Photo: Tim Oliver's Scottish 2003 RR III

Overview

Reassuringly, full attention was paid to off-road capabilities to ensure it is still the "king off road" -- its main selling point in an increasingly crowded luxury SUV market. Following the tradition of all Range Rovers to date, further innovation in suspension design is largely responsible for these remarkable dual personality capabilities. It is acknowledged that most buyers may never use its stupendous off road capabilities, but knowing the capability is there is the reason people will shell out $70,000 for a Range Rover when they could get an equally luxurious Cadillac Escalade or Lexus LS470 (or a faster BMW X5 or Mercedes ML500) for less. It's the same reason people will continue to buy Ferraris even though most never actually use their 170 mph capabilities.

Contrary to earlier rumors, the vehicle is manufactured on a new production line in Land Rover's home town of Solihull, England. Overall, the new Range Rover is a landmark engineering achievement, fully worthy of the Range Rover name.  

The redesign continued the recent trend in this market segment towards larger vehicles, expanding the Range Rover's length by another 9.5 inches to 195 inches, providing a body as cavernous as a Toyota Land Cruiser. Wheelbase is increased by five inches from 108 to 113 inches. The modern monocoque construction techniques did not prevent a 500 lb weight gain, but included retention of the trademark Land Rover aluminum for the hood, front fenders and door panels.

The designers wished to avoid the main criticism leveled at the 4.0/4.6 body -- that it erred on the side of blandness. Accordingly, the new shape, while very recognizably a Range Rover and very similar to the 4.0/4.6, is more interesting (see profile photo above). The comparison photo at right of the 4.0/4.6 and the new shape was provided by Kevin Kelly. The new model borrows numerous design cues from the Classic Range Rover -- including round headlights under a rectangular lens cover, more prominent castellations on the hood, and squarer topline & rear pillar, and the "floating" roof. (Rumor has it that Spen King, designer of the legendary Classic, has been consulted in the redesign).  More quickly dated will be the nested design of the headlights and the round tail lights. The large air vents that grace the sides of the front wings may also go out of fashion -- but they are functional in aiding air flow past the engine. The rear overhang slopes upwards for improved departure angle. The much-loved rear tailgate arrangement which makes for pleasant afternoon tea stops in the field is retained.

The interior is, as expected, luxurious, with every possible amenity,  but with improved ergonomics and more intuitive controls for items like the windows. Sufficient genuine wood paneling is in evidence to exude the feeling of a prestigious club that only British cars can achieve.

Mechanical Design

Chassis and Engine
Unlike the 4.0/4.6, the chassis, suspension and engine are complete breaks with the past. A monocoque design, one of the stiffest ever made, replaces the separate chassis and body. This approach will irritate diehard truck lovers, but is obviously more efficient from an engineering viewpoint. It allows better use of available space, and a stronger vehicle overall for a given size and weight. Don't get the idea, however, that this new technique has resulted in a lightweight version of the Range Rover. The Mk III tips the scales at a staggering 5,400 lbs before you start loading it with accessories, people, luggage or equipment.

The BMW 4.4 liter V8, borrowed from the 7-series BMW's, was given the unenviable task of motivating this titanic bulk and mass. The engine was modified in various ways to withstand the rigors of off-road use, including re-tuning for low speed torque, strengthening of the crankcase to mount the front differential, beefing up of drive belts, etc. Power output, in spite of its twin overhead cams and four valves per cylinder, is only moderately greater than the 4.6 liter version of the old Rover V8, but its wider torque band and 5 speed gearbox yield a modest boost in acceleration. 

When Ford took over Land Rover in 2001, it was too late to re-power the new Range Rover with a decent-sized engine, but the problem was soon taken in hand, and would result (in mid-2005) in the first major update of the model, with two Jaguar-derived engine options to provide the needed boost. 

Suspension
The new  model follows the tradition of Range Rover suspension innovation, introducing all-round independent springing, with MacPherson struts in the front and double wishbones at the rear. Travel is increased to 10.75 inches front and 13 inches rear, far beyond previous models. In off-road mode, the air suspension lifts the vehicle 2 inches above standard height, providing over 11 inches of ground clearance and softer spring rates. Software automatically senses increased wheel movements associated with off-road conditions and activates cross-linking valves on both front and rear air springs, allowing air to move rapidly between left and right air bladders. This has a highly beneficial effect -- softening the ride over bumps and maximizing ground contact force at the drooping wheel (thereby increasing traction).   (Photo Courtesy of John Hovens, edited by John Brabyn)

Some may criticize the move away from the more traditional beam axles, valued by off-road enthusiasts due to their ability to clear obstacles even during suspension articulation and compression. The Range Rover's suspension controller gets around this problem by simulating a beam axle when off road, through the cross-linking mentioned above. In addition, the new design allows for considerably more wheel travel than earlier models. It is notable that off-road racers use a similar independent suspension setup (with coils instead of the more sophisticated electronically controlled air springs) to achieve maximum travel and handling at high speed on very uneven terrain. The Hummer also uses independent suspension without noticeable penalty in off road performance.

Like the previous model, the suspension has several height settings. In the lowest "access mode" setting, the suspension is grounded almost to the bump stops to allow the vertically challenged to get into the vehicle without standing on a stepladder as required for other serious off-road vehicles.  Normal height is the default position until the vehicle reaches highway speeds, when the body lowers itself an inch below normal to increase stability. When venturing off-road, high profile can be selected for an instant 2 inch lift above "normal".

This suspension wizardry restores the Range Rover reputation for being the "best riding 4X4". Like the Classic (but in contrast to the harsh-riding 4.0/4.6), the Mk III is universally acclaimed for its superb ride, both on and off road. The air spring pistons are designed so the springs are stiffer at the lower height settings used in high speed driving, but softer in the higher settings. When the vehicle is stationary in the lowest "access" mode, the suspension is so stiff that it is hard to deflect it much even by jumping on it. Once in motion in standard mode, the ride is supple and comfortable. Off road, the ride is softened further by the aforementioned piston design and the cross-coupling. In addition the nature of all-round independent suspension ensures that running one wheel over a large bump is hardly felt.

The air suspension confers several other advantages. The dynamic response and "feel" of the ride does not vary, like a conventionally sprung vehicle, from hard when unloaded to mushy when loaded. Maximum clearance and departure angle is maintained even under full load, and the suspension is much more difficult to "bottom out".  Finally, the headlights are always aimed level regardless of load.

For more details on the design and operation of the independent air suspension, see the Mk III Air Suspension page.

Transmission
The transmission is still a ZF unit but now has the BMW Step-tronic function (called Command Shift in the Range Rover), allowing automatic or manual shifting. The transfer case has been upgraded to allow shfting into low range without coming to a halt. A new torque-sensing center differential performs a similar duty to the viscous center diff lock on previous models. The innovative electronic traction control system is retained, applying the brake to a spinning wheel so that torque is transferred to the wheel with the most grip. This accomplishes the function of a heavy duty four wheeling locker in a way that is smoother, more progressive and less likely to result in broken drivetrain parts. Hill Descent Control, which automatically and selectively applies the brakes on steep descents in such a way as to avoid wheel lockup, is borrowed from the Discovery to add to the vehicle's manageability on steep downhill grades.

Range Rover engine power traditionally lags behind what is really needed to get to the head of the pack among SUVs, and the new model proudly continues this tradition. The moderately increased horsepower and torque of the new model is offset by the 500 lb weight gain; it weighs as much as a Bentley Arnage T but has only half the torque on tap. In a 2004 Motor Trend test, it clocked 8.4 seconds for 0-60mph -- still no match for the much lighter Jeep Grand Cherokee Overland on the dragstrip, but at least it could equal or better the 0-60 time of a contemporary Ford Explorer V8. Due to clean aerodynamics its top speed was also impressive (130 mph on initial models but electronically limited to 120mph in 2004). With its improved throttle response in high range, the vehicle feels much more lively than the model it replaced, possessing plenty of power for average driving.  It will certainly go much faster than is safe or legal in most places!!

The interior is agreed to be impressive and in excellent taste, while the view out the wrap-around glass is unprecedented. The Autocar writer was less enthused about the vehicle's vast size and "colossal" weight, not to mention its "languid" acceleration compared with the 7-series and S-class vehicles Land Rover is hoping to lure drivers away from. The "amount of stirring it needs to maintain a decent pace" indicated that a horsepower boost was still desirable.

The only reason people buy Range Rovers rather than its cheaper and more reliable competitors is knowing their off-road performance is superior to all comers, even if few actually push it to its limits. Accordingly, during the redesign, much attention was paid to further  improving off-road performance. The result is easily the best off-road ability of any SUV (except perhaps a Humvee). Even before the new model was released, the the off-road performance of a test mule spotted in the Middle East was said to be quite remarkable, and better than any previous Land Rover product. Since the launch, there has been no reason to question this conclusion. After a test drive, Autocar (January 9, 2002) stated that the new model has "a low speed ride like no off-roader we've experienced before".

Photos at Right and Below, courtesy of Tom Deckowski: Mk III Range Rovers going through their paces at the "Land Rover Experience"

In addition to suspension design, the new Range Rover is engineered throughout for serious off-road ability. Compared with the 4.0/4.6, the new model has better approach and departure angles, and a cleaner underbody with kevlar protection and exhaust tailpipes that are cleverly tucked up underneath to avoid being hit. The torque sensing center differential is more pro-active than the viscous lock on earler models, while the electronic traction control has been carried to new heights of sophistication. A longer wheelbase slightly reduces ramp breakover angle (28 degrees vs 29 for earlier models), but otherwise no compromises (and many improvements) have been made in the off road department. The massive weight of the vehicle reflects solid underpinnings that will stand up to off-road punishment. Mud deflectors protect all the brake discs, and for the first time, decent heavy duty recovery loops are provided front and rear.

On the downside, the increased size of the new model is a disadvantage on tight trails. Also, the  limited tire choices available for its 18x7.5 and 19x8 inch (standard in the US) wheels handicap ultimate off road ability. The standard tires are inevitably highly street-oriented, but it is encouraging that Goodyear MT/R tires were fitted for Land Rover's recent G4 Challenge, and more patterns are gradually becoming available for these wheels (see the Range Rover III wheel and tire choices page).

Initial reports suggested that Warn was not planning to produce a winch mount for the new model, due to the work and expense needed to satisfy airbag concerns. However these fears were soon allayed by the production of a factory winch design -- for a photo of the resulting installation see this link. Other vital off road accessories such as an expedition roof rack were also soon introduced. These accessories help Land Rover's most capable new model since the introduction of the Defender to exploit its tremendous off road abilities.

Model Year Updates

External Changes:

Suspension, Steering and Braking:
Under the skin, the steering was revised to make it more precise, and braking was improved (with the supercharged version getting 4-piston Brembo front calipers).The air suspension was refined for better on and off road ride. On the supercharged model, the suspension was adjusted to provide flatter cornering but at the expense of reduced articulation, which will slightly restrict ultimate off road performance.

Luxury Appointments and Other Features:
Sound deadening has been improved with a number of refinements including laminated side window glass, redesigned A-pillars for reduced wind noise, and improved engine isolation. A new tire-pressure monitoring system was included. A rear-view camera projects directly to the front-fascia screen, and the driver can use touch-screen control for audio, phone and off-road driving information. The latter feature is especially useful, displaying to the driver (among other things) the position of the front wheels. There is also an available rear-seat entertainment package with a six-disc DVD changer, twin screens and headphone pods that are all fully integrated with the vehicle's sound system.  That sound system is now a 710 watt Harmon-Kardon Logic 7 arrangement with 14 speakers.

A personal integrated telephone system is  Bluetooth-enabled and can be voice, touch-screen or steering wheel operated. Cradle-mounted phone handsets also allow for SMS text messaging (via an on-screen keyboard). The new, easier-to-use touch-screen has improved resolution and contrast for easy visibility in all light, and includes an interface for audio, navigation, on-board computer, telephone, and 4x4 information and settings. The supercharged model has stainless steel racing foot pedals, and can be ordered with the Supercharged Plus Pack, including special black lacquer veneers and leather on the fascia, instrument panel and console sides.

For more informaiton on the 2006 model and other model year changes, see the Model Year Detail pages.

Right: Supercharged 2006 RR interior showing black lacquer veneer and stainless steel pedals. Photo courtesy of Ovalnews.com.

2007 Model Year Update:
For 2007, another significant facelift was implemented. (Full details appear on the 2007 Model Year Details Page). The most obvious changes could be seen in the dash redesign, with the ignition switch moved up on to the dash, and air conditioning improvements including added vents on the top of the dash and an option of cooled front seats. A nice Range Rover logo also graces the passenger side of the dash. The gearshifter was moved slightly to the left, making room for a new storage container to its right and the controls for the "Terrain Response" system that was first seen on the Range Rover Sport and later on the Disco 3 / LR3. The air suspension up/down function was moved to a position behind the gearshift lever, and the HSE got the same suspension settings as the Supercharged model.

2007 model year update. Official Land Rover Press Photos. Note gearshift moved to left, Terrain Response knob aft of shfter, ignition switch moved to dash with added vents above.

Autocar (January 9, 2002) was the first to publish a road test of the new Range Rover III -- see above. Since then many other magazines have run tests, all agreeing that the new RR is King Off Road. Land Rover Owner International magazine (July 2002) ran a purely off-road comparison test between the new Range Rover and the Land Rover Defender to determine which was the world's best off-road performer; the results were almost too close to call, but the Range Rover won. This is a remarkable achievement for a vehicle that is so well-mannered on the pavement. Other reviews have been equally flattering, such as these on SUVxccessory.com. and Cars & Motorsports.

In February 2003, Australian Overlander Magazine voted the new RR SE TD6 as 4WD of the year. The announcement can be found at this link.

In a test in the July 2004 issue of Motor Trend, the vehicle was compared to the other full size luxury SUVs -- the Lincoln Navigator, Lexus LS470, and Infiniti QX56, in a test that includes running the dunes and crawling the rocky trails in Death Valley. The Range Rover won hands down, in a unanimous vote of the testers. One of them, Mark Williams, writes "Pretty damn amazing on gravel and dirt roads, and when pushed on pavement, it feels smooth and locked down. Getting such outstanding ride and handling performance from a hulking SUV is a stunning feat of engineering". The testers found that "when the pavement gives way to boulder-strewn canyons, the Rover marches on utterly unperturbed." As Williams stated, "any time I find myself in butterflies-in-the-stomach driving situations, I want the Range Rover".

The Times published an early road test of the supercharged version of the facelifted 2006 model, reporting a 0-60 time of 7.1 seconds and a 130 mph top speed. The improved steering feel was noted, as well as uncompromised off road ability, and the writer confirmed the updated model as King of the Road. Another early test drive was published by Channel 4 at this link.

An interesting video comparison test of the RR III versus the Hummer H3 and Cadillac Escalade can be seen at this link. 

Build Quality and Owners' Experiences

The Range Rover III is built in Solihull, England, on a new production line -- just as the previous model was. It managed to register at the second to bottom of the JD Powers survey of initial quality (July 2003), with 190 problems reported per 100 vehicles during the first 90 days of ownership. The top rated Lexus brand scored 76 per 100 vehicles. (For a report on the survey in USA Today see this link, and for the rankings of nameplates see this link. In July 2005, Land Rover came third to last.

The fact that Jaguar improved to reach the top half of the JD Power rankings after being taken over by Ford gave hope that the situation at Land Rover would improve under Ford ownership. A recent visitor to the factory in Solihull reports that much more up-to-date statistical quality control measures are  now in place on the assembly line, compared to an earlier visit several years ago when quality control amounted to patching up problems after assembly. However during this time Land Rover's competitors have always improved, with the net result that it is still at the bottom of the heap. 

While the 2003-2005 models have fewer problems than the early production 4.0/4.6, they do have more than their share compared to other makes. Indications from owners and LR service personnel are that the 2006 models with the new Jaguar-derived powertrains have considerably more headaches. In summary, it is well worth checking out extended warranties for your Mk III Range Rover.

See the following pages for specific nformation on quality problems reported  by owners:
Ownership Experience Page: Many comments from owners who have written in with their experiences.
Common Problems and Fixes (Mk III) Page:  Specific listing of the most common problems owners have reported to me, and the solutions they have found.

If you are an owner of the new Range Rover, please email me with your impressioons and experiences, so we can share them with other buyers.

Financing
PeopleFirst.com Range Rover Financing at extremely low rates, 15 minute approval, "Blank Checks" and unbelievable service
RoadLoans.com Range Rover financing at very low rates even without perfect credit
Range Rover Financing Page More information on financing and leasing

Extended Warranties
Range Rover Extended Warranty page for information on guaranteeing extended coverage after the factory warranty runs out.

Photo at right courtesy of Tom Deckowski

Extended Warranty Information

Like earlier Range Rover models, this is a high maintenance vehicle, and many owners may wish to have their pride and joy covered by an extended warranty to avoid the likelihood of major repair expenses. Land Rover dealers usually offer some form of extended coverage, but it can be less expensive to obtain a policy from a third party source. It is easiest and much cheaper to arrange such extended warranties while your vehicle is still under its original factory policy. Unfortunately, due to the reputation of Range Rovers for expensive repairs, most of the well-known auto warranty providers will not cover them, but a few have specialized in providing affordable policies for these vehicles. For more information, see the Range Rover Extended Warranty Information page.

Other Information

If you have owned or leased the Range Rover Mk III, please email me so your experience can be shared with others.