Land Rover all 4x4

Land Rover Defender

2016-02-05T09:45:00.001-08:00

REIMAGINING THE ICONIC

DEFENDER

Combining the performance of a Wildcat Rally car, the comfort of a luxury SUV and the street cred of the iconic Land Rover Defender

The Wildcat Defender is for drivers who are inspired by the best extremes in British design and iconic vehicles as well as uncompromising levels of on and off road performance. Of Wildcat have worked together to create a truly world-beating Defender; combining the engineering skills and expertise of Wildcat’s Rally Raid vehicles with additional proven excellence in aesthetic development, dedicated craftsmanship and love of detail.

430 BHP

540 NM of TORQUE AT 4,700RPM

Additional power upgrades available, providing over 550bhp

FACTORY BUILT

The Wildcat Defender replaces the stock diesel engine and gearbox, with a GM derived 6.2L petrol V8 and 6 speed automatic gearbox providing 430 bhp and more than 540 NM of Torque at 4,700 RPM. Additional power upgrades are available for power increases, providing over 550 bhp.

The 6 speed automatic gearbox is mated seamlessly to the engine with a unique inbuilt ‘intelligent’ control module. This allows the gearbox to adjust parameters according to how the vehicle is driven, and has been programmed specifically for our engine/vehicle combination. The existing vehicle management system is reprogrammed to the new engine and gearbox, resulting in all existing instruments and controls being run as used in the standard vehicle.

The Wildcat Defender is a truly ‘factory built’ vehicle and has been meticulously prototyped to ensure conformity of production and volume manufacturing reliability in every respect.

BESPOKE INTERIORS

The Defenders Interior can be completely reupholstered and every surface transformed, giving you the chance to create a cabin, specified to your exact requirement. As with all Wildcat enhancements, upgrades are available as a comprehensive package or as a selection, specified to your exact requirement. Anything and everything is possible.

The Range Rover Evoque Convertible

2016-01-31T22:51:00.001-08:00

Land Rover has confirmed the world’s first premium compact SUV convertible will go on sale in 2016 by releasing a unique underground testing film.

Forty metres below the streets of London, UK, the first prototype of Land Rover’s new Range Rover Evoque Convertible was granted exclusive access to the 42km network of Crossrail tunnels for a development test with a difference. Engineers were allowed the opportunity to drive the disguised Evoque Convertible with its roof lowered in complete privacy.
The short film begins with the highly-capable convertible being lowered into the tunnel network by crane, before negotiating a range of obstacles through the 6.2 metre diameter tunnel.
Murray Dietsch, Director of Land Rover Programmes said: “The tunnels are still under construction, so we had a unique opportunity to explore the vehicle’s all-terrain ability in unchartered territory.”
The Range Rover Evoque is no stranger to subterranean adventure. At its launch in 2011 the five-door variant was driven through Edge Hill Tunnel in Liverpool, UK - the first tunnel in the world to be bored beneath a major city.
Land Rover will announce further details about its exclusive new premium compact SUV Convertible later this year. It will be built alongside the five door and coupe Evoque at Land Rover’s Halewood plant in the UK and will be on sale in 2016.

Watch the video here

New Range Rover Evoque Convertible: Discover an Innovative Compact SUV

Range Rover 5.0 V8 supercharged ...

2016-01-30T08:44:00.000-08:00

Introduction

Since its inception in 1970, the Range Rover has been an exceptionally capable, upscale SUV. Redesigned for 2013, the fourth-generation Range Rover boasted the same attributes as the older variants, but in a package that weighed some 700 pounds less than previously. This almost unheard-of amount of weight loss greatly improved on-road handling, performance and fuel economy for the Range Rover without any loss of off-road capability or safety. Its lightweight aluminum structure makes the current Range Rover the best in history. For 2014, Range Rover comes in two lengths

The big Range Rover sits at the pinnacle of the Land Rover tree, flaunting a level of luxury and performance, on-road and off, that make the large SUV stand squarely above the rest. It's larger, more luxurious and more expensive than the Range Rover Sport, and it has a different, more poised character. Staying true to the form of the original Range Rover, and following suit with the highly successful third-generation model, this fourth-generation Range Rover boasted tweaks that freshened and modernized, while keeping the car unmistakable. The five-passenger interior is more elegant and luxurious, with leather wrapping every surface, providing an environment that feels serene and comfortable, even during the most demanding off-road conditions. Most notable of the changes for the 2014 Range Rover is a switch in the base engine: from a 375-horsepower, 5.0-liter V8 to a supercharged 3.0-liter V6. Generating 340 horsepower at 6500 rpm and 332 pound-feet of torque at 3500-5500 rpm, the new V6 teams with an 8-speed automatic transmission. EPA-estimated fuel economy is 17/23 mpg City/Highway, versus only 14/20 mpg for the previous V8. Helping to boost fuel efficiency is new Intelligent Stop/Start Technology.

The 510-horsepower supercharged V8 remains in upper models, incorporating a Stop/Start feature. Signature LED headlights are standard on all 2014 Range Rover models. Options have been revised for 2014, with prices reduced for adaptive cruise control with queue assist, and intelligent emergency braking. New standard features for the top-level Autobiography edition include an active rear locking differential and a 29-speaker, 1700-watt Meridian audio system with 3D Surround Sound. A Lane Departure Warning system is newly optional. Two new enhanced parking aids for 2014 can augment the already-available Parallel Park feature: Parking Exit, to help the driver exist parallel-parking spaces; and Perpendicular Park, which can automatically position the vehicle centrally in a parking space. Also new for 2014 are the addition of long-wheelbase V8 editions of the Range Rover, along with an Autobiography Black model. Long-wheelbase models add 7.3 inches of legroom for backseat occupants. They can be equipped with either a three-person bench, or individual rear seats with a center console. When equipped with the optional executive seating package, the rear seatbacks recline by 17 degrees (versus 8 degrees in short-wheelbase form). Visually, the LWB versions do not look much different from the standard-length models, unless they are parked together. Driving character seems little affected, also. Inside the new ultra-luxury Autobiography Black SUV, offered only in long-wheelbase form, are distinct leather and veneers. The rear compartment includes reclining, extending and massage-equipped seats, augmented by custom-crafted comfort and work amenities for the two occupants. With either engine, performance beats that of the prior Range Rover generation due to the incredible amount of weight shed. That weight loss, coupled with the 8-speed transmission, increases fuel efficiency over the earlier model, as well as drastically improving on road dynamics. Off-road, the Range Rover is still the benchmark. It handles seemingly impossible obstacles with ease, leaving the driver to bask in the comfort of a luxury SUV. Land Rover's Terrain Response 2 system undoubtedly aids in improved off-roading, too. In all models, the air suspension incorporates Adaptive Dynamics damping,

2014 Range Rover Sport

2013-10-06T09:09:00.000-07:00

2014 Range Rover Sport drops 800 pounds, adds V6 and third-row

The last in line is not nearly the least, as evidenced by the 2014 Range Rover Sport , which is being unveiled to what we're sure will be the delight of New York audiences. The middle child in the Land Rover Range Rover line-up, our initial impression is that, in terms of exterior design, it might have succumbed to the anonymity of middle-child-dom, losing the strength of its character for having to wear a couple of hand-me-downs from its bigger Range Rover sibling and a ton of hand-me-ups from its smaller Evoque sibling.

In front and in back it looks like a larger Evoque, with the Range Rover's tapering blade lights and LED day-time running lights. It shall be known by its twin-bar thematic elements such as the two-bar grille, the strakes in the side vents and the two vents on the hood. It's also got a faster windscreen angle and is more aerodynamic throughout, returning a coefficient of drag of just 0.34 for a vehicle that is 2.5 inches longer than before. The wheelbase has also been stretched by a huge seven inches.

Still, it's a comprehensive rework. It's new aluminum structure deletes 800 pounds of heft, and it weighs about 100 pounds less than a similarly equipped Range Rover. As with bigger bro, the Sport gets either the 340-horsepower 3.0-liter supercharged V6 or the 510-horsepower 5.0-liter supercharged V8 that are fitted with stop/start tech. Both run through a ZF eight-speed transmission, and power is put to the ground through a single-speed Torsen differential or an optional two-speed transfer case with low range.

Commanding that increased off-road capability is the Terrain Response 2 system and its new Automatic setting. It has more articulation to play with, the brand new aluminum suspension worth 21.2 degrees of articulation – and the emergency off-road high setting gets higher while the access height goes even lower.

The interior wears more soft-touch materials; features a smaller, thicker steering wheel; more sculpting and padding in the front seats and individual seating for rear occupants. With all that extra space between the wheels, the back-seaters can get inside more easily, and the "Ta da!" feature in the new Sport is a power-operated third row option for "occasional use."

Prices will begin at $63,495 for the Range Rover Sport SE and its 3.0-liter supercharged V6, then go to $68,495 for the HSE, $79,995 for the Supercharged that puts the 5.0-liter supercharged V8 underhood, and $93,295 for the Autobiography. All of those prices include the $895 destination charge.

Even with all that, we haven't begun to tell you about its new features, so have a seat and a drink while you enjoy the exhaustive press release below . We'll have live pictures coming soon from the floor of the New York Auto Show .

The Last Of Its Kind | The 2013 Range Rover Sport by CEC

2013-04-21T03:07:00.000-07:00

The 2014 Range Rover Sport

was officially unveiled at the 2013 New York Autoshow today. From the looks of it, the new 2014 Range Rover Sport will be a natural addition to the upcoming Land Rover model lineup. The distinctive new head & tail lamp designs mated to a clean and elegant body will be the staple of the Range Rover's new design DNA. This new design language could leave some traditionalists scrambling to get their hands on a current generation Range Rover Sport, and that's exactly what one of our customers did.

This black on black 2013 Range Rover Sport was presented to us with the intention of transforming it to a modern classic.

The first modification was to swap out the factory 20" wheels with 22" CEC c883 SUV alloys wrapped in 295/30-22 Michelin Diamaris 4x4 tires. In order to keep up with the timeless silver/black theme, we opted to paint the faces of the c883 SUV wheels in gloss black while leaving the shimmering silver powder coat paint to shine through the inside surfaces of the spokes and outer lip. This inverted paint scheme has been a very popular customer trend at CEC.

The lower front bumper and rear valance were painted in silver to compliment the existing silver trim on this SUV. The dark smoked taillights help simplify the rear end while elongating the side profile.

Lastly, the side fender grills have been repainted, making sure all the details have been considered. Click here to see the full gallery of this 2013 Range Rover Sport.

All modifications seen here can be provided at any CEC Tuning Center. Please call a helpful and knowledgable CEC representative at 800.766.0064 today for all inquiries

2013-03-21T11:21:00.003-07:00

2013 Land Rover LR2

2013-01-26T02:47:00.000-08:00

2013 Land Rover LR2

There’s something that a little boy and the Land Rover LR2 have in common: They never met a puddle or hill that they didn’t think had their name written all over or in it. And in most cases they can wear mud pretty well, even if it doesn't seem like their parents want them running through the mucky stuff.

But turning to the LR2, does it duplicate the efforts of its sexier, fashionista brother, the Range Rover Evoque, now that both offer the same more powerful and more fuel efficient four-cylinder turbo engine?

Lining up behind the Evoque A five-passenger crossover with a hint of ruggedness, the 2013 Land Rover LR2 is helping to make the Ford-developed 2.0-liter turbocharged engine one of the most widely used contemporary powerplants in existence. Seen in a variety of applications ranging from the Ford Fusion to the Jaguar XF, the 2.0 manages to have just the right amount of testosterone to act like the rest of the folks at Land Rover’s big boy table.

The baby Land Rover’s version makes 240 horsepower at 5,500 rpm and 250 lb-ft of torque at 3,200 rpm. For those keeping track, that’s an increase of 10 ponies and 16 lb-ft, respectively, over the outgoing six-cylinder.

Fuel economy increases to 17/24 mpg, which is a big bump over the old six but still shy of the more svelte Evoque's 20/28 mpg.

The engine is coupled to a six-speed automatic transmission with normal and sport modes plus a manual-style gate. Befitting the Land Rover badge, it is all coupled to a full-time four-wheel drive system with a Haldex rear differential that automatically splits power between the rear wheels. Heavily biased to the front wheels under normal conditions, power nearly instantly transfers rearward when needed.
The LR2’s Terrain Response system remains one of the core features of the entire Land Rover brand, even though this little 'ute does without a two-speed transfer case. Now operated by a button controller on the center console, Terrain Response varies engine, transmission, traction and dynamic stability controls as well as changing settings for general driving, grass/gravel/snow, mud and sandy terrains. And lest anyone suggest otherwise, the LR2 is also equipped with Hill Descent Control for moderated downhill maneuvers.

At first glance

Newly updated, the look remains the same with the addition of updated headlamps, new wheels and other minor trim enhancements. Lovers of a two-box design strategy will not be disappointed. The short front and rear overhangs help to facilitate the angle of attack that the LR2 is capable of while going up or down a hill, and the sealing around the doors help to keep the more liquid of elements at bay. We know they are not the same vehicle, yet still can’t help but see similarities between the LR2 and Ford’s circa 2012 Escape.

Inside the smallest of the Land Rover set, the interior begins to approach the refinement found in the Evoque. A pair of standard sunroofs allows light in, while a new center console features a seven-inch touch screen as well as a Meridian audio system. A rearview camera helps HSE-trim LR2s with hitch-assist for one-person trailer hitching with up to 4,000 lbs. of towing capability. We've never seen an LR2 lug anything, but the Brits enjoy hooking up their “caravans” for weekend outings.

Road warrior Cruising through Mont Tremblant’s frozen tundra proved an exercise in finesse and tiptoeing. For those of us used to dry, well-laid asphalt, prepping for the slush and snow is not a light undertaking. Our LR2 was equipped with enough safety features and nannies to make sure the shiny side stayed up in all but the most extreme cases.

The steering was well-modulated with good road feel. A well-sorted unit, it provided a firm rudder to steer the small SUV over icy patches, which crackled with each gentle rotation of the tire. We found the Terrain Response system just as easy to operate with buttons as with the previous dial. The settings were especially useful when called on to climb a hill, go over moguls, or ford a stream.

The interior was not “church mouse quiet,” which was probably due to the loudish nature of the mud and snow-rated tires. The 2.0-liter engine offered substantial motivation and torque to help it get out of dicey situations, a vast improvement over the old six-cylinder despite the modest power increase. Such was the case when going around a sweeping right-hander, and the tail decides it needs to hang out for just a moment.
An increase in throttle straightened the LR2 out and we were quickly on our way.

2013 Land Rover Range Rover Sport Preview

2012-07-17T13:56:00.000-07:00

2013 Land Rover Range Rover Sport Preview

Don’t expect to see major changes in the 2013 Land Rover Range Rover Sport model lineup, as Jaguar Land Rover knows not to fix something that really isn’t broken. Instead, the 2013 Range Rover Sport models will come to market with new paint options, new interior and trim options, and a new choice of alloy wheels.

What’s not changing is the powertrain, as both the Range Rover Sport HSE and Range Rover Sport Supercharged soldier on with last year’s engine options. The HSE gets a 5.0-liter V-8, good for 375 horsepower and 375 pound-feet of torque, while the range-topping Supercharged variant gets a force-fed version of the same V-8 good for 510 Horsepower and 461 pound feet of torque.

Both gasoline engines come mated to a ZF-built six-speed automatic transmission, and European customers can choose from two diesel variants rated at 252 horsepower and 208 horsepower, respectively. These diesel engines come with a ZF eight-speed automatic transmission, which (oddly) isn’t offered with gasoline engines.

Outside, the 2013 Range Rover Sport models are offered in five new colors, including Barolo, Barossa, Causeway, Havana and Mariana. Five-spoke, turbine-style alloy wheels are a new option, and those choosing the Sport Supercharged model will get red-painted Brembo brake calipers.

Inside, new trim combinations feature a dark upper cabin with lighter-colored seats, or a lighter upper cabin with dark seats. There’s a new carbon veneer package available, which Land Rovers says will add a “contemporary look” to the interior. Available features like the Harmon Kardon audio systems and the 7-inch, Dual View touchscreen infotainment center, carry over from last year.

In the words of John Edwards, Land Rover’s Global Brand Director, the new Sport models focus on detail improvements to “redefine the Range Rover Sport’s class-leading levels of comfort and customer appeal.” In other words, Range Rover knows to leave well enough alone with the Sport models, at least for now.

2012 Range Rover Evoque 2WD review

2012-07-17T13:41:00.000-07:00

2012 Range Rover Evoque 2WD review

New Range Rover Evoque 2WD: first UK review
57.6mpg; 129g/km (coupe)
On-sale now, priced from £27,955
The Range Rover Evoque is the marque’s smallest and most affordable model, and is now available in both four- and two-wheel drive.

Two-wheel-drive versions are available with one engine: the 2.2-litre eD4 diesel, which is matched to a six-speed manual gearbox. Producing 148bhp, this engine can get the Evoque from 0-60mph in 10.6 seconds and has a top speed of 112mph.

However, because the 2WD Evoque is lighter than the 4WD cars, it has better fuel economy and lower emissions: the three-door Coupe averages 57.6mpg and emits 129g/km of CO2, whereas the equivalent 148bhp 4WD 2.2 TD4 diesel averages 49.6mpg and emits 149g/km.

The 2WD eD4 is also the cheapest Evoque, at £27,955 for the 5dr and £28,950 for the 3dr Coupe. Pure and Prestige trims are available

What’s 2012 Range Rover Evoque 2WD like inside?
Previous Range Rovers have never disappointed with their cabins, and the Evoque is no different: everything looks and feels as plush as the more expensive Range Rover.

Entry-level Pure models are well equipped, and come with alloys, climate and cruise controls, heated leather seats, Bluetooth and DAB radio as standard.

There’s room for four adults in both the three- and five-door versions, although getting into the back of the Coupe could be tricky for some. Rear headroom is also a bit tighter in the three-door model.

Should I buy one?
If you want an Evoque but cost is more important than dynamics, the 2WD models make sense. They’re cheaper by around £750 and, because fuel economy is a fairly decent 57.6mpg for the Coupe, running costs won’t be ridiculous.

It makes sense as a company car, too: CO2 emissions of 129g/km for the Coupe mean you pay 19%. The five-door, with emissions of 133g/km, is in the 20% category. Compare that with the 4WD 2.2 TD4 diesel: with emissions of 149g/km, it sits in the 23% bracket.

However, the 2WD Evoque isn’t the best version in the range to drive: the ride is just that bit too jiggly and the engine is a little too rumbly. We’d still go for the 2.2 SD4 190 Pure 4WD.

Land Rover DC100

2012-05-17T14:58:00.000-07:00

Land Rover DC100

Whatever you think of the Land Rover DC100 (and we know that readers of The Daily Telegraph have some strong opinions), there's no denying that this drop head "Sport" version looks the part on Santa Monica beach in California. It was probably a lot grittier and colder 63 years ago in Anglesey, Wales when Maurice Wilkes sketched out the first example of a Land Rover in the sand.

Since then, the Defender has pushed and clambered, traversed and forded its way into our hearts. From its cabin smelling of wet dog and baler twine, and rear deck that can hold an anti-tank missile, a sheep or a defibrillator, to roasting your passenger's knees with its all-or-nothing heater, jamming your fingers in its impossibly stiff door catches and breaking down at the worst possible moment, the Defender couldn't be invented today. Replacing it is one of the toughest jobs in the motor industry.

Yet whatever you think of this new concept, it at least shows Land Rover is serious about replacing the Defender. I like it, especially the thought that's gone in, like the symmetrical wing vents and door handles, which don't affect the basic utility one jot, but are simply easier on the eye.
Land Rover stresses that this is just a vision of how things could be, although between ourselves, the mood music out of Solihull is that the finished article won't look dramatically different. What will change are the doors, which will curl under the sills on the finished example so you won't be cleaning the thing with the back of your trousers when you alight. Climbing in isn't much of a stretch and once behind the wheel, there is space enough in the footwell to drive it in wellies should you be of that persuasion.

Range Rover Evoque

2012-05-17T10:28:00.000-07:00

Range Rover Evoque

The Range Rover Evoque is a compact crossover SUV from Land Rover which went into production in July 2011. The Evoque is designed to appeal to urban buyers and meet increased CO₂ emissions and fuel

economy requirements. A concept model known as the Land Rover LRX was unveiled at the North American International Auto Show in January 2008 with the aesthetics of the Evoque production model changing very little from the LRX concept.[3] The Evoque has been received positively by the automotive press for retaining the features and off road capabilities of a traditional Range Rover in a smaller more city friendly package.[4]

The Evoque was developed from the LRX concept vehicle with the goal of producing a smaller more environmentally conscious vehicle. The size of the LRX complemented a wide array of efficiency improving technologies in the form of Land Rover’s e_Terrain technologies. These included biofuel compatibility, lightweight construction materials and technologies such as the removable carbon composite roof panels, regenerative brakes, a stop-start system, and the ERAD (electric rear axle drive) parallel hybrid powertrain system.[5]

The ERAD system could propel the LRX to speeds of up to 20 mph (32 km/h) before the engine was started by an integrated starter generator as part of the stop-start system. ERAD was designed to reduce CO2 emissions by an average of 20 percent under the NEDC test cycle and was expected to offer another 10 percent reduction in extra-urban driving situations while also optimising the off-road ability of the vehicle. Land Rover aimed to achieve 120 g/km CO2 emissions and fuel economy of 60 mpg-imp (4.7 L/100 km; 50 mpg-US) on the European combined cycle with an efficient 2.2-litre turbodiesel engine.[6] The engine would become the only four-cylinder vehicle in the Range Rover lineup.

The latest incarnation of Land Rover’s acclaimed Terrain Response system was also included offering sport and eco modes in addition to the existing grass, gravel, snow, and sand modes. Typical Land Rover design traits aim at improving off-road performance included a prominent driving position, hill descent control, and useful approach and departure angles. A Land Rover first was an air intake system integrated into the roof which offered exceptional wading capabilities though this feature did not make it to the production model. Land Rover's Range Rover styling was visually apparent in the form of the clamshell bonnet, the ‘floating’ roof, dual-pocket headlamps, and raked roof line.

Interior design improvements were another main focus of the LRX concept though the interior of the production Evoque changed significantly from the concept LRX. Notable interior features in the LRX included ambient interior lighting that changed according to Terrain Response settings, and vehicle data which was presented to the driver through a ‘floating’ three-dimensional LCD display. An aluminium centre console with an iPhone docking station stretched the length of the cabin, separating the four seats and the tailgate. Seats with open frameworks were used to give the impression of an airy interior while also creating useful under-seat and under-floor stowage areas. Electric motors folded the rear seats forward providing enough room for two mountain bikes to be fitted upright, with front wheels removed and stored in dedicated slots in the floor.[6]

Production model

On 11 March 2009, the UK government announced a £27 million grant to Land Rover to produce an all-new model, subject to the conditions that the LRX would be manufactured at its Halewood Body & Assembly facility in Liverpool. Phil Popham, Managing Director of Land Rover, announced the production

of the Evoque by stating:

“

Our engineering feasibility study has shown that we can very successfully deliver Range Rover levels of quality, drivability and breadth of performance in a more compact, more sustainable, package. Feedback from the most extensive customer research we have ever undertaken also fully supports our belief that a production version of the LRX Concept would further raise the desirability of our brand and absolutely meet all those expectations.^[3]

”

Production of the Evoque started on 4 July 2011, at Halewood, with the first customer deliveries expected to be made in September.^[7] The British Motor Industry Heritage trust will be given the first vehicle off the line to add to their collection, held at the Heritage Motor Centre in Gaydon.^[7] The production model Evoque retained nearly identical bodywork from the LRX prototype including the cabin length the panoramic sun roof. However no hybrid power train is initially being offered though a version of the terrain response system is included.

Specifications

he Evoque departs from the classic body on frame design used by the majority of vehicles designed for off road use. Instead the Evoque features a more modern unibody construction technique for improved handling and ride quality, and to appeal to buyers who drive primarily on road. Despite a lack of traditional body on frame construction and dedicated transfer case, the Evoque is still capable of class leading off road performance with 215 millimetres (8.5 in) of ground clearance, 25 degree approach and 33 degree departure angles, and the ability to ford up to 500 millimetres (19.7 in) of water.^[1]

The manufacturer's fuel economy estimates for the 2.2-litre diesel engine with manual transmission are 47.1 miles per imperial gallon (6.00 L/100 km; 39.2 mpg_-US) urban and 56.5 miles per imperial gallon (5.00 L/100 km; 47.0 mpg_-US) combined, with CO₂ emissions of 133 g/km.^[1] For the 2.0-litre petrol engine with automatic transmission the figures are 23.7 miles per imperial gallon (11.9 L/100 km; 19.7 mpg_-US), 32.5 miles per imperial gallon (8.69 L/100 km; 27.1 mpg_-US) and 199 g/km CO_/2.^[1] United States Environmental Protection Agency fuel economy estimates have been stated as being 19 miles per US gallon (12 L/100 km; 23 mpg_-imp) in the city and 28 miles per US gallon (8.4 L/100 km; 34 mpg_-imp) highway for the 2-litre petrol version.^[8]

Engines

Three engine options are available for the Evoque: two 2.2-litre turbodiesels producing either 148 bhp (110 kW; 150 PS) or 187 bhp (139 kW; 190 PS) currently available only in European markets, and a 2-litre 237 bhp (177 kW; 240 PS) turbocharged petrol engine.[13] The two litre turbo charged engine is sourced from the Ford Ecoboost also being used in the Ford Edge, Ford Explorer, and Volvo S60. Small displacement high output engine choices were made to provide the Evoque adequate power while meeting increasing fuel economy requirements.

Despite half the cylinders and less than half the displacement of the Range Rover Sport, the 2.0-litre turbo Evoque with a 6-speed automatic transmission achieves similar performance figures including a 6.7 second 0 to 60 miles per hour (0 to 97 km/h) time and an higher .82 g average lateral acceleration.^[14]

2011-08-27T16:13:00.001-07:00

Land Rover Pro User Trainer

2011-08-27T04:42:00.000-07:00

Land Rover Pro User Trainer: Training Professionals

Without training, even the most talented individuals would not be able to achieve and excel in their chosen fields. This theory is understood by the most successful businesses – who understand that professional training is an investment in the future

And because these businesses know that Land Rover understands the importance of this investment, they turn to us for their specialist professional training.

Land Rover Experience: Customer-Centric and Dedicated to Driver Training

Our customer portfolio includes many high-profile companies and public service companies – including SA’s largest utilities companies, military and police forces; companies that rely heavily on the skills of their vehicle operators.

At Land Rover, we have a very flexible customer-centric focus – and our existing courses are frequently tailored to meet the needs of each of our customers; or we create a syllabus to meet new specialised operating needs.

What Land Rover Experience Training Can Do For You

So whether or not you use Land Rover vehicles on your fleet, we can equip your staff with the knowledge, skills and techniques they need to perform a wide range of tasks. Our practical, hands-on courses Go Beyond simple instruction in the safe use of equipment to look at increased effectiveness, reliability and service levels - helping your business minimise total costs and maximise productivity.

For more information contact your nearest Experience Centre to find out how our training courses can benefit you.

National Network of Training Courses

We have a network of training centres across Southern Africa, offering Level 1 and Level 2 driving courses. The availability of the specialist courses varies, so please contact your local Land Rover Experience Centre to see which courses are available there.

LRE Professional Training; an Unrivalled Proposition

We are unique in the world of professional user training, and offer an unrivalled combination of benefits at highly competitive prices:

- Products you want to be trained in

- Places you want to be trained at – LRE centres all offer superb training and conference facilities

– LRE vehicle training is delivered in current model-year Land Rover products

- People you want to be trained by – LRE instructors are chosen for their people skills as well as their experience

With so much on offer, isn't it time you learned about how LRE Training can help your business run better?

Driving Skills and Driver Training: Level 1 Off-Road Driving Course

The Level 1 Driving Course is designed to teach delegates the following:

- The principles and advantages of four-wheel drive systems· Exploiting these advantages to travel safely on any terrain
- Extensive coaching in off-road driving techniques
- Ground-reading and obstacle recognition skills (helping reduce the costly and time-consuming risk that your vehicle becomes stranded or damaged)
- Daily checks and basic vehicle maintenance (to help operators maximise fleet reliability and minimise total costs)

Driving Skills and Driver Training: Level 2 Off-Road Driving Course

Our Level 2 Driving Course goes far beyond the core health and safety based syllabus of the Level 1 Driving Course, and covers:

Terrain-specific skills development (including sand, mud, snow and ruts)
- Skills development for navigating low friction surfaces at higher speeds
- Extensive behind-the-wheel experiences to refine skills and techniques

We have the breadth of experience to train your team to safely and efficiently negotiate a wide range of challenging terrain

Trailer Handling Skills: Level 1 Trailer Handling Course

The Level 1 Trailer Handling course is a one-day event designed to teach the basics to inexperienced operators. Once completed, we offer an Intensive Trailer Handling course, which is road-based and will give delegates extensive on-road towing and driving experience.

Trailer Handling Skills: Level 2 Off-Road Towing Course

The Level 2 Advanced Off-Road Towing course is designed to train operators on how to safely and reliably tow in off-road environments. Based around the need to continually assess and mitigate the hazards and risks of towing to the trailer, the towing vehicle and the terrain in question, the course includes practical experience of negotiating a range of obstacles as well as tight off-road manoeuvring, failure-to-climb procedures, trailer recovery and even how to change a wheel when off-road.

Discovery 3 / LR3

2011-08-09T08:06:00.000-07:00

Land Rover Discovery 3 TDV6 SE

On 2 April 2004, Land Rover introduced the Discovery 3, marketed as the LR3 in North America. It retained the key features of the Discovery, such as the stepped roofline and steeply-raked windscreen. The LR3 name was chosen for North American markets due to negative quality associations with the Discovery name and (according to Land Rover) a preference in the American market for alpha-numeric model designations – the second generation Freelander was also re-designated for the North American market as the LR2.
Land Rover developed a body construction method, marketed as Integrated Body Frame (IBF), where the engine bay and passenger compartment is built as a monocoque, then mated to a basic ladder-frame chassis for the gearbox and suspension. Land Rover claims IBF combines the virtues of monocoque and ladder-frame – though it makes for a heavy vehicle, compromising performance and agility. The LR3 became the first Land Rover to be offered with a rear locking differential.
The LR3 features full independent suspension (FIS). Like the Series III Range Rover, this was an air suspension system, enabling ride-height adjustment by simply pumping up or deflating the air bags. The vehicle can be raised to provide ground clearance when off-road, but lowered at high speeds to improve handling. FIS had been seen as inferior^[who?] to the older beam-axle when off-road due to its tendency to make the vehicle bottom out. Land Rover developed 'cross-linked' air suspension to solve this problem – when needed, the suspension mimics the action of a beam axle (as one wheel drops, the other rises). If the chassis of the vehicle contacts the ground when the suspension was at its 'off road' height, the system senses the reduction in load on the air springs and raises the vehicle an extra inch. In the UK and European markets, a coil-spring independent suspension system was offered on the base model. This model was unique in the range by having only five seats and only being available with the 2.7 litre diesel engine. This model lacked the Terrain Response system.
The engines used in the Discovery 3 were all taken from Land Rover's sister company at the time, Jaguar. A Peugeot-developed 2.7 litre, 195 hp (145 kW), 440 Nm V6 diesel engine (the TdV6) was intended to be the biggest seller in Europe. For the US market and as the high-performance option elsewhere, a 4.4 litre petrol V8 of 300 hp (220 kW) was chosen. A 216 hp (161 kW) 4.0 litre SOHC Ford V6 petrol engine was available in
North America and Australia. The gearboxes on the Discovery 3 were also all-new. For the diesel engine, a 6-speed manual gearbox was standard. As an option, and as standard on the V8 engine, a 6-speed automatic transmission was available. Both came with a 2-speed transfer box and permanent 4-wheel-drive. A computer controlled progressively locking central differential ensured traction was retained in tough conditions. A similar differential was available on the rear axle to aid traction.
The Discovery 3 was fitted with multiple electronic traction control systems. Hill Descent Control (HDC) prevented vehicle 'runaways' when descending steep gradients and 4-wheel Electronic Traction Control (4ETC) prevented wheel spin in low-traction conditions. An on-road system, Dynamic Stability Control (DSC) prevented skidding when steering and braking at speed. The vehicle also featured the 'Terrain Response' system, which won a Popular Science award in 2005.^{[citation needed]} Previously, off-road driving had been a skill that many drivers found daunting. A wide-ranging knowledge of the vehicle was needed to be able to select the correct gear, transfer ratio, various differential systems and master various techniques required for tackling steep hills, deep water and other tough terrain. Terrain Response attempted to take away as many of the difficulties as possible. The driver selected a terrain type on a dial in the cab of the vehicle. The options are "Sand", "Grass, Gravel & Snow", "Mud & Ruts" and "Rock Crawl". The on-board computer systems then select the correct gearbox settings, adjust the suspension height, adjust the differential lock settings and even alter the throttle response of the engine suitable for the terrain. For example, in "Rock Crawl", the suspension is raised to its maximum height and set to allow maximum wheel articulation, the differentials are locked, the driver is prompted to switch to Low Range, and the throttle response is altered to provide low-speed control. In "Sand" mode, the traction control system is 'primed' to be more sensitive to any wheelspin, the differential locks are partly locked up and the throttle response is re-mapped to produce high power outputs with short pedal movement. The driver retained some manual control over the off-road systems, being able to select the Transfer Box ratio and the suspension height manually, although use of the Terrain Response system is needed to allow full use of the vehicles' capabilities.
As well as new mechanical and electronic systems, the Discovery 3 introduced a new design to the interior and exterior of the vehicle. The original 1989 Discovery's looks had been determined by limited funds and the consequent use of first-generation Range Rover components.^{[citation needed]} These continued to influence the Series II. The Discovery 3 was able to have a fresh, minimalist style. The interior featured a flexible seven seat layout. Passengers in the rearmost row now entered through the rear side doors, instead of the tailgate as in previous versions. The driver benefited from a DVD navigation system, including some optional features like Bluetooth telephony in later models. Like the Range Rover, this audio, information & entertainment ("infotainment") system in the Discovery 3 adopted an electronics architecture whereby the system's distributed control units pass information and audio amongst one another and throughout the vehicle via optical links based on the MOST (or, Media Oriented Systems Transport) fiber-optic automotive networking standard (informally called the "MOST-bus")^[3]^{[unreliable source?]}. The system's navigation functions were unique to Land Rover because, in addition to the typical road map navigation, benefits included an off-road navigation and four-wheel drive information mode. When in four-wheel drive information mode, the screen showed a schematic of the vehicle, displaying the amount of suspension movement, angle the front wheels were steering, the status of the locking differentials and icons showing which mode the Terrain Response was in, and what gear was selected on automatic versions.
The vehicle was well received by the press on its launch, with the Terrain Response system, improved on-road dynamics and interior design being selected for praise. Jeremy Clarkson of the BBC's Top Gear motoring show drove one to the top of Cnoc an Fhreiceadain, a 307 m (1,007 ft) mountain near Tongue in northern Scotland, where no vehicle had previously reached. Richard Hammond, presenter of Top Gear, praised it as the "Best 4X4 of all time". In Australia, the vehicle was awarded "4WD of the Year" by the 4WD press.
In 2006, Land Rover used the Discovery 3 in its G4 Challenge, alongside the Range Rover Sport. The vehicles used are all in standard mechanical form, and are fitted with equipment from the standard Land Rover brochures.
The first all-new model placement since the Freelander, the Range Rover Sport is based on the Discovery 3 platform, rather than on the larger Range Rover.
A facelift model of the Discovery 3 (2009 Model Year), made in the UK from August 2008 onwards offered an upgrade to the stereo system (Harman Kardon) as standard with integrated steering wheel controls and a six CD stacker, clear indicator side lights, and colour coded bumpers.
In North America, the LR3 was renamed LR4, debuting at the 2009 New York International Auto Show.

Land Rover engines since 1958

2011-08-09T07:26:00.000-07:00

Land Rover used a number of different engines over the years 1948-98, although all belonged to one of three 'families':

1. The inlet-over-exhaust petrol engines, in both four and six cylinder variants, which were used from the very first Land Rovers in 1948, and which had their origins in pre-war Rover cars.

2. The four cylinder overhead valve engines,both petrol and diesel, which first appeared (in diesel form) in 1957, at the tail end of Series One production, and evolved over the years to the TDi 300 turbodiesel, which remains in production today for some overseas markets.

3. The Buick-sourced all aluminium V8 motor.

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From 1998 Defenders used the TD5 motor, an all-new 5 cylinder turbodiesel which was dropped in 2007 in favour of a Ford diesel (Ford owning Land Rover at the time).

What follows is a short guide to the various engines used by Land Rover since the start of Series II production in 1958. The comments are based mainly on my own experience - others may have different views. The list is in roughly chronological order. To identify your engine, click here for a list of engine numbers.

1997cc Petrol, inlet-over-exhaust: The first few months production of Series II 88 inch petrol had these engines, carried over from Series One production. I suspect that most of the survivors will have been fitted with later 2286cc engines by now.

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2052cc Diesel, overhead valve: Land Rover's first diesel engine, and one of the first small high-speed diesels produced in the UK. It appeared in 1957, and was used in Series II production until 1961. Looks almost identical to the later 2286cc engine, but many internal differences. 51 bhp wasn't really good enough even in the late Fifties, and I would be surprised if more than a tiny handful of these engines remain in use.

2286cc Petrol, overhead valve, 3 bearing crank: Must be the most numerous of all Land Rover engines. Closely related to the 2052cc diesel but with cylinders bored direct in the block (rather than the wet liners used by the diesel). Early engines had some weaknesses, prompting a redesign of many internal parts for the Series IIA in 1961. After that, carried on pretty much unchanged until 1980 when the 5 bearing crank appeared (see below).

A rugged, torquey motor with few real weaknesses: tends to wear its crank bearings (especially the centre one) due to crank flex at high revs, but will still keep going even when very rattly. Major bore wear is very common but doesn't seem to make a huge difference to power or oil consumption... Series II and IIA had Solex downdraught carburettor to 1968, later Series IIA and Series III had Zenith 36IV. Both can give problems in old age - quickest fix is a Weber replacement, but opinions on this conversion are divided. Some people report carburettor icing, and the Weber has a smaller intake than either the Solex or Zenith, which reduces power output (although economy is improved). A new or reconditioned original specification carburettor will be more expensive but probably better in the long run.

2286cc Diesel, overhead valve, 3 bearing crank: Appeared in 1961 alongside the redesigned 2286cc petrol engine at the start of Series IIA production, and shared its cylinder block and some other components. A big improvement over the earlier diesel: power output now a half decent 62 bhp. But the three bearing crank was a major weak spot: despite being made of better materials than the petrol one, it flexed at high revs and sometimes broke under load with expensive consequences. Fuel injection pump was driven off the camshaft by a skew gear which could wear, giving unstable pump timing and lots of light grey smoke on older engines (although stretched timing chain is very common and causes the same symptoms). One of these engines, if assembled properly, is still just about up to modern use: but keep below 45 mph (55 on overdrive-equipped vehicles) to be sure you don't break anything.

2625cc Petrol, inlet-over-exhaust: Borrowed from the Rover saloon range, in response to demands from mid-Sixties Land Rover users for more power and torque. The big, heavy old straight six was heavily detuned for commercial use. Acquired a reputation for overheating and cracking cylinder heads, mainly due to operator neglect. (Nothing much wrong with the engine, as long as you keep fluids topped up and don't let it go out of tune.) Also it was thirsty and barely more powerful than the four cylinder petrol engine, although it sounds lovely and develops usefully more torque. Parts supply these days is patchy (although the engine remained available until 1980). The Weslake-head 3 litre engine from a Rover P5 is near enough a direct swap and used to be very popular, so check those serial numbers.

Mark Rumsey (Series II Club technical guru) adds: "(The straight six) feels barely more powerful than a 2.25 when driven in the same way, but in fact is quite a lot more powerful, around 20% in fact. If you use the full rev range of the engine you can take advantage of exceptional low speed torque, and if you are prepared to run the revs up you can get rapid acceleration. However, stick with the mid range (2000-3000rpm) and its only slightly better than a 2.25. Where the 6 shows it potential most is on hills. Where a 2.25 would start losing speed, the 6 just keeps pulling. Also the Weslake head on either the 2.6 (Rover P4 110 engine) or 3 litre won't fit without modification to the clutch pedal box. However, the early non-Weslake 3 litre drops straight in.

2286cc petrol/diesel, overhead valve, 5 bearing crank: In 1980, Land Rover finally did something about the crank failures which had plagued its four cylinder engines for 22 years. The new crank was so strong that Land Rover could (and did) get away with using the same crank for petrol and diesel engines. These engines lasted beyond the end of Series III production and into the first couple of years of the new Ninety and One Ten ranges. Well worth paying extra for, if you are looking to replace a worn or broken 3 bearing engine in a Series vehicle. Crankshaft rear oil seal design is also far superior to the 3 bearing and easier to replace if it does leak.

3528cc V8 Petrol: The ex-Buick all alloy V8 engine appeared in the Range Rover right from the start of production in 1970, but did not make its way into the company's utility vehicles until 1979. The Series III 109 V8 (or 'Stage One V8') was intended to replace the 2.6 litre six cylinder vehicles: Land Rover's engineers obviously thought the new vehicle would be too fast for its brakes and suspension, so they detuned the engine to 91 bhp by fitting restrictors in the carbs. Removing these takes the engine up to Range Rover spec (138 bhp or thereabouts). The One Ten (from 1983) had the 138 bhp V8 as an option from the start, and the same engine later appeared in the Ninety. The V8 engines were gradually phased out after the TDi turbodiesel appeared, with only a handful being fitted to Defenders as a special order option after 1990.

The V8, in all its applications, is a strong and reliable engine, but not indestructible: camshafts wear out at around 90-100 thousand miles, head gaskets and camchains usually go around the same time. These engines can hide serious problems very well, so be suspicious of one which has a slight misfire or is a bit down on power - it is probably overdue for a rebuild.

2495cc petrol, overhead valve: The final development of Land Rover's ohv petrol 'four', with hardened valve seats which allow running on unleaded (or LPG). Lots of torque, and similar power output to the 2.5TD, but without the reliability issues (see below). A much underrated engine: works well with LPG, easy to maintain, and 2.5 petrol Landies tend to be much cheaper than diesels. Buy now while stocks last.

2495cc diesel, overhead valve: Land Rover reworked the old 'two and a quarter' diesel for the Eighties. The injection pump was now driven off a toothed belt at the front of the engine (together with the camshaft) which sorted the pump timing drift problem of the older diesels, and the increase in capacity provided a bit more power. Slow but strong, simple and dependable, this engine remains rightly popular.

2495cc turbodiesel, overhead valve, type 19J: Given the strength and reliability of the 2.5 diesel, you can understand why Land Rover thought it would cope with turbocharging, but the result was a warranty nightmare. 2.5TDs can fail in any number of ways, but the most common seems to be internal cracks developing in the cylinder block. This gives the same symptoms as a blown head gasket or cracked cylinder head, but is not repairable. Due to a defective design of crankcase breather, these 2.5TDes also tend to dump large amounts of engine oil into the air filter housing, which turns the paper air filter into a soggy black lump. This in turn leads to oil being drawn into the air intake, causing the engine to 'run away' and self-destruct.

Land Rover introduced a new cylinder block for the 2.5 Turbodiesel (part no. ERR479) from engine number 19J27515C. I have not been able to confirm, but suspect that this block was strengthened to get round the block cracking problems I would consider rebuilding a later , but not one of the earlier ones. In general, if the vehicle itself is any good, the sensible thing to do is to upgrade to a 200TDi (see below), or for old and tatty TDs the 2495cc non-turbo engine is a very straightforward swap, with only the air intake hose and exhaust system needing to be changed.

2495cc turbodiesel, overhead valve, 200TDi and 300TDi: Second time lucky for Land Rover. The lessons learned from the 2.5TD were incorporated into the new TDi engines available in the Defender and Discovery from 1990. The cylinder block still looked familiar (although strengthened internally with an aluminium ladder frame bolted to the bearing caps) but the cylinder head was all-new and a direct injection fuel system was used. These engines have gained an impressive reputation for power and durability. Defender engines produced 107bhp, Discovery engines (with different manifolding and a couple of other small changes) 111bhp. The 300TDi has a single serpentine drive belt for alternator, power steering etc, better soundproofing and a few small internal differences compared to the 200TDi. Power outputs of the two engines are identical. Though no longer offered in Europe (due to emissions regulations) the 300TDi remains available in some export markets.

2495cc turbodiesel, 5 cylinder, TD5: New and much stricter Euro emissions regulations for diesel engines led Land Rover to develop an all-new engine for the second generation Discovery, and this also found its way into the Defender. The TD5 features electronic control of the fuel injection system (with a control unit under the driver's seat), 'drive by wire' throttle and other refinements, all aimed at minimising exhaust emissions. Early reaction was mixed: the TD5 was much easier to stall than the earlier diesel engines (a characteristic shared by many of the latest generation of environment-friendly diesels) and there were reports of oil pump failures, cylinder head problems and other reliability issues - but not on anything like the scale of the 2.5TD fiasco in the Eighties. These early issues appear to have been resolved, but recurring reports of problems with the electronics, especially oil finding its way through the wiring harness and into the ECU. Dual mass flywheel can fail with heavy use. A truly lovely engine when running well, but late 300TDi Defenders fetch more money than early TD5s, so the market is trying to tell us something.

Non Land Rover engines: The weaknesses of some of the earlier engines resulted in a thriving industry fitting engines from various manufacturers to Land Rovers. Before the 200TDi, if you wanted a powerful, reliable diesel engine in your Land Rover, a conversion was the only way to go. Popular engine swaps over the years have included:

Perkins 4.203 and 4.236 - big, slow-revving industrial engines, lots of torque but not much speed
Ford 2.5 York diesel (horrible) and 2.5Di (excellent)
Perkins Prima 2.0 turbodiesel (best bit of an Austin Montego)
Peugeot 2.3 and 2.5 diesel - slow but durable
Almost every Japanese diesel between 2.0 and 3.5 litres

I can't sign in. What should I do? - Blogger Help

2011-08-09T06:37:00.000-07:00

I can't sign in. What should I do? - Blogger Help

Land RoverThe 2011 Highlights

2011-06-26T04:06:00.000-07:00

Land Rover Range Rover sees no major changes. Land Rover's flagship SUV seats 5 and comes in HSE and Supercharged trims. Both models use a 5.0-liter V8 engine. The HSE has 375 horsepower, while the Supercharged has 510. A 6-speed automatic with manual shift gate is the lone transmission. Range Rovers have all-wheel drive with low-range gearing for off-road use. Also standard is Land Rover's Terrain-Response system, which has a console switch that enables the driver to change suspension and powertrain calibrations to accommodate normal driving, slippery pavement, mud, sand, and low-speed off-roading. Hill-descent control is standard. An electronic adaptive suspension is standard on the Supercharged and optional on the HSE. Available safety features include ABS, traction control, antiskid system, front-side airbags, and curtain-side airbags. A navigation system, rearview camera, front- and rear-obstacle detection, and wireless cell-phone link are standard. An optional Luxury Interior Package for HSE models includes heated and cooled front seats with 14-way power adjustment, upgraded leather and wood interior trim, auto-dimming exterior mirrors, and 20-inch wheels. An optional Vision Assist Package includes blind-spot alert, steering-linked adaptive headlights, and a "Surround-Camera" system that shows the driver nearly the entire circumference of the exterior on the navigation screen. The Supercharged's Autobiography Package includes an infinitely variable locking rear differential, blind-spot alert, surround camera, 4-zone automatic climate control, adaptive cruise control, heated and cooled reclining rear seat, specific interior and exterior trim, and DVD entertainment. COMPETITION Consumer Guide Automotive places each vehicle into one of 18 classes based on size, price, and market position. Typically based on mainstream Large SUVs, Premium-Large SUVs are super-sized luxury liners. All are powerful, pricey, and extremely thirsty at the pump.

Land Rover Range Rover - What the Auto Press Says

2011-06-26T03:51:00.000-07:00

The 2011 Land Rover Range Rover ranks 4 out of 9 Luxury Large SUVs. This ranking is based on our analysis of 71 published reviews and test drives of the Land Rover Range Rover, and our analysis of reliability and safety data.
Entering its fifth decade of production, reviewers are hard-pressed to find another SUV that has the same combination of luxurious interior, capable off-road abilities, and comfortable on-road manners as the Range Rover has.
For 2011, Land Rover celebrates the Range Rover’s fortieth birthday. However, the company’s flagship model is far from over the hill. It remains one of the most capable off-roaders and one of the most luxurious vehicles on the market. With a price that ranges from $79,685 to well over $134,000 with options, shoppers can get nearly anything they want in an SUV, provided they have the money. To celebrate the Range Rover’s anniversary, Land Rover has introduced the “2011 Autobiography Black 40th Anniversary Limited Edition,” which includes a number of unique features like special paint colors, a leather-clad dashboard and a leather-trimmed floor mats. These features aren’t necessary, but as Consumer Guide puts it, “for Range Rover's well-heeled shoppers, little else will do.”
When shopping the Range Rover, keep in mind that reliability has been a perennial issue for the automaker. Although Land Rover was recently acquired by Tata Motors, who pledged to improve the British company’s reputation for reliability, reviewers haven’t given the change a solid thumbs-up yet.
Reviewers love that the Range Rover has stayed true to its off-road roots over the years, and the 2011 model is no exception. Many writers note the Land Rover’s Terrain Response system, which allows drivers to adjust the Range Rover’s powertrain based on road terrain. They also drool over the turbocharged 5.0-liter V8 engine available on the Supercharged trim, which makes 510 horsepower and 625 pound-feet of torque, and propels the Range Rover from zero to 60 in a blazing 5.9 seconds. To be fair, reviewers probably wouldn’t turn down the naturally-aspirated 5.0L V8, either. They say it has plenty of get-up-and-go for around-town driving and every day commuting. Car and Driver noted "Big-time muscle from both V-8s."
Land Rover knows, though, that most luxury large SUV buyers won’t be pushing its SUVs to the limits out in the Australian desert or in the frozen tundra, and adjusted the Range Rover accordingly. The auto press generally concurs that the Range Rover drives more like a luxury sedan than a truck-based, off-road beast. Additionally, it comes standard with a sizeable list of high-tech interior features like its easy-to-use navigation system and front and rear parking sensors. All in all, Land Rover has managed to tune the Range Rover so it’s a great performer in the urban jungle, and the actual jungle too.
The Range Rover Sport, a smaller and less expensive version of the Range Rover, is reviewed separately.

Other SUVs to Consider

If you’d like to cross-shop the Range Rover with other luxury off-road SUVs, take a look at the Mercedes Benz G Class, the Range Rover’s closest competitor. The two have similar histories: The Land Rover was originally built as an off-road vehicle for the British Army, while the G Class was created for the German Army. The G Class starts at $105,750 -- $26,065 more than the base $79,685 Range Rover HSE. However, adding options to the Range Rover can quickly bump its price into the three-figure territory, especially if you start with the $95,465 Supercharged trim. In fact, the G550 does not offer any optional equipment – everything is standard. This means that if you’re shopping the Range Rover Supercharged plus upgrades like the Autobiography package, the G550 may actually be the more cost-effective option, even with fuel economy numbers of 11/15 mpg city/highway.
Most luxury large SUV shoppers don’t really need to pay such a high premium for legendary off-road prowess in their vehicles. If you plan to use your four-wheel drive to commute in bad weather or drive to the mountains for a weekend of skiing, you should also cross-shop performance-based SUVs like the BMW X5 and the Porsche Cayenne. Neither have the off-road chops that the Range Rover and the G Class take such pride in, but most reviewers say that they have enough oomph for most SUV shoppers. Plus, the BMW starts at $46,300 and the Porsche starts at $47,700 -- $33,385 and $31,985 less than the Range Rover, respectively. Even better, the base models offer better fuel economy than the Range Rover.

Details: Land Rover Range Rover

The 2011 Land Rover Range Rover is available in five trims: the base HSE, HSE Lux, Supercharged, Autobiography, and the 40th Anniversary Autobiography Black Limited Edition. The HSE starts out at $79,685, and the Autobiography can be optioned to more than $134,000. The EPA rates the Range Rover’s fuel economy at 12 mpg in the city and 18 on the highway, numbers that are on the low side of its class of luxury large SUVs.
For 2011, Land Rover made some minor changes to the Range Rover. It improved its Terrain Response system and added the option of reclining rear seats. Probably the most noticeable difference for 2011 is the addition of the 40th Anniversary Autobiography Black Limited Edition trim. This package includes a slightly restyled front grille, 20-inch alloy wheels, exterior chrome trim and a tailgate badge, as well as limited-availability paint and leather upholstery colors.