Land Rover’s smallest Defender, the short-wheelbase 90, will return early next year.

Land Rover’s nuggety ‘‘90’’, the short-wheelbase version of the rugged Defender off-roader, will go back on sale in Australia early next year.

The Defender 90 fell out of showrooms in mid-2006 after sales slipped into a steady decline. When an updated version of the iconic off-roader was released in 2007, only the long-wheelbase 110 station wagon, crew cab and ute, and 130 crew cab and ute (the numbers refer to the length of the wheelbase in inches) were available.

But now the Degender 90, which features shorter overhangs front and rear (for steeper entry and departure angles) than the longer versions that make it a lot more versatile in the bush, will rejoin the line-up.

The 90 will get the same six-speed manual gearbox as the longer wheelbase versions, replacing the five-speeder used in the previous generation. It will also get the same 2.4-litre turbo-diesel four-cylinder generating a modest 90kW of power as the old version, although this time around it will produce 360Nm of peak torque instead of the old version’s 300Nm.

Fuel economy for the shorter version is expected to come in at about 10.0 litres per 100 kilometres, about 1.0L/100km less than the bigger models.

Land Rover Australia spokesman Guido Schenken said the smaller Defender did not go on sale when the longer versions were updated in 2007 because the 90 would have cost more than the longer-wheelbase 110.

‘‘[Bringing back the 90] was always on the plan. With the newer engine and air-conditioning it’s a lot more of a viable product,’’ Schenken said.

‘‘The previous one was pretty expensive to make, but the car is now made in the UK rather than South Africa and we can do it cheaper.’’

The Defender 90 is already on sale for $44,990 plus on-road and dealer costs, compared with $48,990 plus on-road and dealer costs for the 110 station wagon, although the first deliveries arrive next year. Just before it fell out of Australian showrooms, the Defender 90 was priced from $39,950.

The new one still won’t get stability control, but will come with anti-lock brakes that can also stop wheels with limited traction from spinning, anti-stall engine management, and a special function that will allow the driver to start the Defender in first gear in low range — meaning the driver doesn’t necessarily need to be seated in the vehicle to drive it.

Standard features are expected to include single-CD audio, air conditioning, rubber floor mats, electric front windows, power steering, and four cloth seats including two full-sized rear seats.

Land Rover has said that the Defender’s future is certain until about 2012-13, after which tough European emissions and safety laws will force the British car maker to either completely redesign the vehicle, limit sales to markets outside Europe, or scrap it altogether.

‘‘At the moment we sell about 25,000 [Defenders] worldwide, and for it to be viable to build an all-new Defender we would have to sell 50,000 units worldwide a year,’’ Schenken said.

This article was taken from: smh.com.au

LIKE the proverbial good wine the Land Rover Freelander seems to get better with age. Of course, much of that is down to the constant developments that have taken place as the model evolves.

One of the recent developments is the addition of ‘stop-start technology’ which basically means that the diesel engine cuts when it’s not needed, ie when you are waiting for traffic lights to change or stuck in a jam. Fuel is conserved and the moment you put your foot back on the clutch the motor springs back to life.

Yes, it’s a bit disconcerting at first but you soon get used to it. And, after a while, your passenger realises you are not actually in the habit of stalling the engine! A gear-shift indicator light which advises when to change up or down is also incorporated – but if you know that little about driving, maybe you’d be better catching the bus.

I was driving the 2.2 TD4 which thanks to a 158bhp four cylinder turbo diesel is pretty economical even without the new aides. It is also extremely refined and packs considerable punch. 62mph comes up in a shade under 11 seconds and it tops out at 112mph which is ample for an all-drive five-seater which can hardly be described as a wind-cheater.

Where the Freelander scores most over its bevy of challengers is in the driving stakes. I’m talking on-road behaviour here rather than mud-lugging at which the Land Rover is supreme. Apart from the tall stance it feels every inch like a saloon car with ultra-positive steering – almost too direct – and well controlled roll angles and coupled to the punchy acceleration and a balanced ride that irons out road scars. The latest generation diesel power unit is smooth and sweeter than most.

It’s easy to find yourself bowling along at speed faster than you want – the silent travel, combined with great visibility and good handling mean the Freelander is an accomplished business express as well as a mountain goat when conditions require. The official combined figure is 42.2mpg which I never attained but I was quite happy with averaging around 37mpg, a more realistic target.

The Freelander might be the baby of the Land Rover range, but there has been no scimping on equipment levels or the standard of finish. The HSE version which will set you back £32,595 but comes with full leather, air con, sat-nav, Bluetooth and roll stability control.

The cabin is roomy and practical with 60-40 split rear seats and it has the ability to absorb 755 litres of luggage with rear seats in place and 1,670 litres when folded. It’s also not short on luxury with individual front armrests and multi-adjustable seats that are more like armchairs.

The fascia, though solid and attractive looking, is a bit muddled with switches dotted about in random fashion. There’s a further collection of more buttons and knobs on the steering wheel.

Incredibly sure-footed and practical, the Freelander – though not cheap – does manage to achieve everything it sets out to do, plus more beside. Even those not previously won over by off-roaders would have trouble in faulting it.

FAST FACTS

Land Rover Freelander 2.2 TD4e HSE

Price: £32,595

Mechanical: 158bhp, 2,199cc, 4cyl diesel engine driving four wheels via 6-speed manual gearbox

Max speed: 112mph

0-62mph: 10.9 seconds

Combined mpg: 35.8

Insurance group: 14

CO2 emissions: 179g/km

BiK rating: 26%

Warranty: 3yrs/ unlimted mileage

This article was taken from: Ayrshire Post

Back in 1989, with the Range Rover growing in popularity, Land Rover felt the opportunity was right to introduce a junior version in the mid-priced off-roader field. Dubbed the Land Rover Discovery, it helped define a vehicle segment that has arguably become the hottest of them all, the mid-priced family SUV. In North America, the Discovery (renamed LR3 for 2005), continues to stand apart from an ever growing number of soft-road pretenders, by virtue of it’s all-around capability and numerous patented and award winning features.

FAST FACTS

1. With such a long list of improvements made to the LR3 for 2010, Land Rover decided to rebadge it as the all-new LR4.

2. A new 5.0L V8 makes 75 more horsepower than the old 4.4L unit for a total of 375-hp and 375 ft-lbs of torque.

3. Models start at $47,250.

4. Third row seating is optional, as is a five-camera system.

5. The Terrain Response System gains a new sand option for a total of five different modes.

Not one to rest on its laurels, Land Rover has decided to update the truck for 2010; significantly enough that it’s also been given a new name – LR4. On the outside, it looks very similar to the LR3, but at the front adopts more the look of a baby Range Rover. The grille is a prime example. Where once black dominated, it is now gray, almost silver with a prominent mesh texture. The headlights have also been revamped, but the glow rings around the lenses are a bit gimmicky (why does it seem that luxury car makers think side markers that look like the front of a Reno casino are cool?). Another change is the once black bumpers and fender flares are now body colored, giving this rig a more sophisticated look. At the back the tail lamps have been tweaked and now use clear circular lenses.

BETTER FUNCTIONALITY

As you climb inside, you’re greeted by the customary Land Rover driving position – high posture and plenty of visibility. But as you look around, the cabin has a more fluid feel to it. Key is the center stack. Where once a plethora of confusing chicklet buttons dominated, it’s now a touch screen with rotary HVAC controls. The knob that activates the Terrain Response system has also been moved forward on the console, making it an easier reach.

In North America, LR4s come loaded to the gills, with power folding mirrors, remote start; a premium entertainment system with MP3, USB and iPod docking, plus an automatic unlock feature and High Beam assist, auto dipping headlights. The seats themselves have also been redesigned and offer better comfort and lumbar support, both front and second row.

NEW 5.0L V8 ENGINE DELIVERS BIG IMPROVEMENT IN POWER
But the biggest changes of all are those under the skin. In the U.S. and Canada, the LR4 just comes with a single powertrain option, a 5.0-liter dual overhead cam V8 and a six-speed automatic transmission. The 5.0-liter is an outgrowth of the old 4.4 Jaguar sourced V8, but features variable valve timing on all four cams, a new direct injection fuel system and specific calibration. Output is a strong 375 horsepower (which almost matches the old Range Rover Sport Supercharged engine) and an equal amount of torque.

In motion, there’s no mistaking the LR4’s gutsy character. The V8 is strong and smooth, with plenty of power on reserve. It’s also got quite a nice rumble to it. The ZF transmission features a manual shift feature that allows the driver to change gear on their own, plus even in drive mode, the transmission is able to adapt to a particular driving style, by altering the shift pattern. In either mode, the shifts are quite sporty, yet fluid – more sports car like than the old rig. Perhaps what’s quite amazing is despite all this grandstanding – the Rover can dash to 60 mph in well under 8-seconds too – is that the new engine meets the EPA’s Ultra Low Emissions Vehicle Tier 2 standards. Fuel economy figures hadn’t been officially released at the time of our test, but 12 to 18 miles per gallon city/highway is about what you can expect.

Past Discoveries and the LR3, for that matter, often felt like they would topple over when going around corners at speed. The LR4 incorporates new gas charged shocks, new suspension bushings and roll bars. Also the steering has been re-geared for a sportier feel. Throw in a larger footprint (19-inch wheels and 255 tires) and it has better stability and greater response. It turns faster and improved grip means that although you still get a little of that top-heavy sensation, it’s much less than before. Where previous Landies of this ilk generally behaved like cruisers on the black stuff, this one is actually quite sporty by comparison. The brakes have also been upgraded with bigger 14.2-inch front discs. Honk on the pedal from 60 mph or so and the anchors deliver a strong punch, especially considering the LR4’s near 6,000 lb curb weight.

IN ITS ELEMENT
Sport on-road manners are nice, but where the LR4 and much of its so-called competitors part ways, is when you take it off the tarmac and into the boondocks. During our evaluation, we found a slippery, rocky and generally down right muddy trail with plenty of rocks and tree stumps to contend with.

The LR4 features an improved Terrain Response system, that includes five different modes – tarmac, gravel and snow, mud and ruts, sand and finally rocks. It also features hill descent control and a gradient release feature, that moderates the throttle input when you’re crawling in the back woods and controls brake pedal pressure when going down hills, allowing you to concentrate a lot more on simply steering the vehicle and looking out for the next major obstacle ahead.

The larger V8 is perfect for this kind of work and with 375 ft-lbs of torque it will pull the Landie through just about anything and up almost any incline. An updated traction control system, although good on the black stuff, really comes into it’s own here, especially when you’re traversing slippery rocks or have to drive through big, muddy ruts. The electronically locking differentials are among the best in any type of off-road vehicle and a Thin Film Transistor screen, mounted between the speedometer and tach actually shows you where and when they’re working while off-road. The sand feature on the T-R system uses special throttle input to ensure the wheels are moving just enough that you’ve got traction on soft ground. Yes, you have to try pretty hard to get properly stuck in the LR4.

Shifting back to tarmac from serious rock crawling, requires engaging the parking brake and shifting the trans into neutral, but the transition is fairly seamless, all things considered. Another aspect of the LR4 worth mentioning is it’s towing capacity, which rivals (and in some cases surpasses) full-on half-ton pickups, which still dwarf it in stature. A new Trailer Stability Assist also makes towing a lot less stressful when contending with high winds, undulating pavement or dozy drivers on the freeway.

THE VERDICT
Although there are plenty of entry-level SUVs that are newer basic designs, very few, if any of them, can match the LR4 in terms of sheer capability. Whether it’s a night on the town or rock crawling through the Sonora Desert, the Landie is the perfect compliment for your own personal adventure. Base price is $47,250, but start adding options, including the HSE premium package and it’s easy to push the sticker on a new LR4 well into the mid 50s. Still that puts it smack dab inline with vehicles like the Lexus GX460, Lincoln MKT and Mercedes’ entry level ML-class, none of which can match it, either in terms of capability, or pedigree.

This article was taken from: autoguide.com

Tata Motors owned Land Rover launched a new model christened as “Range Rover Model Year 2010”. “Land Rover’s flagship model has been comprehensively updated to deliver more refined and efficient performance, along with the ultimate in interior comfort and craftsmanship,” Tata Motors said in a press release. “A powerful new engine, revolutionary interior technologies and enhanced driving dynamics reinforce the position of the 2010 Range Rover as Land Rover’s most complete luxury 4×4,” it said.

The SUV will be offered with a diesel as well as gasoline engine option. The new Range Rover is available in two engine options – the brand new 510 Ps Supercharged LR-V8 Petrol Engine and the 271 Ps LR-TDV8 diesel. Range Rover is priced at Rs. 98.5 lakh

Jaguar and Land Rover entered the Indian market in June by introducing the Jaguar XF, XFR and XKR sedans, as well as the Land Rover Discovery 3, Range Rover Sport and Range Rover SUVs. Tata Motors acquired JLR’s prestigious brands in March 2008 but brought the brands to India only in June this year.

This article was taken from: cartradeindia.com