I was looking for a modern classic 4×4. Something that offered the timeless design of a functional classic with more recent comforts. Possibly, nothing fits the bill better than the LR4 “Disco 4.” It’s the last of the old soul body-on-frame Land Rovers and the first of the luxury 4×4 Discos, marking the turn of an era. The LR4 blends modern refinements with utilitarian controls (knobby buttons) in a vehicle built for real-world exploration — all wrapped in the timeless silhouette of a true icon. An evolution of the LR3 (Discovery 3), it was made from 2010 to 2016.
The LR4 exemplifies a blend of luxury and practicality without compromise. It is designed with the idea that someone might go mountain biking on Friday, overlanding with their family on Saturday and arrive at a premier on Sunday. It’s often seen as the last “true” Land Rover for both adventurers and families. They are somewhat rare in North America, but when you do spot them, they’ll frequently have rooftop tents, bikes and surfboards.
Many enthusiasts consider the new Defender the spiritual successor to the Discovery 4 (LR4).
In 2017 Land Rover released the new unibody Discovery 5 and unibody Defender. One would presume the new Discovery 5, based on the name alone, was the successor, but it was seen as a departure from the traditional “Disco” – both in terms of design and what it embodies – with a new focus on family luxury. It’s not that the Discovery 5 isn’t great. It is. It simply serves a different market.
Unlike the Discovery 5, the new Defender emphasized off-road ability with comfort. It retains the boxy form-follows-function design, the commanding visibility, and the utilitarian flat load floor of the Disco 4. The Discovery 3/4 was the modern workhorse with the new Defender representing the natural evolution of that philosophy. While the badge says Defender, the new Defender’s design, capability and mission align more closely with that of the Discovery 4 – making it the de facto spiritual successor for many. There’s a great YouTube video discussing the similarities in detail.
As some have said, the “Discovery 4 was peak Land Rover, such a handsome well styled car.”
So how did I land upon this quest to find a modern classic 4×4?
I happen to enjoy backcountry skiing. And had built a lifted Subaru Forester as a Winter adventure vehicle to traverse the snowy backroads of Canada. There are few vehicles that drive like a Subaru in snow. And it served our family well.
And then we adopted a (large) dog. A friendly, loveable, big Bouvier. And we were confronted with a problem.
We often travel as a family – sometimes to the airport with my bike in tow. The Forester was great for this. But, when we packed our vehicle for camping or road trips there was no space left for our new family member.
We listed the Subaru for sale. 12 hours and 11 inquiries later it was sold. Perhaps the most popular thing we’ve ever listed.
The hunt for a replacement officially began.
I’ve kept a list of what I liked from each SUV I’ve owned. And what would be nice to have in a future one:
- Useable as a daily driver
- High/Low range
- 5+ speed
- Tow 7000+ lbs
- Center/rear locking differentials
- Full time 4×4 (Canadian winters)
- Community (and aftermarket) support
- Split tailgate (I loved the rear opening glass in the Pathfinder)
- Folding centre seat for skis (this is a must)
- 11 inches of clearance (for backcountry winter roads)
- Good sound insulation (It makes all the difference)
- Leather interior (durable, easy to clean)
- Solid engine with a good track record (I tend to own my vehicles a long time)
- Seats fold flat (camping, utility, versatility)
- Modern classic (Something that will be enjoyable to own/maintain for a long time)
- (Bonus) Air suspension (excellent for towing, extra articulation, and auto-levelling for camping)
- (Bonus) 7 seats (nice to have)
- Room for our dog
I was looking for a versatile, go anywhere, 4×4 that would be a good daily driver and had room to spare for a family.
I considered the Ineos Grenadier, the Bronco, the Land Cruiser 250, the Jeep Grand Cherokee. I also considered relatively older SUVs like the 2004 Discovery 2, the 2009 Range Rover L322 and the Porsche Cayenne 3.6L 957. Each of these made the top of my short list at one time or another. But each one meant a compromise on my list. The Bronco sacrificed tow capacity. The Land Cruiser offered less useable cargo space and also less tow capacity. The Range Rover was close, but it lacked the interior space we needed.
That’s when I came across a listing for a 2012 LR4.
It was at this moment that as I went through my list I discovered the Land Rover Disco 4 checked every single item (and then some). I reached out to the seller later that day, but it sold before I had the chance to see it.
Many kids dream of sports cars. I dreamt of SUVs.
Born in South Africa I have a vivid memory of our family driving to a friends house in Cape Town. There was a Land Rover parked outside. The mere sight of that vehicle – with its confident stance and stately appearance – captured my imagination.
To me, SUVs combine refinement and capability. The fact you can load your gear and go anywhere – dust free. It’s the epitome of practicality, freedom and aesthetics. I like many brands of SUVs, if a video appears on my feed for a Toyota or Nissan overland build – I watch it. So it was a nice surprise to find that the one that checked off everything on my list was a Land Rover. I narrowed my search.
The 2010-2013 LR4 are the only years that had the 5.0L V8.
Powered by the Jaguar AJ133 – a naturally aspirated engine that has earned a reputation for strong reliability. Used on the Jaguar F-Type, XJ, XFR, Land Rover Range Rover, Sport and LR4. It has a well-engineered cooling system and is designed for high performance. It doesn’t have any head gasket issues, piston ring failures, camshaft failures or rod bearing defects. It’s a solidly built engine. The timing chain tensioners are a service item on this engine. That said, not all engines will need them serviced, with some owners reporting 300k+ miles on the original tensioners. Like any V8 engine, it performs best with regular maintenance and good quality synthetic oil. It’s paired with the very good 6-speed ZF automatic transmission, producing 375 horsepower and 375 lb-ft of torque.
The 2014-2016 LR4 uses the Super Charged V6. It’s equipped with a shortened 6 cylinder version of the 5.0L AJ133 V8. It carries over many of the strong internals, robust block construction and durable valve train. While not as “throaty” as the old V8, it’s surprisingly satisfying and responsive — especially with the 8-speed ZF automatic transmission. The SCV6 was introduced to meet regulations while still offering solid power and off-road ability. It delivers 340 horsepower and 332 lb-ft of torque.
I decided to focus my search on the 2012-2013 V8 LR4 with the rear locking diff.
The 2012 year marked an update in the LR4 infotainment system. Bluetooth audio streaming was added, the touch screen was revised to be more responsive, USB connection ports included, and navigation was improved. Of these, bluetooth audio streaming was most important to me.
Land Rover knows how to make interiors. The LR4 HSE is already well equiped and comes with leather seats. The HSE LUX trim includes the premium leather. The leather is a little thicker, softer and easier to clean. Both are very durable. The list of options that are available for the LR4 are almost endless. A few notable features include the heated steering wheel, 360 camera vision assist, tow-assist, adaptive front lighting, auto high beam assist, front fridge cooler, premium speakers, passenger A/C control, and heated seats. This is not the reason I chose my LR4, but it’s a nice cabin to be in.
When you combine those features with the split tailgate, 7 independent seats that fold perfectly flat, the V8, and the air suspension – you have a package that was years ahead of its time. In my opinion, and from the 6 months of driving it, it’s as close to perfect as it gets.
While visiting my folks, their neighbour came over to see my LR4. He happens to sell cars for a living. He was asking me about the features the LR4 came with. He kept asking, “What year is this?” When you consider what you get with the LR4, it’s incredibly good value.
Land Rover’s biggest party trick is, of course, their air suspension. They’ve always lead the 4×4 industry. They were the first to introduce air suspension with cross-linking. The first to introduce Terrain Response. The first to introduce electronic hill descent control. The first to introduce traction control. And the first to introduce serious off-road ability with comfort, leather seats, and a smooth ride. Arguably inventing the luxury SUV category.
And it shows in the LR4. With all of it coming together in one package.
I found a 2012 LR4 with the Heavy Duty package. That included the rear-locking differential and the full size spare. I’ve since taken it on some off-road trails. I don’t know if it’s the Terrain Response, or the locking center and rear differentials, or the combination of both working together – the thing is mountain goat. It’s as sure footed as they come. I saw a video series of the Military Mobility 4X4 training doing a comparison between the LR3 with air suspension and the LR3 with air coils. (The LR4 air suspension system is largely the same as the LR3’s with mostly software refinements in the LR4 for faster response control). And their experience mirrors mine exactly. And I quote, “most vehicles require 35 or 37 inch wheels, these discoveries are able to do the same obstacles with much less.”
(Photo from Military Mobility)
The air suspension is very clever. When it’s in rock climbing mode, as an example, it opens the valve between the left and right wheels so when one side lifts over an obstacle, the air is forced through the valve pushing the opposing wheel down, increasing articulation and improving traction. Plus it automatically moves the vehicle into off-road height, increasing the suspension length by an additional 2.2 inches giving you a total 11.1 inches of clearance with stock wheels. If it gets stuck on an obstacle, it increases the height a further 1.4 inches. With the option of the driver increasing that another 1.1 inches to give the vehicle a total clearance of 13.5 inches. And this is with the stock suspension system. It’s truly remarkable.
One of the valid questions people had when the LR3, and later the LR4, was introduced was if air suspension would be reliable. Time has given us a resounding yes, very. Many LR3’s are driving with 200k miles on their original air suspension. I couldn’t imagine doing that with coil struts. The benefits of air suspension also show up when towing, automatically levelling the vehicle based on the tongue weight and rear load. And of course, it’s what gives the LR4 a smooth ride for a 4X4.
There’s also the ability to add aftermarket parts, such as XLifter, which enables you to automatically level the vehicle when camping. And I’ve seen people who’ve modified their LR4/3s to enable manual pumping of each strut, helpful if the compressor were ever to fail while out on the trails – however unlikely that has proven to be.
The LR4 embodies the heart of Land Rover. It’s a truly capable 4X4, the over engineered monocoque body-on-frame makes it a formidably strong vehicle. I’ve heard it described as the British Tank. I feel it suits it. A tank with refinement that makes it a very enjoyable place to be. I for one have appreciated the comfortable seats and sound dampening while driving along gravel roads.
Here’s to many more adventures in the British Tank.
