Blaze’s own Stig look-alike, Andrew Koch has been out and about in the latest Range Rover Sport – a premium SUV blending off road ability with luxury.

While traditional Land Rover models have combined unbeatable off-road performance with the amenities of a luxury sedan, the Range Rover Sport represents Land Rover’s first entry into the burgeoning high-performance Sports Utility Vehicle (SUV) arena. It is designed to offer sporty road manners and traditional Land Rover luxury without sacrificing the go-anywhere abilities of other Land Rovers, all of which it does admirably.

Despite its name, the Range Rover Sport is actually a modified and shortened version of the Discovery 3. As such, the Sport is the smallest and most nimble SUV in the company’s lineup. I use the word nimble a little loosely as it’s still a tad less than 2 tonnes.

We took the baby engine of the range, the TDV V6 diesel, to the beach where, for the most part, it performed well through the sand dunes. Not so good if the dune was too steep, as the weight of the vehicle eventually won and we ended up sinking into the sand. Getting to the beach and cruising up the highway was an absolute breeze.

Handling performance is fantastic. The Range Rover Sport is the first Land Rover to offer the company’s Dynamic Response suspension system which is only standard for the top of the range 4.2 V8 VC (we had it as an option in our test car.) Land Rover says that this computer-controlled system senses cornering forces and automatically adjusts the anti-roll bars to optimise body control and handling.

The Rangie offers a myriad of suspension choices for various terrains. For the sandy beach we chose the image of the Mexican cactus – aka sand mode. The vehicle raises itself quite considerably, enough to avoid situations over the sand dunes that could be quite embarrassing. But it will start lowering itself if you drive over 40 kilometres for an extended period of time (the over 40ks chimes are incessant.) We sailed past a Holden Rodeo with its nose firmly planted in the sand after what I image was an ambitious attempt at one of the steeper dunes on the beach.

Land Rover is synonymous with luxury, which doesn’t take a backseat in the Range Rover Sport. Just about every premium feature that you will find in most luxury sedans, or any of its luxury SUV competitors, is available in the Range Rover Sport. The same holds true for safety items, with the usual complement of airbags and electronic crash-prevention aids.

So if you’re in the market for an SUV and have around a 100K, pop this one on shopping list.

This article was taken from: Blaze

As MT editor-in-chief Angus MacKenzie once said in regard to the 2005 Land Rover LR3 (our 2005 Sport/Utility of the Year award winner), “Whether it’s Rodeo Drive or the Rubicon Trail, there isn’t a sport/utility in the world that will cover the terrain as quietly, confidently, or comfortably.” While we didn’t get the chance to tackle the Rubicon during our recent drive of the 2009 Land Rover LR3 HSE LUX, we can attest that the latest edition of Land Rover’s midrange premium off-roader still lives up to all the hype when cruising Rodeo.

Grabbing our initial attention were new-for-2009 body-colored wheel arches and tailgate trimmings that give the LR3 a refreshed, almost Range Rover appeal. Its side indicators now sport clear lenses in true Euro-style, and its exterior door handles are finished in a new Tungsten livery, which again adds to a cleaner, more sophisticated profile. Larger, sportier 19-in. wheels and lower-profile 255/55 tires replace the LR3’s standard 18-in. rolling stock. Further, the LUX’s 19s are edition-specific Slotted Seven alloys.

Inside the neatly crafted cabin, the supportive black-leather swathed front captain’s chairs elevate passengers to a strikingly clear view of the road ahead. Grand Black Lacquer wood (a no-cost option) with matching black leather covers the dash and console, adding a hint of chic-ness to the capable 4×4. Easily cleanable and rugged rubber floormats and storage-bin liners remind passengers they can still have fun in the mud should adventure duty ever call.

As you’ve probably surmised by now, the LUX in this LR3’s name denotes luxury, so it gets all the top-shelf goods like a 14-speaker Harman/Kardon surround-sound audio system, hidden console refrigerator, bi-Xenon headlamps, and electronically adjustable steering column, seats, and mirrors. All this is in addition to the HSE’s already standard DVD-based navigation, Bluetooth connectivity, parking sensors, and front/rear automatic climate control.

Cruising through “The Hills” of L.A., the LR3’s reputation for providing a smooth ride was obvious after only a few hundred feet, thanks in large part to the tunable Electronic Air Suspension system. With independent self-leveling air springs at each corner, the LR3 unhesitatingly soaked up L.A.’s notorious jarring bumps and Grand Canyon-style potholes. Like earlier versions, the air-spring system allows the driver to adjust the suspension for on- and off-road conditions. Three modes — access (lowers it for easier entry), and standard and off-road (both of which raise the body) — are selectable via a center-console-mounted switch. If you happen to leave it in access when driving, the springs automatically rise to the standard level and also lower back down once the LR3 is parked.

Also assisting with ride comfort is what Land Rover calls its Integrated Body-frame construction, which consists of hydroformed-steel frame rails welded to the rigid monocoque body. In addition, rubber mounts and dampers are set between the body and frame, making the LR3 as seemingly smooth-riding as a Jaguar.

Although nicely packaged inside, the LR3 does somewhat hinder the front passengers’ ability to access climate control, radio, and navigation buttons, given the high, pushed -back seating position. Several times during our weekend stint, trying to reach the A/C buttons proved a distraction. Much the same can be said about lowering the windows, whose switches are placed up near the sideview mirrors, rather than, say, by the door handles.

Those minor gripes aside, the LR3’s capacious interior allowed us to seat five adults comfortably and their luggage (up to seven adults can be accommodated with the optional third row). Further, the trademark safari-tour truck-inspired triple sunroofs and theatre seating help maximize light and space, making the LR3’s interior feel airy and open. Out back, the asymmetric split-tailgate makes for easy loading and unloading of cargo, while also allowing tailgaters or campers to grab a seat come mealtime.

When pushing the 5796-lb LR3 through mountain passes, its high center of gravity becomes apparent, though its sharp electronically assisted rack-and-pinion steering helps make it manageable. Power from the 300-hp 4.4L V-8 was linear, always on tap, and dutifully controlled via the ZF six-speed automatic. The gearbox’s Sport Mode holds gears longer for more aggressive shifts, but as expected with this type of vehicle, it hardly added any extra sense of haste. Only while playing around with this most aggressive of the CommandShift’s modes (Normal and Manual are also included) did its admittedly paltry 12/17-mpg city/highway EPA fuel ratings diminish further according to the vehicle’s mpg readout. Highway speeds in any of the gearbox’s settings arrive posthaste, thanks to the 315 lb-ft of torque and can at times be tricky to detect due to the LR3’s undemanding ride.

Navigating the urban jungle where it’ll most often roam, the LR3 HSE proved its mettle when seeking out a coveted mall parking spot or making a spur-of-the-moment U-turn. Its demeanor was more characteristic of a midsize sedan, not a large, three-row SUV. The numerous and large windows provided a consistent, unobstructed view all around and lessened the chance of an unwelcome meeting with a pesky shopping cart, curb, or fellow shopper.

Despite our not hitting the trails in the LR3, we did get to play around with its various off-road tidbits. Those looking to experience the truck’s full potential on dirt, mud, sand, or rocks will welcome the two-speed transfer case and infinitely variable locking center differential. Both work in conjunction with the LR3’s electronic traction and stability systems to distribute power and torque as needed to all four wheels. Trailblazers will also take a liking to the Land Rover’s Terrain Response system that adjusts throttle behavior, shift points, and differential settings depending on five presets — General, Grass/Gravel/Snow, Mud/Ruts, Sand, and Rock Crawl. Inside, the 7.0-in. screen displays elevation, GPS location, suspension articulation, and other pertinent off-road data.

As expected, a 2009 Land Rover LR3 HSE equipped with all the bells and whistles doesn’t exactly come cheap. At a cool $55,500, there are plenty of other mid- and full-size SUVs from which to choose. But none offers quite the same on- and off-road attraction as this British bloke.

This article was taken from: Motor Trend

The Old Sodbury’s Land Rover Sortout will be exhibiting, for the second year, on 17 and 18th May.

This year Brookwells will be exhibiting on 17th May.

There will be hundreds of stands of Land Rover and 4×4 parts and accessories. Visitors will have a possibility of buying used, take offs, obsolete stock, body parts, engines, gearboxes, axles, bulkheads, clutches, accessories, improvements, conversions, even complete projects.

Apart from buying Land Rover parts and accessories, there will be also a possibility of meeting the specialists who can be a source of information.

Buyers will have a chance of buying non commonly seen Land Rovers parts and accessories from Overseas sellers.

At this years event there will be a priority parking, priced £10, with limited spaces. The event opens at 9.30 am.

Please visit www.oldsodburysortout.co.uk and www.beaulieu.co.uk/ipus/beaulieu/sodburyssortout for more information.

This entry was posted on Tuesday, April 21st, 2009 at 1:43 pm and is filed under Accessories, Land Rover. You can follow any responses to this entry through the RSS 2.0 feed. You can leave a response, or trackback from your own site.

Lucky for us, Land Rover doesn’t change much this year on the swanky and affordable LR2 model.

This year’s LR2 loses a trim level, the base SE level, leaving the HSE as the only version.

The sole powertrain teams a 230-horsepower, 3.2-liter V6 engine with a six-speed automatic transmission.

In my week behind the wheel in this luxurious SUV, I got about 22 mpg, which is pretty average for the weight and engine in this model.

The LR2 still comes with Land Rover’s cool Terrain Response System, which uses a console switch to alter suspension and powertrain calibrations to suit a variety of conditions on and off the road. The LR2 definitely can run the BMW X5 or the Acura RDX off the pavement.

The real bragging rights the LR2 claims is a wonderful ride, something drivers and riders alike notice right away. The LR2’s soft suspension, with long wheel travel, absorbs big ruts and bumps. Of course, the seats are the

best-bolstered in this segment, and the plush leather adds yet another layer of comfort. You don’t bump around too much in the LR2. When you do, you hardly notice with such plush landing pillows.

The LR2 is similar to the more-expensive Range Rovers by offering high-quality wood and leather trim, solid-feeling plastics and a utilitarian design that imparts a rich, but sporty, feel. I really liked the LR2’s two sunroofs. Like other compact-class SUVs, the LR2 is a little tight for three adults in the back seat, but two have good headroom and shoulder space, plus acceptable knee and leg space.

The LR2 doesn’t lead in the compact SUV segment for cargo room, but the room it does offer is smartly located. The split-rear seating folds down to increase space and forms a flat cargo space. Families also will like the cabin storage compartments located throughout the interior.

Underlining the LR2’s limited SUV capabilities, the maximum towing capacity is 3,500 pounds. Available safety features include ABS, traction control, an antiskid system, front-side airbags and curtain-side airbags.

The LR2 starts at a well-equipped $36,150. If you’re looking to take a small luxury SUV off-roading, the LR2 should be at the top of your list.

This article was taken from: NY Daily News

The orginal Freelander was very much Land Rover’s poor relation. This one could be the value buy of the breed.

It’s closer in size to the last generation Discovery, and it now also features the terrain response system, with its handy dial that sets the centre coupling for the four-wheel-drive, the stability control, engine management and transmission according to the ground you’re traversing.

On slippery surfaces it’ll deliver torque gradually, with early upshifts and high sensitivity for the stability control. Sand? The gearing’s more aggressive, the Haldex coupling redistributing torque to suit. Useful, but that’s not what underlined this car’s talents.

It arrived at the start of an interesting few weeks in which I also drove Suzuki’s V6 Vitara and Volvo’s XC60 D5.

The Suzuki undercuts the Landie by a good 14 grand, but also illustrates the “horses for courses” theory. It’s better on-road than before, but tarmac handling is still compromised by its need to retain strong off-road talents.

Meanwhile, the Volvo’s formidable safety arsenal and good on-road manners just failed to make the argument for its 17 grand premium over the Land Rover.

The Freelander now has reasonable off-road skills. And it comes with design character that never lets you forget you’re driving the iconic brand. You can make the most of the reasonable handling with this engine, a PSA-group 2.2-litre unit with torque characteristics modified to suit off-road requirements. That means it pulls well around town – half the 400Nm torque peak is available from 1000rpm – yet proved refined enough for open-road cruising.

Meanwhile, the cabin’s pretty useful, with 755 litres of boot space plus seats for five. Cabin ergonomics are good and specification is generous, with stability and cornering brake control, roll stability control and leather seats and trim, seven airbags and auto air con, plus efficient park distance control.

Although the Suzuki proves there are more affordable off-roaders, few can cross from outback to office with the ease of Freelander2.

This article was taken from: nzherald.co.nz

Though revised-for-2010 Range Rover, Range Rover Sport and Discovery 4 models (all to be revealed next week at the New York Auto Show) are all to get an updated version of the current ZF six-speed automatic gearbox, an all-new eight-speed transmission is under development.

A Land Rover engineer told 4Car that this gearbox should deliver fuel economy improvements of over 10%, due to the wider choice of gear ratios, with particular benefits in urban driving.

This will go some way to compensate for the fact that a stop-start system is now unlikely in these models for some time. Such a set-up, as in the Freelander TD4e, is difficult to engineer to work with automatic transmission, especially when smoothness and refinement are priorities.

Though stop-start will eventually feature in the larger Land Rover models, the eight-speed auto is more imminent.

Along with developments to further improve aerodynamics, and items such as lower rolling-resistance tyres delivering incremental benefits, the Range Rover, Range Rover Sport and Discovery will in future promise to be more economical.

Land Rover, which admits to a ‘catastrophic decline’ in recent sales in the USA and Europe, is confident that its revised-for-2010 line-up puts it in a strong position to pick up sales once recovery from recession begins.

MD Phil Popham, speaking at a preview event this week, stressed that ‘in this difficult economic environment Land Rover is very much alive and kicking’, and that it is now seeing some stability for the second half of 2009.

Besides the updated top-end models, Land Rover is preparing its new small model, based on the LRX concept. It is getting a £27million grant from the UK government for this car’s development, and is investing a further £400 million to bring it to production.

Despite its size, it will be badged as a Range Rover, however. Its focus will be on design, premium quality and desirable features, rather than utility and practicality. ‘It’s got to be a Range Rover,’ said Popham, though ‘the smallest, lightest, most efficient Range Rover ever’.

This article was taken from: Channel 4