“Mate, I never hit nuthin’.”

Yeah, right. Hot oil is gushing on the red earth. There’s a sizeable hole in the sump. Down the track, a boulder bears a glistening smudge of black. Case proven and closed, I’d say.

Five Land Rover Defenders started this two-day hike through Wolemi, the largest wilderness area in New South Wales. Now, just a couple of slow-paced hours in, we’re down to four drivable cars. And one chastened Aussie journo who’ll be a passenger for the remainder of the day.

Fair due. We’re truly doing it tough. A maze of canyons, cliffs and forest, this part of the Blue Mountains World Heritage Area ain’t for street-tuned SUVs.

This is a good test for the newest version of the oldest Landie, especially its big difference _ a 2.4-litre diesel engine from the Transit van, with the same power as before (90kW) but rather more torque, 360Nm (a 60Nm gain) produced over a wider rev spread.

Behind this mill is a fresh transmission, also from Ford, with six forward gears available for the first time and enhanced flexibility for at-speed cruising and pedestrian pace rock-crushing.

The interior has undergone a refit, with various bits from the current (dash, air con) and previous (rear-most seats) Discovery. There is even an iPod socket. Which of the 60 military forces who support this car requested that?

There are 700 changes, yet in sight and sensation the world’s oldest four-by-four by far remains as it always has been: timeless and from another time. Surely the tail lights and finger-snagging rear door latch are unchanged since the original Series I of 1948.

Comparison with any modern four-wheel-drive is, of course, quite ludicrous. Airbags? Stability control? Don’t be silly, man. It was a big step just to finally get all the seats facing forward and provide every passenger with a three-point seatbelt. That the 90 and 110 also have antilock brakes and traction control as well is nothing short of a miracle.

I’m glad the sole styling change, a bump in the bonnet to fit the engine, doesn’t defile the Lego brick shape. I love that even the new stuff manages to be kooky. Example: The air con pumps even when the fan is switched right off. Despite the new chairs, the driving position remains
awkward. Passengers fare no better: kneecap-strike is a risk for the other front seat rider; those in the back risk stubbing toes on a floor beam. That’s just how it’s always been.

Despite more verve, it’s still slow: taking 14.7 seconds to hit 100kmh, and spent at 135kmh. The steering’s light and the body-roll obvious.

Yet the last Land Rover I’d want for a big highway trip is still the first for ruts, ravines and rivers. Many modern off-roaders will not see which way it goes and, strangely, the Range Rover Sport supporting our expedition always seemed to be occupied elsewhere when our cars were
tackling near-vertical slopes.

In first gear low-range – with the differential lock engaged and constant throttle application to aid the operation of the traction control system – the car I was in seemed as unstoppable as the ageing process.

Land Rover sells Defender in three different wheelbase lengths (90, 110 and 130 inches), all cheaper than before. The 90 starts at $61,990, the 110 is $64,990, plus $2000 for third row chairs. The pickup costs $64,990 and the 130 is $61,990.

The engine update is a temporary reprieve. New regulations regarding crash safety standards due in Europe in 2010 will render the overall design obsolete.

Will there be another? Plans have been repeatedly pushed back. The adventurer’s choice is the trickiest and most time-consuming to build and is the least profitable. And they only knock out 23,000 a year now. What chance would you give it?

At dusk we visit the remains of a shale works which operated from 1908 to 1952, using
19th-century processes to create fine machinery oils.

The vast industrial complex, impregnable even to a Defender, is being reclaimed by nature. A reminder that nothing lasts forever. How odd that our host insists we visit this eerie spot.

This article was taken from: Drive South

Land Rover again beat tough competition to win the Best Compact 4×4 and the Best Large 4×4 categories at the 2008 What Car? Car of the Year Awards ceremony in London.

The all-new Land Rover Freelander 2 TD4 2.2-litre GS fought off opposition in what is one of the most hotly contested sectors to win Best Compact 4×4, while the Discovery 3 TDV6 SE auto beat its rivals yet again to be named Best Large 4×4 for an impressive fourth year running. They were also both awarded ‘best buys’ in their respective price categories of over £20,000 for Freelander 2 and £30-40,000 for Discovery 3, as was the Range Rover TDV8 Vogue at over £40,000.

What Car? group editor, Steve Fowler, said: “In spite of tough competition over the past year from a whole host of new models, Land Rover continues to clean up in the 4×4 sector. The Freelander 2 remains our pick of compact 4x4s – it’s a true off-roader, but is comfortable and civilised for every day use. As for the Discovery 3, our overall Car of the Year in 2005, it remains the best large 4×4 by some margin – testimony to the cleverness of the design and engineering of the car.”

Land Rover’s managing director, Phil Popham, said: “We are absolutely delighted to win these prestigious awards yet again from What Car?. These accolades are recognition of the continued relevance of our vehicles and their class-leading versatility.”

Land Rover’s sales in the UK exceeded 50,000 units last year for the first time in its 60 year history.

The Freelander 2′s first full year of production in the UK saw sales of just under 19,000, the Discovery 3 continues to sell well with nearly 40,000 sold in the UK since launch back in 2004, and the introduction of the more efficient turbo diesel V8 in Range Rover Sport and Range Rover helped to keep the brand at the forefront of the luxury SUV segment.

To book a test drive or for further information on any of the Land Rover range log onto landrover.co.uk.

This article was taken from: Easier Motoring

Land Rover has unveiled a compact 4×4 concept called the LRX, which showcases a bolder new look for Land Rover design. Land Rover says the three-door LRX offers the benefits of a 4×4 in a smaller, more agile package. Gerry McGovern, Land Rover’s design director, said “LRX is a design born out of passion for the brand, but it is different, relevant, engaging and exciting – because Land Rover has never built ordinary cars…it’s a Land Rover that would be comfortable on Bond Street or Fifth Avenue, but wouldn’t flinch at getting its wheels dirty.”

Power comes from a proposed 2.0-litre turbodiesel/electric hybrid, capable of running on bio-diesel. An integrated Electric Drive Rear Axle Drive (ERAD) would allow the LRX to use electric drive alone at lower speeds while keeping full (and possibly improved) 4×4 ability in difficult conditions. Off-road the ERAD provides extra torque when needed and maximum electrical torque from standstill, which in turn offers even more low-speed control and enhanced pull-away on slippery surfaces. On the road, the ERAD allows traffic creep up to 20mph using only electric power and when required an Integrated Starter-Generator (ISG) function re-starts the engine automatically. The electric drive then assists the mechanical engine until the engine is running at its most efficient range.

This engine could offer a potential of 120g/km CO2 emissions – revolutionary for a vehicle of this type and more like the level of CO2 emissions usually found in a supermini. By comparison, the lowest emissions from a similar car are from the Nissan Qashqai, which produces 145g/km from its 1.5 DCi engine. The LRX will be the first Land Rover model to address the issue of rising levels of CO2; lower weight and smaller frontal area help to reduce drag and further improve fuel economy and emissions.

This article was taken from: motoring.reuters.co.uk

No one doubts Land Rover when it comes to building off-roaders but how does the Freelander feel on public roads?

A tank? A tortoise? Or a sophisticated compact premium 4×4? Land Rover is the undisputed king of rough terrain and the Freelander 2 is no exception; so we decided to forego the swamp and take a tour on hilly B-roads to discover whether it could also be an everyday, on-road car. It certainly looks the part. It might have chiselled features and the short overhangs of a purpose-built off-road tough guy, but the distinctive clamshell bonnet is softened by smoother, curvier more car-like lines. Not exactly Kensington but not Rambo, either.

The surprising thing was, once we were zooming along on ordinary roads, there was little to distinguish if from the yummy-mummy-mobiles, those school-run soft-roaders which would shriek in horror if asked to dip a tyre in a fast-flowing river or chip their bumpers climbing rock-strewn slopes. If anything, the Freelander was more satisfying to drive than your typical SUV. Despite the height, which combines with large areas of glass to give you a fantastic view of the road, it doesn’t roll too much in corners but tackles every bend surefootedly, even when you’re going fairly fast – which the Freelander’s agility tempts you to do. The suspension is firm but not jiggly, and over rough roads the occupants travel in relative comfort.

Nor did I find it a difficult thing to drive. On the contrary, all the main controls are in very easy reach and light to use: it’s not built purely with burly, outdoorsey men in mind. These days, buyers of even the most utilitarian vehicles demand a certain level of equipment and styling and the Freelander provides a welcome sense of luxury in its well-equipped, extremely roomy cabin.

I suppose if you’re paying between 20 and 35k (the entry-level price for the 2.2 TD4 S is £20,960, right up to £34,095 for the 3.2 i6 HSE), you have a right to expect a bit of luxury. Aside from the purchase price, you’ll also need to budget for the fuel economy; or lack of it. The combined fuel consumption of the 6-speed manual 2.2-litre diesel we tested is a claimed 37.7mpg; not astronomical, but you might hope for better in a vehicle which, in spite of having 158bhp and a staggering 295lb ft of torque, only manages the 0-62mph in a rather sedate 11.7 seconds. That’s what comes of having 1770kg to lug around, not to mention the size and shape. It’s beautifully styled but it’s a very big box to push through the air.

Of course, when you opt for the 230bhp 3.2-litre petrol, with its six-speed automatic gearbox (including ‘CommandShift’, which gives you manual sequential gearchanges when required), the 0-62mph time comes down to a rather impressive 8.9 seconds. But then, on top of the increased purchase price, you’re going to have to fork out for enough fuel to cater for the 25.2mpg consumption. Which is why, however good the Freelander 2 is on the road, you’d be silly to buy one unless you need to tow heavy payloads or cross truly inhospitable terrain.

If you do, you’ll be encouraged to know that the Freelander’s off-road credentials are unsullied by its on-road driveability. Full-time, intelligent 4×4 transmission, Land Rover’s unique ‘Terrain Response’ system, 210mm ground clearance and a wading depth of 500mm, Hill Descent and Gradient Release Control, EBD and Roll Stability Control – you name it, and the Freelander has it in bucketloads. This is still a genuine brute of a Land Rover when it comes to heavy-duty, off-road work. It’s just that it has delicate manners, too, when called upon to display them. To answer our initial question – yes, it could be your everyday car. But only if you can afford the fuel, and the disparaging remarks of others.

This article was taken from: New Car Net

Sales for this product have remained strong year after year and to date 1.9 million vehicles have been produced and sold in 130 countries worldwide. North Africa continues to be major contributor to this success, where the product is seen as symbol of extraordinary strength, robust spirit and exceptional capability.

Adding to this product’s functional appeal, Land Rover has recently introduced the new 2007 model that comes equipped with a series of evolutionary upgrades reinforcing this model’s unique positioning and increased desirability.

Land Rover celebrated the recent arrival of this new model upgrade in the North African markets by inviting its valued dealers and customers to an exciting launch event. Participating markets included Algeria, Tunisia, Libya, Egypt and Morocco.

The exclusive programme was designed to provide Land Rover importers and clientele an opportunity to put to test the capability of the New Defender in the diverse terrains of Marrakech covering the snow-covered Atlas mountains and sandy desert dunes of the Sahara desert.

Adding to all the adventure, the trip included a taste of traditional living and a visit to historic sights, getting acquainted with village life, meeting local inhabitants, experiencing the various cultures, while covering diverse terrains along the scenic countryside of Morocco.

The event provided a perfect platform for customers and importers to experience the luxury, comfort and performance of the New Defender for 2007 in a truly unique setting that echoed the brand’s adventure spirit.

Since the current model’s introduction in 2002, Defender has consistently sold an average of 25,000 units a year worldwide. Retail and utility customers, armed forces and NGOs in over 100 countries value Defender’s class-leading blend of towing and load-carrying versatility, alongside the vehicle’s extraordinary strength, robustness and capability. The unique combination of these attributes helps account for the model’s exceptionally high standards of customer loyalty.

Speaking on the model’s success and arrival of the new 2007 upgrade, Badreiddine Mansouri, Regional Director of Land Rover Africa and Pakistan, said, ‘We’re building on Defender’s success with a package of improvements that will extend its off-road abilities even further, while transforming on-road refinement and comfort. These changes represent a significant vote of confidence in a product which is the foundation of Land Rover’s reputation for off-road excellence; we believe these enhancements will win the hearts and minds of new and existing customers alike.’

The New Defender comes equipped with a 2.4 litre, four cylinder engine that draws a major step forward in terms of refinement and driveability. Based on a cast-iron block, the engine features an alloy, 16-valve cylinder head with Denso common rail fuel injection which reduces combustion noise dramatically.

Other features include a new GFT MT 82 six-speed gearbox that provides a much wider ration spread than before, which makes towing easy both on and off-road. The increased engine torque also helps in-gear acceleration.

Changes to the vehicle exterior have been kept to a minimum to sustain the iconic design character. Every line and surface is linked to the vehicle’s extraordinary capability.

But the interior now offers more versatility, is more robust and is functionally superior. Defender’s new facia is based on a single, large moulding supported on a robust steel rail to help eliminate squeaks and rattles.

In-car entertainment systems have been upgraded to take advantage of Defender’s improved refinement. For the first time, high-mounted tweeters are available in Defender and work in conjunction with the new speaker installation for significantly improved clarity and sound reproduction. An auxillary/ MP3 audio input socket is also available.

The new facia houses an all-new heating and ventilation system. Cabin airflow is up almost 50%, with new aluminium plate and fin heat exchangers helping deliver impressive performance. In cold weather, the heater warms the cabin 40 per cent quicker than before and can achieve cabin temperatures a full 12°C higher. The air-conditioning system can cool the cabin in half the time of the old unit, and achieve cabin temperatures 7°C lower too. The addition of side window demist vents helps maintain visibility whatever the weather.

Seating is also comprehensively improved. New, taller front seats are designed to improve back support and head restraint ergonomics.

Robust, more supportive second row seats are introduced too. 110 Station Wagon and 130 Crew Cab models can comfortably accommodate three occupants on a new, asymmetrically-split second row seat. A spring-assisted fold mechanism helps when folding the seats for carrying large or awkward loads.

Defender 90 Station Wagon second row occupants benefit from a pair of individual, full-size, forward-facing rear seats. Providing significantly increased comfort and space over the outgoing model, these seats are also available as a third row option on the 110 Station Wagon. Accessed either through the rear door or by folding the second row seats, they can be easily stowed sideways in the loadspace.

Seat trims include durable all-vinyl and cloth specifications; a half-leather option is also available to add a touch of luxury to the new cabin. Three-point safety belts are specified for all seating positions.

Upgraded sound insulation, the common rail engine’s excellent combustion control and the significantly higher top gear all contribute to a substantial overall improvement in cabin refinement.

More capable than ever before, the New 2007 Defender offers unmatched performance and supreme capability in its class and is engineered to inspire driver confidence and passenger comfort over a wide variety of conditions and surfaces.

This article was taken from AME info