than the Discovery and its fuel economy is superior, too.

Without question, the LR3 is the smoothest riding Land Rover I have ever sampled. The new independent suspension glides over road imperfections and compliantly soaked up bumps that ruffle lesser vehicles. Body roll, always an uninvited guest with the tall riding Disco, is much abated with this chassis. Steering feel is a little slow and dull; nice for off-road but a little insensitive for positive path accuracy at elevated on-road speeds. Low-speed turning, however, is a breeze with a radius that makes agile driving a slick reality no matter the terrain or the number of shopping carts.

Mechanical and electrical assist systems abound in the Rover. Besides the expected full-time four-wheel drive (with low range gearing and a locking center differential), you get traction control, an anti-skid system, hill descent control and automatic load-leveling air suspension. There’s also Active Roll Mitigation, a series of sensors that work with the anti-skid detectors to monitor excessive yaw angles to help prevent rollover accidents. Optional is Land Rover’s new Terrain Response program. A console-mounted dial lets you tell the various electrics what kind of terrain you are traversing (mud, snow, sand or loose gravel) so the truck can tailor its traction abilities to give the best grip. This works with both forward acceleration and rapid deceleration.

Since most SUV owners rarely even put their beloved (and expensive) trucks through the rugged paces that the television ads depict, I wonder whether or not Land Rover should build two versions of the LR3. LR3 “Light” would feature the bold look of this design plus carry all of the interior accoutrements that upscale buyers expect, but arrive without most of the hard-core off-road equipment that might never be used. The LR3 HD could be ordered with all of the special mountain-goat hardware for those buyers who aren’t afraid to use their $53,000 truck as intended: in the dirt, off-road, away from civilization.

There is no doubt that the new mid-size offering is much more civilized than the departed Disco. Second-row seating is adult-friendly (with the rare space to really accommodate three-across seating) plus a true third-row seat and a lot more cargo room. Head curtain airbags cover all three rows of seats, too, while each row also has its own large sunroof overhead. Only the front section powers open, but all rear passengers can enjoy the airy feeling of mucho glass.

All rear seats fold to form a flat load floor accessed by a two-stage liftgate/tailgate instead of the Disco’s swing out door. Personally, this layout could go either way: a swing-out door is suitable for some loading situations while the liftgate works fine for others. Sorry, you don’t get a choice; only some of GM’s SUVs offer rear door alternatives.

The pilot and co-pilot enjoy upscale seating. The bucket seats are large, supportive, leather-covered units featuring heating elements and a panoramic view to all corners. The dash is a busy array of buttons and switches; some work intuitively, some do not. The center stack is a vertical panel over the console with controls easy to handle near the top, less so near the bottom.

The Rover’s rain-sensing wipers were perfect but the optional navigation system re-named my hometown, didn’t recognize my road, and continually wanted to redirect me to routes that I did not intend to take. A user-friendly touch-screen design, the LR3’s nav system does highlight the location of hospitals and gas stations, landmarks that Rova owners apparently need more frequently than other institutions. Perhaps a little time with the owner’s manual might have cured my minor irritations.

I do not have mixed views on the Land Rover’s windshield defroster setup. Vertical wires run the whole width of the glass. In certain lighting situations, the view becomes too distorted for my taste. Over time you might adapt, and then again, you might not. Fortunately, this is an option.

The LR3’s ride is much smoother. There is more room inside, more standard safety gear, more power, better fuel economy, better on-road manners, and more of everything that makes a Land Rover a Rova off-road. Plus, you get enough comfort and luxury amenities that make the $25,000 more expensive Range Rover almost irrelevant.

If the allure of a premium SUV with superior off-roading abilities cannot be denied, no one offers more than Land Rover.