Updated premium 4×4 driven
Improved 3.0-litre V6 diesel engine
Economy 32.1mpg; CO2: 230g/km

CO2 emissions for the 3.0-litre V6 diesel fall from 244g/km to 230g/km. While that doesn’t affect the amount you’ll pay in company car tax, average economy improves by 1.7mpg, rising to 32.1mpg.

What’s it like to drive? Despite the Discovery weighing the best part of two-and-a-half tonnes, the engine gets the car up to speed with ease.

It’s quiet while cruising and the new gearbox is rarely unsettled. You can use the paddles behind the steering wheel to change gear manually, but the automatic ‘box always seems to be in the right one, so there’s little need. Just sit back, relax and let this big car do the work for you.

The Discovery remains composed through bends and is supremely comfortable on the motorway. As you’d expect of a Land Rover, its off-road capabilities are tremendous.

What’s it like inside? In a word, luxurious. That could be said for the current version, too. Changes to the 2012 Discovery are kept to a minimum.

The touch-screen graphics and the stereo have been upgraded. Eagle-eyed Discovery aficionados will notice that the indictor and wiper stalks on the steering column have been tweaked and the key fob is smaller – more ‘pocket’ friendly, says Land Rover.

Should I buy one? Prices have gone up by between £450 and £1250 and start at 37,995.

The Discovery is up against top-quality competition from rivals Audi and BMW and, despite the Discovery’s efficiency improvements, a similarly powered X5 has much lower CO2 emissions.

Still, there are few cars that can match the Discovery’s range of talents – motorway cruiser, family hold-all, premium exec and awesome off-roader. If you’re after that kind of multi-tasker, the Discovery remains your best bet.

This article was taken from: whatcar.com

Current Land Rover Defender production is set to continue until 2017, a recent Autocar report says, proving there could be more legs in the rough and rugged SUV yet.

One of the hurdles the current Land Rover Defender faces, like every new model vehicle that comes out, is whether or not it can pass ever-tightening emissions regulations. The next target for all manufacturers is the Euro 6 emissions laws, which are set to be in place in 2014.

In the Land Rover Defender’s case, its 2.2-litre diesel engine has already been designed to pass Euro 6 standards. This is said to contribute to the likelihood of Land Rover continuing production of the current model.

On top of this, the category into which the Defender falls could also allow Land Rover to continue production. A number of years ago the Defender was classified as a commercial vehicle instead of a passenger vehicle, this means it might not have to pass Euro 6 until 2015.

At the time of writing, the law states light commercial vehicles between 1305kg and 3500kg aren’t set to be Euro 6 compliant until September 2015, as opposed to passengers vehicles where the law will be in place in September 2014.

Another law-related hurdle Land Rover could jump allowing production to continue is the possibility of the Defender getting a pedestrian impact exemption for safety standards. However, a date for this is yet to be confirmed.

Despite all this, Land Rover is set to release the all-new Defender in 2015. Could this mean that both new and old models will sell side by side? We’ll keep you updated.

This article was taken from: caradvice.com.au

EDITOR WES RAYNAL: I remember going on the long lead for this car a couple years ago, and at the time I thought it would get my vote for one of the most improved vehicles over its predecessor. I still feel that way after driving this 2011 Land Rover LR4 HSE. The chassis and suspension are better and the interior is hugely improved with much higher quality materials, stitched leather and soft-touch all around.

This is a relatively new V8, or at least new to Land Rover (shared with Jaguar). There’s good power and torque here. The suspension was tuned for less roll in the corners, though it’s still one of the most comfortable-riding utes out there, which is helpful over Detroit’s potholes. And the off-road capability is off-the-charts high.

I’m still astounded at how much the Land Rover LR4 HSE weighs, considering that it isn’t all that roomy. The steering is so much better than in the old LR4–direct and way less wandering.

This is a terrific urban warrior that could climb up the side of your house if you wanted it to.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: The 2011 Land Rover LR4 HSE was a great vehicle to have over a beautiful weekend. I had an event that was just less than an hour from home to drive to, and the summerlike weather combined with a strong and sturdy Land Rover made for a fun drive.

I liked the high driving position, which afforded me a great view of the traffic and pedestrians and helped to see potholes in advance and avoid them. But even over some crumbly stretches, the suspension never really was upset. The V8 was strong off the line and that power remained throughout the drive. I easily worked my way through traffic and around detours.

Inside, the cabin was full of leather and nice trim, and the well-bolstered seats kept me comfortable. All of the infotainment and HVAC controls are user-friendly and easy to reach, and the nav was simple to program and helped me get to my destination without issue.

While my travels over the weekend only involved suburban outings, I would definitely be happy having this LR4 for a trip to Michigan’s Upper Peninsula to explore the fall colors.

This article was taken from: autoweek.com

Think off-road and the first thing popping up in your mind will either be the Toyota Land Cruiser or the Land Rover Defender or the Range Rover. From conquering the Scottish Highlands to the Deserts of Sahara, these iconic vehicles have set legendary off-roading standards in their present avatars.

But time is change and although the Land Rover Defender has been one of the ablest off-roaders in the world, it is now quite dated (it was launched first in 1948 and hasn’t seen many changes), not to mention the crass boxy looks. Which is why Land Rover have now announced the Defender in a new avatar, called as of now – the DC100 concept.

The success of Land Rover’s gorgeous Evoque has inspired in the company a newfound focus on aesthetics. And just looking at the concept photos one can fathom as to what extent this holds true for the Land Rover in present times. As a true to core, Range Rover Evoque fan it was hard for me to acceded but – Hot damn, the Defender concept looks beautiful!

Needless to say JLR’s design team has really come of its own now and if this concept can actually build on the Defender’s serious off-roading abilities then JLR have a hit under their bonnets for sure.

s of now we are expecting a 2.2 Liter Euro V Diesel, that’ll be capable of 90 kW or 122 hp and a 360 NM torque. The outer body will be based on a lightweight, mixed-alloy platform that includes cutting-edge, sustainable, hi-tech materials taken from aerospace industries.

The new Defender will also come with a new ‘Wade Aid’ technology that uses sonar to assess water depth and advise the driver of the optimum speed to take when tackling it! Then there’s the Driver-activated spiked tyre system can be deployed at the touch of a button!

A hybrid and a plug-in version is also in the charts. Seriously, Land Rover we can’t wait for you to launch the new Defender. Till then I guess we’ll just oogle at the pictures.

This article was taken from: motorism.com

Big, bold and brilliant to drive whether on or off-road, the luxurious seven-seater Discovery 4 is fantastic all-rounder.

The fourth generation Land Rover Discovery may well be the ultimate all-rounder. It mixes a relaxing driving experience with a punchy diesel engine and a cabin that boasts luxury car quality with lots of space and seven seats. Oh, and it’s also one of the most capable off-roaders on the planet. It isn’t cheap and not sporty to drive like a BMW X5, plus there are doubts over reliability, but this is the Swiss Army knife of cars.

Our pick: 3.0 SDV6 XS

Styling
Like an action hero, the Land Rover Discovery 4 is rugged and square-jawed. But with jewel-like Xenon headlights, a smart Range Rover-style grille and huge alloy wheels, it’s also sophisticated, capable of looking good in a muddy field as well as in a five-star hotel car park. All the panels have tight gaps, and with its chunky, angular proportions has the feeling of a very expensive Tonka toy that’s more appealing than the Audi Q7.

Interior
You get a fantastic raised seating position inside the Land Rover Discovery 4 and a first-class cabin. The dashboard has taken on board lessons from the Range Rover with a luxurious mix of leather, wood and soft-touch plastic, plus big chunky air vents. All of the buttons – and there many of them – feel solid, while the big instruments are clear. It’s no nonsense but upmarket at the same time. There’s lots of room for driver and passenger with acres of headroom and adjustability in the seats and steering wheel. There are lots of high-tech gizmos available, such as a dual-view centre console screen, which allows the passenger to watch a DVD while the driver looks at sat-nav instructions. Other options include 360-degree parking cameras. That said, we would skip basic GS models and head for the XS and HSE, which get leather seats, a CD changer, parking sensors, automatic lights and sat-nav.

Driving and Performance
The Land Rover Discovery is brilliant at easing away the stresses of daily life – it has a soothing ride and precise steering which allows you to place the car accurately on the road. It’s not as involving or as sporty as a BMW X5 – the body rolls quite a bit under heavy cornering and the Discovery cannot disguise its enormous weight – but it does manage to glide over bumps in the manner of a luxury saloon. There is just one engine on offer – a 242bhp 3.0-litre V6 diesel, which is smooth and feels faster than the 0-60mph time of nine seconds suggests. However, the top speed of 112mph tells you everything about the Discovery’s house brick aerodynamics – it’s noisy on the motorway, in a way that it just isn’t below 50mph. Despite lots of mid-range torque, the six-speed automatic gearbox can be a little slow to respond, so you might have to plan overtaking moves more than in lighter, smaller SUVs. However, on a light throttle gearchanges are smooth.

MPG and running costs
With a kerbweight of around 2,500kg and permanent four-wheel drive, there is only so much a diesel engine can do – the Discovery is not a very fuel efficient car. Land Rover claims 30.4mpg combined, but even with gentle motorway runs we reckon most drivers will struggle to top 25mpg. What’s more, CO2 emissions of 244g/km put the Discovery in a high road tax band, with big bills for VED and if you are running it as a company car. By comparison, the BMW X5 3.0d posts much better figures – 38mpg combined and just 195g/km of CO2. Tyres will be expensive to replace and servicing will also be pricey.

Practicality
We said the Land Rover Discovery is like a Swiss Army knife, and here’s why – it has a seven seater layout that is not only easy to operate but you can actually get two adults in the final two chairs. Fold them all down and you’ve got an enormous 2,558-litre load area that also has a completely flat floor. Like the Range Rover, there is a split tailgate which not only makes loading heavy items much easier but can also operate as a makeshift table. There are also loads of handy cubby holes throughout the cabin. With Terrain Response as standard – it features a number of different modes to allow you to ford streams or descend steep, slippery slopes with ease – and four-wheel drive, there’s virtually nowhere the Discovery can’t go.

Safety and reliability
Like all Land Rover models, there is a feeling of safety simply from sitting in something so solid and sizeable. But the Discovery backs this up with concrete evidence – namely a five-star Euro NCAP crash test rating and a host of airbags as standard, along with electronic brakeforce distribution. The only potential blot on the car’s copybook is reliability. The Land Rover Discovery has not performed very well in Auto Express Driver Power surveys when it comes to keeping away from Land Rover dealers. The latest example has made leaps in quality, but if any of its complex systems go wrong, you will face big repair bills.

This article was taken from: autoexpress.co.uk

When the original Range Rover was launched back in 1970, Land Rover’s chief engineer, Tom Barton, demanded vinyl seats and a rubber floor so you could hose out the cabin when it got muddy. He allowed a trace of carpet but that was only to dampen down the whine from the gearbox.

Imagine what Barton would think of the new 2012 Land Rover Range Rover Evoque. Here is a Range Rover built for trendy urbanites that’ll be offered with an interior designed by Victoria Beckham. It’s a conscious attempt to cash in on the appeal of compact crossovers and to give Land Rover a relevancy in a world more obsessed by appearances and exhaust emissions than off-road prowess.

Its pre-sale hype alone is indicative of its mission. First unveiled as the LRX Concept at the Detroit auto show in January 2008, there have been technical presentations, celebrity galas and even wireframe statues posing as art. But now, at long last, we’ve had the opportunity to drive it. And not just around the block, but from Land Rover’s headquarters in Gaydon all the way into the heart of Ireland.

About That Name
You might be wondering about the clunky naming convention applied to the Evoque. Land Rover is now pushing Range Rover as a sub-brand that produces trendy toys, while Land Rover proper will focus on more practical vehicles. That’s why the Evoque can sit happily beside the similarly sized LR2, with which it shares a platform. Land Rover sees the LR2 as a rival to the Volkswagen Tiguan, while the Evoque is more of an Audi Q5 competitor. Get it? Yeah, it’s a stretch.

It’s less difficult to imagine when you consider that few vehicles have progressed so seamlessly from the designer’s sketch pad to production. With its bulbous wheel arches, squinting headlights, shallow windows and dramatically sloping roof line, the Evoque has cartoonlike proportions. It divides opinion but that’s surely no bad thing. If you want safe and elegant design, Land Rover figures you’ll just buy an Audi.

The Evoque’s voluptuous curves also give it a presence beyond its dimensions. At 171.5 inches, the Evoque is nearly 17 inches shorter than a Range Rover Sport and 10.7 inches shorter than a Q5. Indeed, it’s almost exactly the same length as the new Ford Focus hatchback. Interesting company to say the least.

Low Roof Equals No Room
There is a price to pay for such proportions, at least in the coupe we drove. Anyone expecting to fit comfortably in the rear of an Evoque is going to be disappointed. Although there’s more headroom in the back of the two-door Evoque than you might expect, the shallow side windows won’t please the claustrophobic and the legroom is no more than adequate.

The five-door, which is 1.2 inches taller and has a flatter roof line, is significantly more passenger-friendly and is really the only choice for families. Opting for the panoramic glass roof also helps improve the feeling of space.

Those in the front have a much better time. Sometime around the face-lift of the Range Rover Sport, Land Rover discovered how to do interiors. More welcoming than the cockpits of its German rivals, the Evoque’s fascia wraps around the driver and offers a neat mix of leather, wood, aluminum and high-grade plastics. Inside, the Evoque feels like a proper Range Rover.

Most of the major functions are controlled through an 8-inch touchscreen. It’s a tweaked version of the system found in the Jaguar XF and works well. Another feature pinched from Land Rover’s sister brand is the rotary gearknob that emerges from the center console when you start the Evoque. It could be lampooned as a gimmick, but it’s a bit of street theatre that suits the Evoque’s character.

The options list is predictably vast and includes nearly everything you can find on a big daddy Range Rover. The Evoque can be asked to park itself and play tunes through a superb 17-speaker Meridian audio system. The inference is clear — this is a baby Range Rover, not a cut-price alternative.

Everybody Is Going Turbocharged
There is nothing cut-rate about the Evoque’s engine either. It’s an all-new turbocharged 2.0-liter four-cylinder with direct injection and twin variable valve timing. Land Rover claims it weighs 88 pounds less than the 3.2-liter inline-6 it replaces and develops a healthy 237 horsepower at 5,500 rpm and 251 pound-feet of torque at 1,750 rpm. It’s hooked to a six-speed automatic transmission with steering-wheel-mounted paddles standard.

Land Rover reckons it’s good for zero to 60 mph in 7.1 seconds, which feels about right. There’s a pleasingly sporty rasp when it’s extended, and the refinement is good all the way to the 6,500 rpm redline. It’s a nicely tuned engine but we reckon there’s still room for an Evoque R with a dollop more thrust.

For now, it’s the only engine option headed for the U.S., but don’t bet against the turbodiesels crossing the pond at some point. Land Rover claims that more than 60 percent of the parts in its 2.2-liter turbodiesel have either been replaced or redesigned for its debut in the Evoque and the Jaguar XF. There’s common-rail direct injection, piezoelectric injectors and a variable-nozzle turbocharger. It’s offered in three versions all the way up to 187 hp. The top-spec engine gives away little to its gasoline counterpart in either performance or refinement, but offers significantly better fuel economy. It would be a shame if Land Rover didn’t at least consider bringing the diesel to the U.S.

Engineered for the Road
The 2012 Land Rover Range Rover Evoque is built around a steel monocoque, but the carmaker’s engineers have worked hard to minimize the mass. The hood, roof panels and key suspension components are aluminum, the structural cross beam is magnesium and the front fenders and tailgate assembly are plastic. The gas-powered coupe weighs 3,615 pounds, with the five-door just 65 pounds heavier. The equivalent Audi Q5 weighs 3,957 pounds.

In Europe, Land Rover will offer a front-wheel-drive Evoque fitted with the diesel engine, but all Evoques for the U.S. will have an all-wheel-drive system with an electronically controlled Haldex center coupling. There are MacPherson struts and antiroll bars front and rear. In “Dynamic” trim the Evoque will also boast an Adaptive Dynamics system that features MagneRide continuously variable dampers just like the ZR1 Corvette and Ferrari 599.

Within the first five yards of travel, it’s clear that the Evoque is much more than an LR2 in a posh frock. The traditional “command” driving position, where you look down upon the hood, is gone, as if to emphasize the Evoque’s sporting pretensions. The electromechanical steering feels muted on center but it weights up nicely around turns. Its agility is impressive, and while you never quite escape the feeling that the center of gravity is higher than ideal, it represents a quantum leap forward for Land Rover and stands comparison with other sharp-handling SUVs such as the BMW X6.

This impression is enhanced if you opt for the Adaptive Dynamics. MagneRide might sound like a gadget but it really works. In the standard mode, the ride is excellent, or you can trade some comfort for the enhanced control of “Dynamic” mode, which also reduces the steering assistance. The standard, passive system picks a spot somewhere between comfort and Dynamic. The ride at first can feel a little firm around town and it fidgets on the highway, but overall it’s a sensible compromise given the Evoque’s role in life.

It Can Go Off-Road, Sort of
Land Rover describes the Evoque as “offering all-weather, all-surface capability, which is a hallmark of the brand.” What traditional Defender buyers would make of this watered-down narrative is unclear, but it’s indicative of a change of emphasis as Land Rover seeks to broaden its appeal.

Compared with most fashion-focused SUVs, the Evoque packs some significant off-road toys. The Terrain Response system offers different settings for different terrain, tweaking the throttle response, gearbox, center coupling and braking/stability systems to suit. Also standard are Hill Descent Control (HDC) and Gradient Release Control (GRC), which carefully modulate the braking performance to guide the car down steep descents.

Couple this with a short wheelbase, decent approach and departure angles and an engine with plentiful torque, and you have a surprisingly capable 4×4. You can’t have a low-ratio gearbox or diff locks, but the Evoque was never supposed to be a genuine mud-plugger. It’s at least a match off-road for all its rivals, which is enough for Land Rover and, we suspect, its customers.

Will It Matter?
It’s hard to imagine that Land Rover, starting with a clean sheet of paper instead of the LR2 platform, would have created an SUV quite as small as the Evoque. There are inevitable compromises, and while the trend for downsizing is gathering pace in Europe, U.S. buyers are less likely to pay so much for something so small. With a base price of $44,995 for the coupe, the 2012 Land Rover Range Rover Evoque is playing in nearly the same league as the midsize LR4, not to mention any number of compact luxury rivals.

Land Rover would argue, though, that the comparison is irrelevant and that the whole point of the Evoque is to target customers who would not normally be drawn to the marque. They will point to an army of younger, predominantly urban buyers who don’t want or need a vast off-roader, but crave the style and posture of an SUV.

Given the huge growth in the compact SUV market, Land Rover may well have a point. It’s a world away from the original Range Rover and it won’t excite the purists, but those purists aren’t going to keep the company going forever. The Evoque won’t pay the bills on its own either, but don’t be surprised if it becomes the best-selling Range Rover ever.

This article was taken from: insideline.com

Land Rover doesn’t have the greenest image among car manufacturers – but perceptions may soon change thanks to the new 2012 Range Rover Evoque.

The vehicle is the brand’s most fuel efficient model to date and achieves an estimated 28mpg US EPA highway rating and 19mpg city. This is the result of a host of new technologies, including an environmentally conscious design and the use of lightweight materials.

Weight saving was at the heart of its developments – it is the lightest Range Rover model ever with the five-door model starting at 3,680lbs. Weight saving technologies, include a steel body structure with more than 18 per cent Boron/high strength steels in key load-bearing areas.

Among the additional features are polymer and composite front fenders, an aluminium bonnet, roof panels and lower control arms, and magnesium cross car beam. It also focuses more on the use of sustainable materials with each vehicle containing approximately 35lbs of recycled parts including the centre console, wheel arch liners, air cleaner and cooling fan.

The Land Rover Range Rover Evoque will be priced at $43,995 for the five-door model and $44,995 for the coupe. It will be sold in 160 countries.

This article was taken from: thegreencarwebsite.co.uk

Land Rover’s design and marketing departments are close to deciding whether to add a fourth model to the Land Rover Range Rover line-up, according to insiders.

The aim is to bridge the gap between the compact Range Rover Evoque and the Range Rover Sport. The range-topping Evoque will cost around £45k, while the current Range Rover Sport range kicks off at £55k. Land Rover’s marketing team thinks that a new model could be priced from £35k, rising to as much as £55k.

One of the conceptual front-runners to fill this role is said to be a ‘Grand Evoque’, which takes the new baby Range Rover’s dramatic and sporting looks and scales them up into a bigger model. It’s thought Land Rover’s designers think there could be a big demand for a family-size ‘coupé SUV’ that’s less domineering and aggressive than BMW’s X6.

Aside from the medium-size SUV now being a staple of the US new car market, there’s increasing evidence that Chinese car buyers are beginning to embrace SUVs, with sales recently taking off, especially in Beijing and Shanghai.

The five-door machine would take advantage of the considerable packaging advantages of Land Rover’s new LR-MS platform (which is loosely based on the Ford EuCD platform used on the Freelander), which underpins the Evoque. Advocates of the model say the Grand Evoque could benefit from an aggressively sporting appearance and still offer considerable interior space, especially in the rear.

The LR-MS platform could be stretched by around 300mm, with half fed into rear legroom and the rest into creating a longer rear overhang and a bigger boot. The platform’s flexibility would also allow the use of a taller bulkhead and higher seating positions for the front passengers, making the final model around 100mm taller than the Evoque.

Building the fourth model on a version of JLR’s new corporate aluminium platform — which will underpin the new Range Rover, Range Rover Sport and Jaguar XJ — is thought to be a non-runner as it’s too big and too expensive for the niche being explored by Land Rover.

Like its smaller sister model, a Grand Evoque would get the option of front-wheel drive and have a similar line-up of 2.2-litre diesel and 2.0-litre petrol engines.

This proposal to scale up the Evoque platform also makes sense from another angle. Jaguar is keen to enter the SUV market with a sporty, design-led crossover and this could also use the Grand Evoque platform to create a new model. Bundling the fourth Range Rover and the first Jaguar SUV onto this platform, and making both cars at Halewood, would make considerable financial sense.

This article was taken from: autocar.co.uk

Model: Land Rover Discovery 4 SDV6 HSE
Bodystyle: Five-door SUV
Engine: 3.0-litre twin-turbo diesel
Transmission: six-speed automatic

What is it?

If Carlsberg made cars, it would probably make them like the Discovery 4. Think living room on wheels and you’ve got the idea; seating for seven on large, comfortable leather recliners, a digital TV, a fridge (a £235 cost option) and a surround-sound stereo system. What more could you want from a car?

Space? Not a problem with the Disco; there’s seating for seven. Off-road capability? You’ve come to the right place. The Discovery range has often been noted for its impressiveness in the brown stuff and this latest version takes this one step further.

Over at dictionary corner, Land Rover’s acronym man has been busy adding a few more names to the Disco 4, most notably HSA, aka ‘hill start assist’, and GAC, otherwise known as ‘gradient acceleration control’. These help you whether you’re on road or off it, by balancing the car’s throttle and brakes when climbing and descending slopes.

Where does it fit in?

The Land Rover range has a very definitive split. On one side there are the standard Land Rover models like the Defender and the entry-level Freelander. Then there’s the upmarket Range Rovers that trade a little of the toughness for a more divine driving experience.

The Discovery slots somewhere in the middle. It can get down and dirty almost as well as the Defender, yet it has a luxurious interior and great on-road manners. Best of all, without a Range Rover badge it has a humbler image which appeals to many buyers.

Rivals pop up in the form of the Mercedes M-Class, Audi Q7 and the Volvo XC90.

Is it for you?

The Discovery 3 won plaudits left, right and centre thanks to its iconic design but its 2.7-litre twin-turbo engine didn’t win it many friends due to a lack of low-down grunt. Land Rover has fixed this by boring the engine out to three litres.

It’s also posher, both in terms of exterior styling and interior comfort, to please our cousins on the other side of the Atlantic, who thought the previous one was too utilitarian. The Disco has also received the signature bullet-sprayed front grille like the Range Rover lineup.

What does it do well?

Of particular note is just how well the new Disco rides. The suspension and damping is smooth enough to soothe your passengers, yet engaging enough to stop the tall body leaning over in bends.

It also rides with a delicacy and control you just don’t experience in the stiffly sprung German cars. Thanks to precise steering it drives rather smartly for something so top heavy and that twin-turbo is a peach, providing an abundance of low-down torque to quell any fears of a slow getaway.

Power is up by 10% to 245hp and torque up 15% to a rather useful 442lb/ft, noticeable not just in town when pulling out of junctions but also on the motorway, where the Discovery pulls energetically.

Thankfully, Land Rover has upgraded the brakes for the Disco 4 to cope with this extra speed, though you do still have to be firm with the brake pedal to slow its bulk down.

What doesn’t it do well?

This is not a cheap car to run, diesel engine or not. Despite the increased power and larger engine, fuel economy is improved by 9%, which is a great feat, but – you’ll still only be seeing 30.4mpg combined.

However, on our test run, which took in more than 1,000 miles on a trip to Northern Ireland and back, we didn’t even see the gauge go as high as that, averaging 25mpg in all. That makes it as fuel efficient as a smoothly driven Porsche 911 Carrera.

One other potential area for concern is Land Rover’s reliability, though in this year’s JD Power survey the Discovery made fifth in a list of 11 SUVs, ahead of the BMW X5 and VW Tiguan. So maybe the emerging powerhouse that is Jaguar Land Rover is turning this particular corner? Time will tell…

What’s it like to live with?

Land Rover has made great leaps forward in terms of cabin quality. The centre console design is more cohesive with a more logical spread of buttons, while the quality of the materials looks and feel very classy.

The range-topping HSE model is well stocked with essential and not-so-vital-but-nice-to-haves, but if you’re venturing off-road or towing regularly you should upgrade to the multi-camera system for £715. Via the TFT screen you can see the car at various angles and it will help to prevent damage to the bodywork in tight situations.

Then there are the third row of seats which fold out of the floor in a flash and prove roomy enough for adults thanks to a raised roofline and a second row of pews that slide forwards and backwards.

How green is it?

We’ve already covered the economics side of running a Discovery, but in terms of environmental impact the 3.0 diesel actually outshines the old 2.7 motor, releasing 244g/km in comparison to that engine’s 270g/km.

Other technological advances, such as regenerative charging, means the alternator will charge the battery when it is most economical to do so, such as when the car is coasting rather than accelerating.

Furthermore, aerodynamic changes like the lower front spoiler and wheel deflectors help to reduce drag.

Would we buy it?

The Land Rover Discovery is a fantastic all-rounder. Both a great family car and a superb off-roader, it really is like a living room on wheels. High running costs aside, this is one of the best family cars on sale. If only it had a kitchen sink…

This article was taken from: cars.co.uk

Sans noise, sans much attention, one of Jaguar Land Rover’s (JLR) iconic soft roaders, the Freelander 2 has hit Indian shores. Yes, the latest Freelander, which is also hailed as the cheapest SUV you can buy with a Land Rover tag, will now be available in India as parent company Tata Motors announced that CKD assembly will begin May this year at their plant in Pune.

The latest edition of the FreeLander comes with some small aesthetic changes, the new front being the most significant of the changes on the body.

Inside the Freelander the changes are more noteworthy as the 2011 FreeLander 2 SD4 HSE will now come with a 2.2L Common Rail Turbodiesel Engine, capable of generating a healthy 190 bhp. Another engine variant of the same will produce 150 bhp. Both these versions will be mated to a 6 speed automatic gearbox which will come as standard. Other engine enhancements include an additional 20 Nm of torque thanks to the turbo charger.

Inside the cabin are leather seating and plenty of gadgetry to keep you involved. Safety features include a complete safety kit, with cornering brake control and knee airbags for the driver, the last being our favorite of the lot. GPS, audio system, cruise control and terrain response come as standard.

Tata’s lofty goals with their premier JLR brand are evident with the company announcing a dealership network expansion to 20. Intelligently, Tata Motors has also promised to reinvest JLR profits into the company

The only worrisome thing about the Freelander 2 is that a proper competing segment has not been defined by the pricing of the car. At 34 Lakhs the Freelander 2 is a lot expensive than BMW’s latest offering the X1, which starts at 23 Lakhs. Although many argue that this may actually be a good thing as the top end X1 costs 35 Lakhs and the Freelander 2 which is already loaded with gadgetry comes with the newer mills under its hood which makes it a much better performer than the X1 and hence a much better buy. (Considering the X1 doesn’t even have rear AC vents.) That said it will be intriguing to see the car’s performance in the Indian Market. With the launch of the Q3 around the corner things are gonna get heated up.

This article was taken from: motoism.com