Specifications

Price: £30,960
Engine: 2.2-litre diesel
Performance: 0-60mph in 10.9 seconds, 37.7mpg
CO2: 194g/km:
Worth considering: BMW X3, Honda CR-V, Toyota RAV4

Land Rover is facing a lot of uncertainty at the moment. First, its activities are focused on the market for 4x4s, a sector which, after several boom years, is less fashionable than it was because of environmental concerns. Second, Land Rover’s owner, Ford, is considering several bids for the company, and could end up selling it.

My guess is that Land Rover will survive these problems. There have been difficult times before, but what’s kept Land Rover going is its ability consistently to come up with hit products. Just think of the original versions of the Range Rover, the Discovery and Freelander, which all took the company into new, lucrative market segments. And when the time has come to update its cars, Land Rover has always followed the same successful recipe – substantial under-the-skin improvements while retaining the best of its styling themes.

This latest version of the Freelander is no exception. It looks similar to the first Freelander in almost every respect but it’s a fair bit larger. Pretty much everything under the skin is different, though, reflecting a well funded development effort under Ford’s ownership.

The cabin of the Freelander 2 is an impressive affair, the best aspect of which is Land Rover’s so-called Command driving position, which means that drivers have a raised view of the road similar to that offered by the company’s larger models, a feature that distances this car from the ” soft” off-roaders with which it competes on price. It also has much of the off-roading kit fitted to bigger Land Rovers as well. There is no air suspension or low range transmission, but the Freelander 2 offers other technologies such as Hill Descent Control and, on most models, the Terrain Response system that allows drivers to select the best settings for given conditions via a simple dial.

On the road, the Freelander 2 performs well for a vehicle of this type. The strong diesel engine gives it an unexpected liveliness and the well-sorted suspension means this can be exploited to achieve impressive journey times.

Our test car, the top HSE model, carries a list price of more than £30,000. That looks high, but let’s not complain too much because it represents the sort of premium pricing that might allow a new owner of the company to justify keeping production at UK sites.

If, like me, you’re a bit of a cheapskate, you’ll be interested to hear that the basic Freelander 2 – which has fewer trimmings but shares most of its mechanical bits with our test car – costs a little over £20,000. That looks like a bit of a bargain to me.

If you would like to take part, email motoring@ independent.co.uk or write to: The Verdict, Features Department, Independent House, 191 Marsh Wall, London E14 9RS, giving your address, phone number and details of the car, if any, you drive. For most cars, participants must be over 26 and have a clean licence.

Ian Pearce, 49, full time parent/housewife, Glaisdale, Yorkshire

Usual cars: Mercedes E300TD Auto and Freelander TD4

Judging a book by its cover, I decided I was not going to like the 2. The 1 has a distinctive style, the 2 looks bland. However, the 2 is superior in every other way. The ride is smoother over bumps, yet it doesn’t feel as ponderous on faster bends. Noise levels are noticeably reduced. At 70mph, it feels smooth and refined. The dashboard initially seems a little overwhelming but everything is in order of priority. The interior styling is also a big improvement. There’s plenty of life left in our 1, but when replacement time comes I won’t waste time looking at anything else.

John McNally, 63, entrepreneur and mentor, Alnwick, Northumberland

Usual car: Mercedes A-Class

The first thing is that the Freelander 2 seems bulkier than its predecessor. Cream upholstery is a strange choice for an all-terrain vehicle. There are myriad switches and controls, not very well laid out; will they ever all be used? The Freelander has the power and technology to cope with Northumberland’s hills and roads. The heated front window is unusual, and helpful for a northern winter. The driving position is comfortable and noise from the diesel engine hardly noticeable. However, my business objective of keeping motoring costs as low as possible would not be met with this. The search continues!

Martine Dunn, 40, voiceover artist, Tadcaster

Usual car: Peugeot 205 XLS (1.6)

I was thrilled to be asked to test-drive the new Freelander. Although big, the drive is smooth, steering never feels heavy, and the comfortable driver’s seat, like a leather throne, even has a heater. I found the cabin extremely user-friendly. Visibility is excellent, with the minor exception of a blind spot caused by the wide window pillar on the driver’s side. The gearbox is a dream and boot size ample. For me, the best features are its display panels, and its crowning glory is the built-in navigation system – efficient and clear. For those of us who use the car as a workhorse and travel long distances with full loads, this does the job without fuss and with a touch of style.

This article was taken from: The Independent

We are having an open day to celebrate our 25 year anniversary on Saturday 28^th July 2007 at Brookwell’s Main Branch in Bovey Tracey, come along from 10am.

You will be able to meet all the team and have a look round our stores

We will have some vehicles, old and new on display.

Prize draw will be done, with a chance to win some prizes donated by us and our suppliers. All proceeds will be going to Devon and Cornwall Air Ambulance.

Our shop will be open as normal in the morning for all retail customers.

With Ford selling off parts of its Premium Automotive Group (PAG) one at a time, it remains uncertain if Land Rover and Jaguar will end up under the same ownership in the future. In the meantime, Land Rover is collaborating with Jaguar on a future flagship model that will draw on Jaguar’s expertise to produce a new Range Rover with a lighter-weight construction that could expand both upmarket and down.

Based on a new aluminum structure called Premium Lightweight Architecture, the next Range Rover is anticipated to shed about 40% off the unpainted unibody’s weight, and some 800 pounds off the curb weight. Applying the magic formula of less weight and more power from a revised engine line-up, also benefiting from Jaguar collaboration, would contribute to improved performance and fuel economy. An all-new 5.0-liter V8 could produce about 350 hp, or as much as 460 supercharged, while the existing range of diesels are anticipated to be bored out from 2.7 liters to 3 and from 3.6 liters to 4. If Land Rover chose to shoehorn in the smaller Jaguar/Land Rover turbodiesel into the lightweight Range Rover, it would create a lower model in the range, while the top-end, supercharged version could fetch as much as $200,000 and feature a full spectrum of luxury equipment to anchor the SUV’s position at the top of the luxury sport-ute market.

A new styling direction, led by new design chief Phil Simmons, is expected to include shorter overhangs and de-emphasized greenhouse to give a tauter and less top-heavy appearance. If given the green light for development by Ford or by any future parent company, the Range Rover would be the first in a series of new models from Land Rover, to be followed by a new Discovery (LR2), Freelander (LR3), Defender and Range Rover Sport.

This article was taken from: AutoBlog

Few cars create such admiration and annoyance in equal measure as the Land Rover Discovery. To some it symbolises the kind of extravagance that is responsible for global warming, to others it is a practical combination of people carrier, off-roader, estate and luxury transport.

Either way, one thing is beyond argument: the latest model is the best of the breed. The third incarnation of the Land Rover Discovery was launched in the UK in 2004 and was immediately acknowledged as being on a different plane from its forebears.

The new styling carried enough of the old design cues to remain familiar while still managing to expand the Discovery’s internal volume to make it into a proper seven-seat vehicle. The interior is unfussy and extra space is gained by the use of an electronic parking brake that releases automatically when moving off rather than a conventional manually operated one.

There is no shortage of places to store items either, with Land Rover claiming space enough to hold 17.5 litres of drinks in the large door bins. Even the key fob has been well designed: built to withstand a 30ft drop, it continuously recharges itself from the ignition, meaning owners will never have to replace the battery.
Land Rover replaced the transmission and gearboxes and installed the latest suspension systems so that the vehicle was comfortable both on and off road. Under the bonnet there was a choice of two engines, one petrol and one diesel. The superb 2.7 litre V6 turbodiesel was the biggest seller and produces a healthy 190bhp. Combine this with a hefty 324 lb ft of low-down torque and it will propel the 2,600kg Discovery from 0-60mph in about 11sec – significantly quicker than the 17sec taken by its diesel forerunner.

The 4.4 litre V8 petrol unit feels even quicker, with 300bhp under the bonnet, but while it has a claimed fuel efficiency of 20mpg few drivers will find they can achieve anywhere near that figure in normal driving conditions.

On the road the Discovery feels much more like a car than its predecessor thanks to the air suspension, which is standard on all but the entry-level model.

Not only does the vehicle ride well but cornering can now be tackled with a little more confidence because body roll has been significantly reduced.

Permanent four-wheel drive means that turning off the tarmac and onto the mud requires no thought, and huge ground clearance ensures ruts are dispatched with ease. The low-range gearbox gives the Discovery the ability to crawl up surfaces that would have mountain goats struggling for a foothold.

Even more impressive is how the Discovery flatters the driver. No matter how tough the going, the car deals with it calmly, nonchalantly pulling you out of even the most troubling environment.

But while the car’s off-road ability has never been questioned, its build quality and reliability have, and it is here that the biggest changes have been felt. With high-mileage examples now commonplace and manufacturer warranties soon coming to an end the third-generation Discovery is proving itself to be a robust and reliable vehicle. Early problems with suspension now seem to have been resolved, gearboxes and engines appear trouble free and interiors are wearing well.

So if you fancy the second-best Land Rover built (I still regard the Range Rover as king of the off-roaders) then what should you buy? Well, forget the manual and go for the sublime six-speed automatic box. Don’t bother with the stress of the V8’s fuel consumption, just pick up the super-smooth V6 diesel. A used HSE with leather, bi-xenon headlamps and upgraded stereo is also well worth the extra outlay.

The latest generation of Discovery is a mighty impressive vehicle, and whether we believe it’s politically correct or not it certainly deserves our respect.

Safety Four stars for Euro NCAP adult safety

Rear seats Third row of forward-facing seats are not quite full size but perfect for children up to about 16

Alloys HSE models get larger rims. Check all wheels carefully for signs of scuffing and tyres for uneven wear due to the after-effects of kerbing

Warranty Three-year unlimited mileage warranty provided the service schedule is adhered to

Seats Seat squabs can be prone to creasing on models with cloth upholstery

Space Third-generation Discovery wheelbase is 335mm longer than previous models, creating masses of extra space, while overall length has grown by just 130mm

Navigation system Excellent touchscreen system standard on SE and HSE models

Terrain response system Adjusted using a knob in the centre console, the system selects the appropriate setting for ride height, gears and throttle response to suit the terrain you are on

Vital statistics

Model Land Rover Discovery 2.7 TdV6

Engine 2720cc, six cylinders

Power 190bhp

Transmission Six-speed automatic

Fuel 30.7mpg (combined cycle)

Acceleration 0-60mph: 11.2sec

Top speed 112mph

Values

Mileage 10,000 20,000 40,000

2004 04

Trade £25,000 £23,750 £21,400

Retail £29,500 £28,250 £26,000

2005 05

Trade £27,550 £26,200 £23,950

Retail £32,000 £30,750 £28,500

2006 06

Trade £30,400 £28,850 £26,400

Retail £35,000 £33,500 £31,000

This article was taken from: Times Online

With the power of a rhino and the grace of a ballerina, the Range Rover Sport is some car. And the diesel’s suprisingly green, says David Wilkins

Specifications

Price: £53,120

Engine: 3.6-litre diesel

Performance: 0-60 mph in 8.6 seconds, 25.5 mpg

CO2: 294g/km:

Worth considering: BMW X5, Mercedes ML Class, Range Rover

We’ve featured the Range Rover Sport on The Verdict before. Last time, just like this time, our test car was a diesel. That first car was very impressive and so is this, but there is one important difference. On our original test car, the “Sport” badge looked out of place. On this one, it doesn’t.

So what’s changed? Well, the original diesel-powered Range Rover Sport was fitted with a 2.7-litre V6 that it shares with Jaguar’s XJ. The 2.7 is a great engine in every way; modern, smooth, quiet and powerful for its size, it provides the XJ with a terrific turn of speed – but that’s partly because the Jaguar, with its advanced aluminium structure, weighs just 1,659kg, a remarkably low figure for a competitor to the Mercedes S-Class.

The problem here is that the Range Rover Sport, when fitted with the V6, tips the scales at 2,455kg, a whopping 48 per cent more. The result is that while the V6 is just as sweet in the Range Rover Sport as it is in the Jaguar, it delivers a lot less go.

The 2.7 is still on sale but it has been joined by a 3.6-litre V8 diesel, the engine fitted to this week’s test car. This provides 43 per cent more power and 45 per cent more torque, which is nothing short of a transformation; only when starting up is there a – very muted – hint of the sort of clatter that usually characterises diesels, and apart from the occasional brief initial hesitation, a poke on the gas pedal is rewarded with a surge of smooth, sustained acceleration that will see off most other cars on the road.

There isn’t much to grumble about when it comes to the rest of the Range Rover Sport, either. I’ve always thought that the Sport is by far the most stylish of the large Land-Rover models, and the interior fits the bill, too.

And while the Sport has on-road performance to match most other luxurious SUVs on the market, let’s not forget that unlike some of those competitors, it’s a serious off-road machine as well. Under the skin, the Sport shares a lot with the Discovery 3, which means that it has the full battery of Land-Rover off-road tricks, including air suspension, a low-range gearbox, Hill Descent Control and Terrain Response, a means of collectively switching all of these systems to their optimum settings for different ground conditions.

Growing environmental concerns threaten to make the large SUV an endangered species, but I suspect that this car’s impressive ability and comparative economy will help it to ward off extinction for a good few years yet.

Richard Evans, 48, Company director, Birmingham

Usual car: BMW 320D Touring

The Range Rover has a kind of arrogance that cannot fail to impress. Whether in the town or country, the bulk of the car is compensated for by the high driving position and excellent visibility. In this spec, Land Rover have struck a balance between powering such a large vehicle and reasonable economy. Power is delivered smoothly through an exemplary auto-box, which also conjures up class-leading all-terrain tricks. With soft leather and electronics in abundance, the Sport does everything you would want from a luxury saloon, and yet has the bonus of some awesome off-road technology. I’d have one , and plant a small wood to overcome my guilt.

Neil Hatt, 28, Company director, Birmingham

Usual cars: Alfa Romeo 145 Cloverleaf, Land-Rover Discovery

I expected this huge beast to wallow around corners like a speeding Weeble. But no. This mass of metal has impeccable road manners; that sweet V8 (and those huge Brembos) make the RR Sport feel about a third of its actual size and weight, and it handles corners with such aplomb that I can’t see a reason to ever have a “normal” car again. It looks fantastic, there are huge amounts of room, it really shifts when you stomp the gas, and yet fuel economy from that big V8 is still bearable. With suspension settings for road, ice, desert, boulders, it will always get you home. And if you’re like me, you’ll take the long way round.

Paul Dandy, 39, Software developer, London

Usual car: Seat Leon

Not being a great admirer of 4x4s, I was interested to see whether the Range Rover Sport could win me over. I was pleased with how easy it was to find a comfortable position and how all the luxuries make your lofted throne a serene place to be. The design was nice but didn’t scream luxury – they reserved a touch of decadence for the engine, a V8 diesel! It purrs sweetly, and giving the accelerator a dig breaks the closeted cabin with sounds of swift acceleration. It also proved a nimble machine, and clocking the fuel consumption, it’s nice to know it doesn’t have a drink problem. Rehab works for 4x4s – I went in a sceptic and came back an quiet admirer!

This article was taken from: Belfast Telergaph