A new book has been published in time for Christmas featuring all things Land Rover.

The book includes, in one volume, everything there is to know about Land Rovers and Range Rovers, from the first prototypes of 1947, right up to the all-new Freelander 2 which goes on sale in December.

There are hundreds of books available on Land Rover, but none to date have the wealth of readily accessible, accurate and up-to-date information of the Land Rover File.

All of the company’s five model lines are described model by model, each one with a descriptive entry and specification, and there is a history of Land Rover’s evolution as a company from stop-gap transport solution during wartime Britain to its position now as a company exporting vehicles to more than 140 countries around the world and with four best-sellers in its product range.

Also covered in detail by the Land Rover File is the significant array of military Land Rovers, ‘knock-down’ assembled models from overseas, fire engines, ambulances, emergency vehicles, cross-country off-roaders and safari adventurers manufactured by the company over the years.

The Land Rover File includes hitherto unacknowledged and even secret prototypes (complete with colour photography where available), known only to Land Rover insiders, and is useful as a comprehensive reference book.

The Land Rover File, by Eric Dymock has been released by Dove Publishing and is available now to buy online and through selected retailers, priced at £25.00.

(this article was taken from newcarnet.co.uk)

by David Morgan

The new Freelander is not the only new Land Rover to arrive this month. The Range Rover Sport TDV8 is also here, with a 3.6 litre turbodiesel delivering 272bhp and massive torque of 472lb/ft at 2000rpm.

I drove this £53,120 newcomer at the Freelander launch. Performance is effortless – rest to 62mph takes just 8.5 seconds – with a subtle V8 burble from its 3630cc heart. But for all that the lightweight Brazilian-made block supports a high-efficiency unit which will average 25mpg.

As with all turbocharged engines, losing your cool with this one could cost you a hefty bill. Failing to allow a turbocharged car to idle for at least 30 seconds before switching off guarantees your expensive power plant will cook itself in your drive.

Temperatures deep inside modern engines are rigidly controlled during driving by circulating coolant, airflow and oil. But turn them off and walk away and internal temperatures can shoot up, causing damage to turbo blades, stressing metals and subjecting bolt-on accessories and nearby wiring and control boxes to unwelcome heat radiation.

One of Land Rover’s senior diesel power plant engineers, Grant Horne, told me at the launch of the TDV8 that temperatures in the vicinity of the turbo while the engine is running can reach 190 degrees Celsius.

“But that’s just part of the story,” he said. “Under the bonnet of the TDV8 the average temperature can be 120 degrees.

“That’s hot, but not a problem in itself. It’s when the engine is turned off and there’s no airflow to carry heat away that you get localised peak temperature gradients. Over a period of time high temperatures obviously have an impact on components, structures and ancillaries. So it’s sensible to give the engine all the help you can to easy the temperature burden.”

How? Simple. Just allow the engine to idle for at least 30 seconds when it comes off load. That brings down the overall temperature and gives the inevitable post-shutdown temperature rise less opportunity to cook the engine and its surrounding component.

“That in turn will lengthen the life of the engine and its components,” said Horne.

(this article was taken from carkeys.co.uk)

There is nothing retiring about Land Rover even on the eve of its 60th birthday.

We are about to witness the iconic 4×4 manufacturer rediscover itself with the new Land Rover Freelander 2.

Retaining the all-round 4×4 abilities of the brand and borrowing design elements from its super successful Range Rover, Discovery and original Freelander, the new model is going to become Britain’s best-selling 4×4 by a long way.

Instead of heading for a retirement home it’s coming out of a radically revised manufacturing plant at Halewood, which also makes the Jaguar X-Type.

Freelander 2 uses the latest Bridgend assembled 3.2 Si6 petrol and Dagenham’s newest 2.2 turbo-diesel engines with six-speed automatic as standard on the petrol and available in the spring on the diesel, which is being launched with a six speed manual box.

It embodies the latest intelligent four-wheel drive, traction control and assistance systems, sophisticated anti-locking brakes and power steering. The suspension is tuned to give sportier handling while still complying with the need to articulate over any ground and it is fitted with the acclaimed Terrain Response system, Hill Descent and new hill start assistance programmes.

Land Rover has invested over £300 million in the new model development and manufacturing after transferring assembly from the Midlands to the North West and is delighted with the build quality of models leaving Halewood.

Outwardly bigger than the Freelander with a wider track and longer wheelbase, Freelander 2 also provides more room inside and it continues the design themes from the Range Rover and Discovery 3 but brings them more up to date.

Under the bonnet are more powerful and efficient engines with lower exhaust emissions than their predecessors and the Freelander 2 is the most fuel efficient Land Rover ever made.

Land Rover UKs Managing Director John Edwards is delighted with the interest in Freelander 2 from owners in a market which is now awash with possible competitors and expects the diesels to take 90% of Freelander sales.

“Since it was launched at the London Motor Show this summer over a million potential Freelander 2 owners have logged onto the dedicated website for the model and advance orders are pouring in with 1,200 eager UK owners waiting to get their hands on the newcomer from 6 December. Build orders now extend to Spring 2007,” he said.

Priced between £20,935 and £30,935 early indications suggest Freelander 2 models will hold on to 54% of their cost after three years and 36,000 miles, which will also make it the slowest depreciating model in the SUV market.

Driving petrol automatic and diesel manual versions over demanding road, track and sand courses in Morocco I found them extremely comfortable on any surface but with excellent dynamic responses as well on tarmac.

The engines are smooth, quiet and have plenty of pulling power where it’s needed with creamy changes in automatic form and slick direct gear selection on the manual.

The high driving and riding position gives excellent visibility and the seats provide good support and adjustment in the front and even those in the back had a lot of legroom. Luggage space is good as well and the oddments provision is very reasonable for what will be a popular family model.

Freelander 2 has raised the benchmark for the SUV market with its all-round competence.

(this article was taken from askaprice.com and the photo was taken from motortorque.com)

It doesn’t happen often, I grant you, but just occasionally an idea will pop into my head a little while before someone with more money, courage, talent and vision than me actually makes it happen.
The rain-sensing windscreen wiper and the self-dimming interior mirror are good examples. I wrote about them, and they happened. Just remember that you read about auto-dip headlights here first.

My one big idea that the motor industry has failed to take up relates to the type of engine to use in large heavy off-roaders. Traditionally there have been two approaches to this, both wholly unsatisfactory.

Approach No 1 is overkill: shovel in as large a petrol engine as will fit under the bonnet and hope your target customer is too rich to notice the fuel bill.

Even if he — or, substantially less likely, she — couldn’t care less about dropping a hundred quid into the fuel tank every few miles, they’re surely going to be bothered by having to stop so often, particularly if they’re on their way to Verbier for a spot of snow.

Approach No 2 solves that problem at a stroke: fit a small diesel under the bonnet and your fuel bills will be cut, just as the distance the off-roader will cover on a tankful is extended.

The only remaining problem will be that the car is much too slow. Buy a diesel Land Rover Discovery 3 and you’ll be out-accelerated by a 1.6 litre Ford Focus. On the other hand, choose the petrol version and you’ll travel just one mile further per gallon than a Rolls-Royce Phantom.

The answer, which seems so blindingly obvious that I’m staggered it has eluded so many manufacturers for so long, is to use a large diesel such as the 3.6 litre V8 unit fitted to this Range Rover. Four years after its introduction, this generation of Range Rover finally has the engine it needed from the start.

Even before you drive it the statistics are compelling: it has the same 124mph top speed as a 4.4 litre petrol Range Rover and takes just 0.3sec longer to hit 60mph (and four seconds less than the outgoing Range Rover diesel, which had a titchy engine).

But it returns 25.1mpg instead of 18.9mpg, extending its realistic range per tankful from less than 400 to more than 550 miles. Model for model, it’s also a bit more than £1,000 cheaper and will, of course, retain its value much better. On this evidence alone you’d question the wisdom of even keeping the petrol-powered car on the sales sheets. And once you’ve driven the diesel the arguments in its favour swiftly become overwhelming. Indeed its real appeal has nothing to do with bald figures.

It lies instead in the way the car surges forward on the smallest throttle openings. There’s no need to wait for the revs to build or a lower gear to arrive, it just smoothly and silently delivers the performance you want the moment it’s asked for. For that we can thank the production of more torque at 2000rpm than a Ferrari 599 has in total.

What this engine does is turn the Range Rover into what it has always aspired but never quite managed to be: a true luxury car. Once it is warmed up and you are inside the cabin you are simply unaware that there’s a diesel engine under the bonnet rather than a petrol. There’s no rattle or harshness, just the creamy-smooth shove required to soothe your frayed nerves while you’re whisked home safely and without any apparent effort.

The least amount you’ll have to fork out for this engine is £53,120 — the cost of the cheapest Range Rover Sport fitted with it. Range Rovers (whose design, confusingly, is unrelated to that of the Range Rover Sport), with this engine start at £54,020 and rise quickly to £68,850 if you want the top-notch Vogue SE model.

Is it worth it? Talking as someone who approaches all vast off-roaders with more than a little scepticism, because of their inherently compromised dynamic abilities, I was amazed by how quickly this car earned my affection. I’ve been driving this generation of Range Rover since its introduction, and unlike most of my colleagues in the motoring media I never felt more than lukewarm towards it.

If you do a jigsaw and find at the end that a piece is missing, it doesn’t matter what the picture is because all you can see is the remaining space. Four years late, the Range Rover jigsaw is complete, and only now has it revealed what an attractive and compelling picture it is.

(this article was taken from timesonline.co.uk)

By Jeff Johnston of FourWheeler.com

Sagebrush, cactus, swirling alkali dust, and the wind whistling across a barren prairie are not the first images that normally come to mind when thinking about the Oregon backcountry. Make no mistake, there’s plenty of green beauty in the northwest, but once you’re east of the Cascades, much of Oregon starts looking a lot more like the location for a John Ford western.
Variety is one factor that makes Oregon such a darn nice place to be, and that’s one of the reasons the state is so popular with 4×4 owners. For a group of Land Rover-brand owners and a few others, central Oregon was a great place to explore during a recent club run. The trip was an annual affair hosted by the Pacific Coast Rover Club, a group that boasts more than 200 members. The group has members throughout the northwest and British Columbia, most of them driving all kinds of Land Rovers and Range Rovers.

The trip began with last-minute shopping and a roundup of the 18-plus wagons in Prineville, followed by a run south out of town along Highway 27 through the Crooked River canyon. Huge, jagged basalt bluffs looming close by bore mute testimony to the area’s volcanic origins as we listened to the drivers’ meeting at a roadside picnic site with enough room for all the rigs. From there we caravanned south to Highway 20, then east to the tiny burg of Brothers for a final gas stop and a last shot at a flusher for a few days.

Just east of Brothers, we turned south on an unmarked two-track headed for Glass Buttes. A stop on the way explains the area’s namesake. The ground is covered with translucent black obsidian, some extremely sharp, which caused more than a few nervous glances at the rigs’ tires. Although technically a “two-track,” the road is rugged and calls for paying attention on the driver’s part. It was slow going as we headed southeast through the scrub.

The day was sunny and warm on the valley floor, but at 6,000-feet-plus elevation, a coat felt good as the wind gusted over the peak, which bristled with cell towers and other antennae.

Every inch of the off-pavement travel we did took place on established two-track roads used by ranchers, hunters, BLM or Forest Service personnel, and others. The lack of maintenance or improvement on a two-track means we enjoyed plenty of challenges without looking for trouble. Strictly speaking, we did no “off-road” travel on this run, unless you count the designated sand dune OHV recreation area near Christmas Valley. While not a blood-and-guts 4×4 run, this event is a good example of the kind of four-wheeling recreation enjoyed by many vehicle owners. It’s non-destructive fun that doesn’t dramatically risk your vehicle unless you do something really stupid.
Most of the rigs on this trip were well prepared for serious off-pavement travel, but this event called for careful driving more than megabuck aftermarket hardware. There were a few near-stock Rovers, but many had modest suspension lifts and taller tires in keeping with sensible off-pavement prep. For a cautious driver, virtually any 4×4 rig-not counting AWD family “crossover” sedans and the like-could take on this trail with confidence.

We trundled carefully along at the tail of the caravan in our showroom-stock Jeep Liberty motivated by the optional 2.8L CRD diesel engine. We enjoyed a solid 25 mpg on the road, including a cruise over the Cascade mountain pass, and the rig had more than enough power and pep to tackle the journey in sprightly fashion. Our sole complaint was the Liberty’s low ground clearance. It seemed we scraped bottom on any rock larger than a navel orange. A couple inches of suspension and tire lift would have helped immensely. Meanwhile, we gritted our teeth and soldiered cautiously ahead.

Downhill and southeast from Glass Buttes, we reached our first campsite at the edge of Overall Flats, sort of a tree-crowned knoll at the head of a broad valley. The spot included sufficient flat spots for the ground and roof-rack-mounted tents popular with this group. A heavy-duty campfire pit was pressed into duty for the group fire, a welcome feature given the cool wind.

The second day was spent maneuvering across dry lakebeds, through head-deep patches of desert scrub brush, over areas of sage and scattered juniper trees, and up and down rocky bluffs as we climbed out of or descended into dry washes.

At least once we paused while Buzz Chandler, our fearless leader who had made this trek several times in years past, reconnoitered the correct route in the unmarked wilderness. Due to the GPS documentation on the route and Chandler’s knowledge of the area, we never strayed far from course.

It was during the second day that we encountered our only head-scratcher mechanical trouble of the run. The Land Rover Series IIA owned by Barry Kop had a fuel pump failure with no repair kit in sight. Using standard off-pavement ingenuity, Barry and friends lashed a 3-gallon fuel can on the rig’s hood with a rubber line, siphoning gas to the carburetor via gravity-feed. It wasn’t pretty, although Barry’s rig is a handsome classic vehicle, but the fix allowed him to get out under his own power.

As the day grew long, we drove through The Lost Forest, an interesting region of seemingly misplaced pine trees amid the sand dunes east of Christmas Valley. The route led us to the dunes next, a normally uncrowded play area popular with the 4×4, dune buggy, and ATV crowd. The dunes gave the participants a chance to frolic on the sand, blast up and down a few hills and finally, line up for a group vehicle photo in the light of the late sun. We then hightailed it for the Christmas Valley general store and gas station. Some of the rigs had smaller fuel tanks and were drawing a bit down on gas, so the station was a welcome sight.

Our next campground was at Green Mountain, a scenic spot a few miles due north of Christmas Valley. From a few steps behind our tent, we absorbed the sweeping dramatic view into the valley and to the mountains beyond. Our camp setup was distracted by our enjoyment of the shifting sunset colors and the look of the fog settling into some lowland pockets in the fields. The nearly full moon later on created a surreal scene from our hilltop hideaway as we enjoyed another terrific group campfire with a really fun bunch of people.

The next morning, we continued northwest towards Derrick Ice Cave, a fascinating lava tube cave on private property but open to the public. The hike into the cave starts across a sandy floor but deteriorates as rockfall has created shaky footing. Regardless of the temperature up above, a coat is welcome, as the air turns much colder deep in the cave. Although not a difficult exploration, standard safety equipment is a must when wandering into the cave, as is courtesy for the landowner’s property.

Our central Oregon adventure with the Land Rover club was a fun, relaxing journey amid some of the many wild and scenic places this state has to offer. The group makes an annual trip over roughly the same route, so contact the club for more information. You won’t be sorry.

(this article was taken from fourwheeler.com)

Thank goodness Land Rover still makes proper 4x4s, not fashion accessories. John Simister has no trouble defeating the fearsome Solihull test track.

Specifications

Price: from £20,935 On sale December
Engine: 2,179cc, four cylinders, 16 valves, turbo-diesel; 160bhp at 4,000rpm, 295lb ft at 2,000rpm
Transmission: six-speed gearbox, four-wheel drive
Performance: 112mph, 0-60mph in 10.9 seconds, 37.7mpg official average
CO2: 194g/km

Tough, but not too tough. That was the design philosophy behind Land Rover’s all-new Freelander – and it’s a sensible approach in today’s 4×4-sceptical world.

Yes, too many people who don’t need them buy SUVs. But Land Rover has only ever made 4x4s, so there’s an authenticity here; this is a proper 4×4, able to tackle tough terrain without breaking.

Few Freelander 2s will be required to do that, true, but an owner can feel confident in his – or her – escape fantasies. Terrain Response TM will be the driver’s off-road friend, and those in the rear “stadium seats” will have a fine view of said terrain. There’s room for three standard adults here, says the information pack (am I a standard adult? Are you?), plus space for a Labrador in the boot.

Land Rover is now part of the greater Ford empire. The new car, built at Halewood, is based on Ford’s “EU-CD” (European, upper-middle-size) architecture. Much is changed for the Freelander, though, to suit its taller body and off-roading purpose; the rear suspension is entirely different.

The Freelander 2 is bigger than version one, of course; new models almost always are. It’s just 2in longer, but that’s misleading because there’s no longer an external spare wheel. The tailgate opens upwards instead of being side-hinged. And there’s no three-door model.

What the new Freelander does have is much more space inside. That boosts its chances in the US, where corpulent buyers couldn’t fit in the previous car. Frightening but true.

The extra width makes room for a transverse, Volvo-designed, Welsh-made, in-line six-cylinder engine in the top-level Freelanders. This 3.2-litre, 233bhp plant sounds way over the top for a compact SUV, but it’s intended mainly for Americans who didn’t think much of the feeble old V6. They’ll like its standard six-speed automatic transmission, its 8.4-second 0-60mph time and the glitzy front grille.

Most European buyers will opt for the TD4 turbodiesel, with its plainer grille. The 160bhp, 2.2-litre engine is a Peugeot design. The cheapest Freelander has this engine and costs £20,935. However, the priciest, the 3.2 HSE, costs a breathtaking £33,990, putting it right in BMW X3 territory.

You realise the new model is posher as soon as you climb in; surfaces are softer, the design less cluttered. Avoid the ghastly fake wood option and specify the alternative brushed-aluminium look instead. There’s plenty of storage space and an excellent view out.

I’m driving a TD4 HSE with a six-speed manual gearbox (a TD4 automatic will join the range later). First impression? The sound is clearly that of a diesel, but it’s smooth and quiet enough, and it picks up cleanly from low speeds to deliver a surge of acceleration.

Second impression? The steering is unexpectedly quick and positive. The Freelander stays flat and composed through bends, all of which suggests that the suspension must be very stiff. But it isn’t: the ride is quite firm, but not choppy. There’s a clever electronic trick that gently brakes the outside wheels to widen the turn radius if it detects more body lean than the speed and steering angle should have caused – in other words, an imminent rollover.

Most of the time the Freelander behaves like a front-wheel-drive car, but the rear wheels can chip in when the fronts start to lose grip. This system is most useful on the slithery surfaces of an off-road course, where the Terrain Response (except on the base model) helps tailor the traction to the surface. There’s a normal setting, plus variations for grass/gravel/snow, for mud and ruts, and for sand. There’s no rock-climbing setting, nor is there a low-range gear set.

Still, the Freelander bounded around the Solihull off-road course with gusto, sustaining no more mishaps than a misplaced exhaust when I landed heavily on a rock and a detached bit of rear bumper caught on a log. All easily fixed.

It waded happily; clambered over a collapsing log bridge; trickled down close to walking pace with the clutch fully engaged; and the TD4′s torque pulled it away again. Hill Descent Control, which applies the brakes automatically and individually as needed, is now augmented by a Gradient Release Control, which releases brake pressure gradually when you take your foot off the pedal when descending a very steep slope. It got confused when I was driving down steps, though.

So that’s the new Freelander. We’re not fans of SUVs on this newspaper, but if you must have one it should be compact, capable and credible as a 4×4. The Freelander, especially in TD4 form, is that car. And at least £85 of its price goes to Climate Care for its CO2 offset programme. There; you can even salve your conscience.

The rivals

BMW X3 2.0d: From £28,560

Facelifted to tone down the utilitarianism, but remains overpriced. Goes and handles well, but ride is choppy. For badge snobs.

Honda CR-V 2.2 i-CTDi: From £19,000ca

New CR-V has tapering side-windows, a hidden spare wheel and MPV aspirations. Diesel engine is economical and punchy.

Nissan X-Trail 2.2 dCi SE: £19,995

Least powerful engine here, but goes well and has off-road ability to match its looks. There’s also a front-drive-only version.

(this article was taken from belfasttelegraph.co.uk)