These are the Land Rover Freelander 2 ‘White & Black’ special editions, which bring the small SUV below £20,000 for the first time.

On sale in January 2010, and priced from £19,945, they are only available in black and white, with an ebony interior.

The models are powered by a 2.2-litre diesel engine with a six-speed manual gearbox. Stop-start technology helps the special editions average 42.4mpg and 179g/km of CO2 emissions.

Standard kit includes a keyless starter button, 17-inch alloy wheels, privacy glass and a load space cover.

Land Rover is also introducing two sporty versions of the Freelander 2 Sport next year. Both will get the 2.2-litre diesel engine, 19-inch alloy wheels and a rear spoiler, plus colour-matched exterior trim, door handles and mirror casings.

The standard model is available in black or grey, with a cloth interior, while models fitted with a sports pack are available only in a different shade of grey and with a leather interior.

The Freelander 2 Sport will go on sale in January 2010. Prices will start from £26,695.

This article was taken from: Autocar

Highway driving in the Land Rover LR3 is rather pleasurable. Despite the myriad of off road suspension components, weighty transaxle and robust platform, the LR3 is as sedate as an English gentleman. As I drove my brother-in-law, friend (who’s a middle school principal), wife and kids in the Land Rover LR3, questions flew. “I don’t understand,” asked my brother-in-law, “Why so much money for a SUV?”

I should respond with, “These vehicles have endured punishment and evaluation from the Kalahari to the Sahara, even Antarctica.” I wanted to point out that Land Rovers and Range Rovers are world known for their utter unflappability in just about any off road situation. I have driven the LR3 off road (last year’s model) and was absolutely astonished at the ease in which it went over slick rock, deep mud and boulders so competently. With its “body-frame” (framework and body combined) holding on heavy components, I was pleased at the slightly over 8 second 0 to 60 times.

In snow, it is outright remarkable.

The suspension and diff controls range from “easy-to-figure-out” to “a-bit-of-a-learning curve” and are located south of the gear lever. I derived great pleasure in controlling the height control of the suspension which gives nearly a foot of lift from the lowest setting. In this case, I would fully lower the LR3 providing my stubby legged sister easier access. When she complained about my inequity of treatment (apparently, I embarrassed her) I went to full off-road lift, which required serious effort for her to climb inside, replete with dangling sister’s legs.

Playing around aside; I delighted at the rotary knob that selected various road conditions. All the driver has to do is select the snow, gravel, steep incline/boulder, etc. settings and drive. The downhill descent switch is as easy to find as it is in the middle of the controls. Simply find a steep hill, aim straight down and depress the yellow button. Once underway, take your foot off the brake and accelerator and let the hill decent control slow the LR3 to an unhurried walking pace.

My Land Rover LR3 came packed with HSE derivative badge, premium navigation system (which I changed from an American voice to a sultry British voice), Personal Telephone Integration (PTI) with Bluetooth® connectivity, SIRIUS® Satellite Radio, and the Heavy Duty (for towing) package. This has an electronically controlled, infinitely variable locking rear differential with a full-sized spare tire and alloy wheel.

A minor issue I had with the satellite radio is that I could not figure out how to change the display to mention the song and artist. If there is a way, it is less than intuitive. The numerous buttons on the dash take some getting used to. Still, it is a rugged yet sophisticated looking dashboard and control cluster.

I opted to address my brother-in-law with a simple statement as we neared our YMCA cabins. “I have a Land Rover, that should be enough of an answer.” I hated saying it as it showed my bias, but it is true. No other vehicle has been as pleasing off road as my good old Disco (Rover fan talk for “Discovery”). This new one is better in nearly every way.

Just before bedtime, one of my friends and I witnessed a cool activity at the YMCA of the Rockies; a horse-drawn hay cart passed by holding about a dozen people. We found out that they were on their way to a nighttime marshmallow roast. The YMCA does not allow camp fires anywhere other than in a specified area for safety. Upon inquiring about the horse drawn campfire excursion, many people told me it was a hell of a good time and the livery staff is (oddly) very nice. Prices for this hour and ½ night time event are 19 bucks per person OR you can pay 17 smackers per person as a group of 15 or more.

Next time – I will definitely do the hay-ride with the kids.

That evening, all 4 families attempted to adjust to their not-so-comfortable beds. Mine was tilted at a severe angle and I clung on to the side of the mattress to prevent rolling into my pregnant wife. We slept poorly. In hindsight, bringing sleeping bags and camping on the floor would have been the wise thing to do.

Next time, (if there is a “next time”) we may spend a few bucks more and opt for a different camping lodge further off the beaten path. I mean, if we use another Land Rover LR3 – the further off the beaten path the better. I wager 80% of LR3 owners exploit a small percentage of the Land Rover LR3’s ability. Perhaps one day, I will push the envelope further while trekking to a more enjoyable destination.

Am I saying in my backhanded way, “Keep away from the YMCA of the Rockies?”

No.

This is a beautiful place with lots of potential. It just needs to be perfected. The Land Rover LR3 on the other hand is (real) SUV perfection.

This article was taken from: examiner.com

Now this is what a luxury SUV should be. The Range Rover is fast – especially between 40 and 80 mph – its power delivery is velvety smooth, and its suspension tuning is nearly perfect. It’s amazing how well the Range Rover smooths out rough surfaces and even potholes while still being able to tackle the most extreme off-road tasks. The steering is communicative and nicely weighted without being too heavy at low speeds. The turning radius is also impressive.

The dash is a little busy because many of the controls are oversized, but they are logically arranged and within easy reach of the driver. Being able to adjust the ride height makes parking in structures with low clearances a little less stressful and can also make ingress and egress easier on the vertically challenged (although at five-foot-four, I had no trouble on the standard setting).

After driving this, I’m even more disappointed in the Mercedes-Benz G550 that I drove recently. If I had to choose between them, I wouldn’t give the Benz a second thought. The Range Rover may not feel as unstoppable or as unique as the G-wagen but it’s damn close, and the Rover betters the G in refinement, vehicle dynamics, interior design, and fit and finish. The Rover is a pleasing combination of modern engineering and design and old-school-truck functionality, where the G550 just feels plain old.

One of the biggest complaints I have with the British automakers is a consistently pathetic navigation interface. Land Rover, Aston Martin, Bentley, and, to a lesser extent, Jaguar are saddled with infotainment systems that really trail most American, German, and Asian infotainment systems. Thankfully the 2010 Land Rovers seem to be upgrading this. I didn’t get a chance to sit inside a new Range Rover at the New York auto show, but the images of the interior show a revised display for the navigation system. That should go a long way to making the interior a nicer place to spend some time.

I don’t really care for the Range Rover. Functionally, it doesn’t seem much different than a Land Rover LR3 (or the new 4) and I much prefer the looks of the Range Rover Sport. All three of these beasts get an upgrade to the new 5.0-liter V-8 that makes 375 hp and 375 lb-ft of torque, thanks to direct injection. I’ve never been blown away with the power of this 4.4-liter V-8, but as Jen Misaros points out, the power delivery is very smooth and the SUV feels very capable.

I can’t wait to sample the revised Land Rover line later this year. The new vehicles are scheduled to hit dealerships in October, and we’ll probably get a chance to drive one shortly before that. Just a bit more power will be nice, and direct injection might even allow a slight increase in fuel economy.

I can’t help but be taken aback that that this SUV costs more than $78,000 – that’s a lot, even if it is the legendary Range Rover, known for its unrivaled blend of off-road ability and top-grade luxury. Still, that price pales in comparison to the Mercedes-Benz G550, which stickers for more than $100,000, so I suppose that, in some circles at least, the Range Rover might be considered a good deal. At least, if I were a millionaire, that’s probably what I’d think.

For the large chunk of cash you’ll need to unload at the Land Rover dealer, you’ll at least get a solid, capable, luxury SUV. Yes, the power delivery is smooth, but at close to three tons this is a heavy vehicle, so ultimately, it doesn’t feel overly fast. Surely the extra dose of power in the 2010 Range Rover won’t hurt. The interior is pretty nicely put together, with what feels like fine-quality leather and plastics. However, some of the controls seem a little dated. For instance, the seat heater controls are large, clunky dials located at the bottom of the center stack. In fact, they look more like HVAC fan regulators than seat heaters – which might explain why they were hiding in plain sight when I tried to find them. It took me half the drive home before I figured out how to heat my rear end!

This article was taken from: Automobile

The last day that orders can be placed and received before Christmas will be Tuesday 23rd December before 3pm.

Please note: we will only be in the office on Wednesday 24th December until 1pm so if there is a problem with delivery we will not be available to speak to on this date.

Normal next day delivery will be avaialble for goods ordered on Monday 28th and Tuesday 29th December.

Goods ordered on Wednesday 31st December will be delivered on Friday 2nd January (except to Scotland).

Normal service resumes from Friday 2nd January.

Normal opening hours upto Tuesday December 23rd.

December 24th Wednesday – 8.30am until 1pm

December 25th and 26th – Closed

December 27th Saturday – 9am until 12.30pm

December 29th Monday and 30th Tuesday – 8.30am until 5.30pm

December 31st Wednesday – 8.30am until 1pm

January 1st Thursday – Closed

January 2nd Friday – Back to normal opening hours.

Merry Christmas from all the Staff at Brookwells.

We now have available Melvill and Moon seat covers for all Land rovers. Please visit our online shop for more information and to purchase a set today.

melvill-moon-trade-leaflet

Over its 60 year history Land Rover has produced lots of special models, we want to hear which is your favourite.

Auto Express is celebrating Land Rover’s 60th anniversary with a very special road test of the makers most famous models.

We aim to choose the best 4×4 the firm has ever made, but before we do, we want to know which of the Solihull built legends is your top pick?

Cast your vote here and one lucky entrant will win a copy of Portraits of Adventure (above). Land Rover’s special edition photography book featuring a collection of 60 images representing the ultimate journey of discovery.

Plus, we’ve got two exclusive video features looking at both classic and modern versions of the famous 4×4′s!

Don’t forget to buy this week’s magazine for the full road test feature with all the pictures – on sale Wednesday September 10.

This article was taken from: Auto Express

CROWDS of nearly 5,000 celebrated 60 glorious years of Land Rover.

Enthusiasts flocked to the Heritage Motor Centre. in Gaydon. Warwickshire, for the annual Heritage Land Rover Weekend.

Highlights included the Heritage 60th Anniversary Run when 150 Land Rovers from the oldest production vehicle, Hue, to the latest models from the Land Rover Centre in Solihull.

Emma Sharman, from Land Rover, said: “It’s been an absolutely fantastic weekend. We’ve been much busier than we have been in other years.

“There have been hundreds of vehicles here, including military vehicles and specially-adapted Land Rovers for people to see as well as plenty of stands from Land Rover clubs around the country.”

Other special attractions included a specially adapted Land Rover 101 series which featured in the 1996 film Judge Dredd, starring Sylvester Stallone, and a Defender 110 military specification vehicle used by explorer Sir Ranulph Fiennes when he crossed the Bering Strait.

There were also expedition talks, a trade and club village, an inter-club challenge and a milestone display of Land Rovers which gives an in-depth look at the history of the model.

Some intrepid drivers also took part in the annual Land Rover World Twist-Off in which people have to compete to drive over a twisting series of tilts without losing control.

Russell Hearn, from the Land Rover Series 1 Club, said: “There’s been lots to see. It’s always nice to get together and see one another’s vehicles.

“It’s a nice opportunity for us to show off our own Land Rovers to people who want to come and see them and talk about them.”

Compere was BBC presenter and 4×4 enthusiast Lynne Bowles, who provided commentary throughout the show.

This article was taken from: BirminghamMail.net

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

“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