I grew up in Duluth, Minnesota before heading out here to Latteland over 20 years ago. Being raised “up north” has its advantages. Learning how to drive on roads that often times resemble skating rinks is one. Best of all, I can honestly tell my children that school was a two-mile uphill trek in the snow. Barefoot. Both ways.

Well-off Duluthians would love this week’s test drive – Land Rover’s Range Rover HSE. There’s extreme weather and terrain in the Land of 10,000 Lakes, making this machine quite useful. Still, Minnesotans are all about common sense and many might be rightfully skeptical about the concept of a high-end luxury SUV. This rig is like crossing a Jaguar with a Jeep and ending up with the best of all possible worlds. The demographic that slogs trails during the day then hits the opera at night is probably on the small side though. Especially in Duluth.

The price of a HSE starts at $77,950. My tester is optioned to the $82,950 level, but some credit here, that includes the $775 destination charge. The price is as steep as the terrain it can climb, but the Ranger backs it up with some impressive credentials.

First and foremost, Range Rovers pack off-road abilities that make mountain goats envious. Click the streaming video for some light duty stuff. Sadly, there was no time to properly wring this luxury sport ute out in its week’s stay with me. I’ve driven them before though, and when things get difficult, Land Rover’s Terrain Response system couldn’t be easier to use. A dial on the center console has pictograms for different terrain. Just dial it to the surface you want to conquer and computers will do their best to make sure you get through it. It’s sort of like Garanimals for off-roading. There’s hill decent control and ground clearance is adjustable.

Often times off-road prowess means on road punishment. The Range Rover turns out to be a quiet and comfortable companion on long road trips. This pleases the Minnesotan mindset. I’ve logged 350 miles at speeds over 65 and the Range Rover performs more like a crossover than a truck. It rides high but doesn’t feel tippy in normal cornering. Quite a compliment for a heavy duty ute. I’m seeing 17 miles for every gallon of premium fuel (the more accurate 2008 EPA ratings are 12 city, 24 highway).

Buttery smooth describes the 4.4-liter 306 horsepower V8 engine with 325 ft.-lbs of torque on tap at 4000 RPMs. That’s hooked up to a six-speed automatic with CommandShift mode (that’s manual shift mode in plain English). Acceleration is good, and the deep engine note sounds like a million bucks. I suppose that would make this car a bargain at $80K then wouldn’t it? FYI, there’s a supercharged model too. It starts at around $93,000.

The cabin has more wood and leather than the Gitchi Gammi Club (an exclusive men’s club in Duluth). Smells great too. Choose from seven woods (from sustainable forests says Land Rover). Whether or not the acres of leather come from sustainable cows I do not know, but it is of high quality. Once the driver learns what each of the many buttons does, the interface is fairly straight forward. Four-zone air conditioning and heated seats fore and aft should keep everyone comfortable whilst trekking off to Super Valu to pick up Michelena frozen Italian food (made in Duluth as was Chung King and Jeno’s Pizza Rolls). There’s infrared-deflecting glass at the windshield and sides, so the climate control doesn’t have to break a sweat. Another reason to be relaxed? Nine airbags. Oddly enough, the aux jack for an iPod or MP3 player is in the rear seating area.

With room enough in back for three adults, the only complaint from passengers is that the footwell is narrow during entry and exit. Also, the ride height of the Range Rover makes it a serious step up for anyone. My wife is petite and I’ve lowered the air suspension to make it easier for her. I can’t see doing it all the time though; the process is on the slow side

There’s a hard security cover and safety net in the cargo area that keeps purebred pets from flying forward in an accident. To maximize the toilet paper test, I’ve removed them. After this simple process, what’s left over is a largely square trunk. The Rover scores a respectable 13.

Gripes? The seats don’t fold flat for cargo – they just tumble up against the front seats. While they may be removable, who wants to hassle with that? I suppose the help could tackle the project. The CD changer is in the top half of the new dual glove box, so forget about loading that Bob Dylan disc while driving. Bob grew up just north of Duluth, though apparently he’s into Cadillac these days. The split tailgate is handy but there’s no power feature. Finally, at this lofty price I’d like to see keyless ignition.

Really though, those are minor quibbles (well, not the keyless ignition). The main issue with the range Rover is still pretty much over price. Of course that’s written by a guy who can’t afford one. This sensibly raised Midwestern guy has to believe even those who can make the payments must think twice about boulder-hopping a vehicle that costs more than $80 grand. Still, with the terrific interior, refined driving dynamics and the knowledge that driving though anything is possible, Land Rover’s Range Rover is a desirable ride. When the wealthy want to play in the mud, snow and sand, the Range Rover is the perfect toy. It’ll get you anywhere in style. Even Duluth.

This article was taken from: king5.com

Size may not matter after all — whether you take it personally or not is far from my point. Let me remind you and your twisted mind that I’m talking about vehicles, in this case the smallest of the Land Rover lineup: the new 2008 LR2.

As some of you might recall, the LR2 was the big winner of our comparative match held last July. Despite facing some hardcore off-roaders, this little Land Rover used its versatility, styling and overall balance to earn our jury’s approval. Said balance is vividly felt each time you sit behind the wheel of the British compact SUV.

Inspired design
Given the fact that I have always loved the boxy styling of Land Rover models, it should come as no surprise that I am fond of the little LR2. Replacing the infamous Freelander, which sadly contributed to tarnishing the Land Rover name, the LR2 appears blockier while managing to incorporate smooth curves. Such an artistic tour de force is virtually impossible to explain.

The family traits are more obvious; the LR2 comes dangerously close to looking like the Range Rover Sport, for instance. The only design cue that was carried over from its predecessor is the sloping front end, which is racier and probably more aerodynamic.

The new exterior dimensions also make for a much more spacious interior. The compact LR2 can now be rightfully considered as a 5-passenger vehicle (whereas the Freelander could only sit four), all this without compromising comfort.

Both front and rear passengers enjoy impressive room, while the cargo area allows you to bring your entire camping gear. Everyone knows that Land Rover buyers are avid fans of the great outdoors and they are always in the mood for sleeping under the stars.

On a negative note, however, while the dashboard is far better executed that the LR3′s, there is still a hollow space in the middle, which remains a mystery. True, that’s where the optional navigation system is supposed to go but, as it is, this void nearly ruins the whole layout.

Also, I have to admit that the ergonomics of the controls could be improved; they require a certain amount of time before you can manipulate them intuitively. And it’s a good thing to learn how to use them prior to taking the road, unlike some of my colleagues who encountered various problems while trying to adjust the climate control system.

Go-anywhere monster
I can hear the skeptics question the actual off-road capacities of the little LR2. After all, this vehicle is better suited for the highway than the trail. Well, amazingly, despite being the smallest of the Land Rover family, it proves to be fully prepared for an intense battle with Mother Earth.

The EU-CD chassis, also used by Volvo, allows for a pleasant balance between ride and handling. The LR2 is as smooth on the road as rugged off of it.

Likewise, the intelligent all-wheel drive system was developed by Haldex, a Volvo supplier. It incorporates a center differential with electronic management to anticipate the least bit of wheel slippage and reacts accordingly by providing the appropriate amount of torque at all corners for optimum grip.

But the most impressive aspect of the LR2 is undoubtedly the Terrain Response system, which offers four different traction modes depending on road conditions: General, Grass/Gravel/Snow, Mud & Ruts, and Sand. This permanent four-wheel drive technology adjusts the vehicle parameters (for example, the traction control system) based on the selected mode. That’s why the LR2 was able to win our comparative match despite using low-profile performance tires.

Last but not least, the Hill Descent Control (HDC) system of the LR2 automatically applies the brakes to control speed on steep downhill slopes. Thus, the vehicle never exceeds 8 km/h during descents.

With its fully independent suspension, refined 3.2L L6 (also found in the Volvo S80) and reduced noise levels, the LR2 is also an adept performer on the road. Accelerations are brisk and the ride remains quiet, which creates an overall dynamic driving experience. It has to be said, though, that the brakes were guilty of hesitating a bit during emergency situations.

While reliability is still an issue (due to the Freelander’s lackluster record), the 2008 LR2 is a very promising SUV — one that will likely keep all its promises, actually.

This article was taken from: Auto123.com

“The Sport badge looks a little incongruous on the back of the TDV6. The TDV8 has no such self consciousness”

With the TDV8, the modest 188bhp of the 2.7-litre TDV6 was transformed into a lusty 272bhp with the addition of another couple of cylinders and a big injection of attitude. This powerplant dwarfs that of the Mercedes ML320CDI (221bhp), the BMW X5 3.0d (231bhp) and the Audi Q7 3.0TDI (230bhp). It’s also an installation that’s more befitting of a vehicle that needs a truly imperious engine. Although the Sport is, in effect, the diffusion line of the Range Rover sub-brand, it’s still perceived as a prestige choice. The TDV6 continues as an entry-level choice but the V8 is a far more desirable piece of engineering. Stretch to it if you can.

Eight cylinders are always a good start and the Range Rover Sport makes the most of its octet of oil-squashing pots. It’s more than just the TDV6 plus two. Compared with that engine, it’s 42 per cent more powerful, delivers 45 per cent more torque but, crucially, offers similar fuel economy. As you’d expect with that sort of power gain, acceleration is vastly improved, slashing the sprint to 60mph to 8.6 seconds and giving a top speed capability of 124mph – easily enough for high-speed intercontinental ballistic cruising. Refinement has been improved too. The TDV8 is claimed to be significantly quieter overall and you won’t need to rev it until its valves bounce because the almost obscene torque figure of 640Nm comes on stream from just 2,000rpm. Fully 500Nm of torque is on offer between 1,500 and 3,700rpm, giving the Sport real ‘step off’ ability – handy if you need to put a move on someone away from the lights.This means that acceleration feels effortless. The 12.7 second sprint to 60mph of the TDV6 wasn’t premier league standard and the midrange performance has been transformed. The engine exceeds Euro4 emissions standards and a combined fuel economy figure of 25.5mpg is a decent return for such a sizeable and swift hunk of automotive real estate. Many will labour under the misapprehension that this powerplant is the TDV6 with a couple of extra cylinders grafted onto the end but it’s far from it. Whereas the six-cylinder V6 has a bank angle of 60 degrees between the two sets of cylinders, the V8 has a 90-degree angle which is often regarded as the most efficient configuration of an eight-cylinder engine’s balance and refinement. Displacing 3.6-litres, the TDV8 uses a revolutionary Compacted Graphite Iron (CGI) engine block that offers better fatigue strength than aluminium with less weight than a ‘standard grey’ iron casting.

Now that the Sport is becoming a familiar sight on British roads it’s clear what a deft piece of styling it represents. Although some were a little dismayed at first that the look was so restrained, this shape has more legs than a more extreme design. The wheelarches are subtly flared, thin side vents sit behind the front wheels and there’s a sharp swage line that runs along the car’s hips. The windscreen is sharply raked back and the perforated front grille looks like a set of expensive kitchen knives.

It’s also a landmark vehicle for a company with a whole lot more autonomy. Just five years ago, Land Rover could never have built a car of this kind. Their owners at the time (BMW) didn’t want a sports crossover vehicle like this poaching sales from their all-conquering X5. It was only as recently as 2000 that plans were first laid for a chassis platform that would spawn two very different vehicles. The first was the Discovery3 and the second was this, the Range Rover Sport. Both ride on a monocoque chassis and double wishbone suspension that offers far better on-road ride and handling than any previous Land Rover product.
As you might expect, the Range Rover Sport features a much more focused set up than the Disco. The steering rack has been replaced by a quicker item, offering more road feedback and quicker Reponses. To help cut the pitch and roll that quick changes of direction tend to generate, Land Rover have also upgraded the springs and dampers and lowered the car’s roll centre. Perhaps the most innovative feature of the Sport’s underpinnings is Dynamic Response, a set of anti-roll bars that can be engaged or decoupled according to demand. Standard on the flagship supercharged model and an option on the other models in the range, Dynamic Response also decouples when offroading in order to allow greater wheel articulation.

Under normal conditions, drive is split 50:50 between the front and rear axles, although it can instantaneously switch according to demand. The Sport also gets the Terrain Response system first seen in the Discovery3. This is virtually akin to having an expert sitting alongside you, helping to get the best out of the vehicle, on or off road. The driver chooses one of five terrain settings via a rotary knob mounted on the centre console. There’s a general driving programme plus one for slippery conditions (dubbed ‘grass/gravel/snow’) and three specialist off road modes (mud/ruts, sand, rock crawl). The system will then automatically select the optimum setup for the electronic controls and the traction aids. This encompasses ride height, torque response, hill descent control, electronic traction control and transmission settings.

The Range Rover Sport diesel looked a little self conscious in TDV6 form, with just 188bhp of engine powering it. Now that the diesel Sport flagship is packing 272bhp, the situation has been well and truly rectified. Top step of the podium again.

This article was taken from: Accelerate Bristol

Land Rover is celebrating its best sales performance in 714 months of production as wealthy Russians and Chinese queue up to buy its most expensive models.

The Solihull 4×4 specialist has been buoyed by figures showing that global sales rose by 34 per cent to nearly 26,000 units in September.

The numbers show that the company, the world’s only specialist manufacturer of all-terrain vehicles, has not been affected either by uncertainty over ownership or the prospect of big tax rises on its products as a result of pressure from environmental campaigners.

But what effect the continuing sales boom will have on parent group Ford’s decision about whether or not to sell the company along with Jaguar cannot be estimated, one automotive industry expert said yesterday.

The two West Midland luxury carmakers are on the market. Ford is expected to announce its decision on whether to press ahead with a sale or not either later this year or early next year.

“The key to Land Rover is not so much volumes, but the fact that it is making a profit,” the industry expert, who asked not to be named, said yesterday.

“But Ford has had to bundle it up with Jaguar to make the sale of Jaguar, which it probably really does want to ditch, more attractive. The question is is whether or not these latest sales figures will make Ford think again about a sale.

“The glib answer is yes – but in reality the situation is much more complicated than that and ultimately they may just serve to make Land Rover and Jaguar a more attractive proposition.”

Figures published last week showed Land Rover making strong gains in the UK and the US, its two main markets, thanks mainly to appeal of the new second generation entry-level Freelander model which it builds at Ford’s Halewood factory on Merseyside. In Russia, though, sales rose by 105 per cent to 1,113 units last month, while year-to-date sales were 94 per cent ahead at 8,277.

China, a market that Land Rover entered only about three years ago, saw sales of 715 vehicles in September, a rise of 249 per cent. Over the first nine months of the year, sales were 102 per cent ahead at 4,286 units.

All four of Land Rover’s volume models are selling well in these markets, but demand is particularly high for high-specification, high-margin, variants of the flagship Range Rover and Range Rover Sport which compete with luxury cars from the likes of Mercedes-Benz, BMW and Bentley and off-roaders such as the BMW X5 and Porsche Cayenne.

The mid-range Discovery and the smaller Freelander, meanwhile, are taking sales away from the likes of the Toyota Land Cruiser, the Honda CRV and the Toyota Rav4.

Land Rover managing director Phil Popham said: “This is a great achievement and it’s always satisfying to break past records. We can now approach our 60th anniversary with confidence. I want to see the business move forwards responsibly, profitably and in a sustainable manner.

“We’re on track with plans to fit technology to improve the environmental performance of our cars and we’ve given a hint of new, exciting designs. A great future is shaping up.”

Meanwhile Mini was also celebrating record global monthly sales. BMW said it sold a total of 23,805 Minis in September, an increase of 31.2 per cent compared with the same month last year.

It was the highest figure for a single month since the Oxford-built Mini went on sale in July 2001.

It has put the brand 12.3 per cent ahead over the year so far with total sales of 164,891 units and on course to sell more than 220,000 by December 31.

Rolls-Royce, BMW’s second British brand, delivered 120 cars to customers last month, 60 per cent more than in September 2006. Year-to-date sales were 22 per cent ahead at 579.

This article was taken from: The Birmingham Post

Land Rover, whose sport utility vehicles are prime targets for green-minded lawmakers, will cut the average carbon dioxide emissions of its vehicles by some 20 per cent by 2012 – more than the average cuts the European Union is seeking, according to its managing director.

The brand and its sister Jaguar marque, which their owner Ford Motor wants to sell, are investing £700m ($1.43bn) in CO2 improvements in their five-year business plan, with most of the money earmarked for Land Rover, Phil Popham told the Financial Times.

The EU is preparing legislation requiring carmakers to reduce their cars’ average CO2 emissions through improved vehicle technology to 130 grams per kilometre by 2012, about 18 per cent lower than last year’s average of 160 g/km.

Land Rover, like BMW, Porsche, and other premium carmakers, is unlikely to meet the target, and favours legislation that will take into account vehicles’ weight, size or other relative factors when mandating cuts.

“The £700m is a bit north of a 20 per cent improvement,” Mr Popham said. “We can meet the intent of the legislation in terms of percentage improvement, but there’s no way we’re going to get the fleet average down to 130 g/km.”

Land Rover and Jaguar, with no smaller vehicles in their line-up, are seen as two of Europe’s brands most vulnerable to souring political sentiment on high-emission cars. After lagging behind competitors in developing smaller and cleaner cars, they are now investing heavily in them.

At last month’s Frankfurt auto show, Land Rover teased viewers with a film showing an image of a smaller concept vehicle expected to be unveiled next January in Detroit. The crossover-type vehicle was shown pulling out of a parking garage alongside a Mini, making it clear it would be smaller than anything in Land Rover’s fleet.

Land Rover is installing emissions-cutting “stop-start” systems on its 2009 Freelander vehicles, which it will make standard on its fleet. The brand is expanding its diesel offering and developing a full hybrid car.

CO2 is seen as perhaps the biggest single risk factor dogging the sale of Land Rover, which unlike Jaguar is profitable and reporting record global sales.

Potential bidders doing due diligence on the brands – including Ripplewood Holdings, Terra Firma, Cerberus Capital Management, TPG, One Equity Partners, and India’s Tata Motors – are privately pressing Ford for guarantees on the issue.

London Mayor Ken Livingstone is mooting a flat £25 a day congestion charge for big cars that would hit Land Rover, as would proposed rises in Britain’s vehicle excise duty for high-emission cars.

This article was taken from: Financial Times