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Vehicle Tests > Land Rover Freelander 2
Land Rover Freelander 2
Issue: August 2007
Words by Richard Yarrow Photos by Nick Dimbleby
It wasn't many years ago that a diesel car with an automatic gearbox was a rarity. Now manufacturers know it's a must, particularly in the premium sector.
And that goes for SUVs just as much as for high-end
sedans and wagons. Six months after the launch of the all-new Freelander 2, Land Rover has rolled out the model that's expected to account for close to 50 percent of European sales, the 2.2-litre diesel auto.
With more buyers opting for the convenience of an auto forurban stop-start driving the car is a hugely important part of the range. There was an equivalent in the original Freelander, which accounted for a third of vehicle sales, but it didn't set the world on fire.
With 42 percent more power and 53 percent extra torque - there's 118kW and 400Nm respectively - combined with better fuel economy, the new Freelander 2 diesel is in a different ball park to its predecessor.
The car will hit 100kph in 10.5 seconds, a fraction quicker than the manual. The steering is nicely weighted, and in terms of ride and handling there's little to criticise. Add in standard features such as the special 'Trailer' ESP mode for towing, plus cornering upshift prevention to block annoying gear changes through bends, and it makes for an impressive package.
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As for the gearbox, it's a six-speed auto with manual override. Land Rover calls this function CommandShift, and it means drivers have the option of fl icking the lever to the left and choosing when to change up and down. With a nine per cent broader spread of gear ratios, the theory was to create better performance right through the rev range and at every road speed.
And that's just what has happened. This is an extremely capable performer. Moving up or down the box is very smooth in either mode, and going from fourth through fifth and sixth as you accelerate to motorway speeds, the changes are barely noticeable. The CommandShift system is lifted straight out of the 3.2-litre petrol Freelander 2, and has the same reassuring feel to it. A simple click forwards or back on the lever is all you need to get the job done.
But this is a Land Rover, so it's got to be top-notch offroad as well. Faced with a demanding loose gravel incline of perhaps 200m length and 30 degrees from the horizontal, the test car revved hard and bounced all over the place, but always moved forward. It was a tougher challenge than 99 percent of customer models will ever see, yet it coped admirably. It's also a stunt the Mk1 Freelander would have struggled with, and one several of the current crop of Japanese SUVs would have baulked at.
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Words by Richard Yarrow Photos by Nick Dimbleby
It wasn't many years ago that a diesel car with an automatic gearbox was a rarity. Now manufacturers know it's a must, particularly in the premium sector.
And that goes for SUVs just as much as for high-end
sedans and wagons. Six months after the launch of the all-new Freelander 2, Land Rover has rolled out the model that's expected to account for close to 50 percent of European sales, the 2.2-litre diesel auto.
With more buyers opting for the convenience of an auto forurban stop-start driving the car is a hugely important part of the range. There was an equivalent in the original Freelander, which accounted for a third of vehicle sales, but it didn't set the world on fire.
With 42 percent more power and 53 percent extra torque - there's 118kW and 400Nm respectively - combined with better fuel economy, the new Freelander 2 diesel is in a different ball park to its predecessor.
The car will hit 100kph in 10.5 seconds, a fraction quicker than the manual. The steering is nicely weighted, and in terms of ride and handling there's little to criticise. Add in standard features such as the special 'Trailer' ESP mode for towing, plus cornering upshift prevention to block annoying gear changes through bends, and it makes for an impressive package.
read on below advertisement
As for the gearbox, it's a six-speed auto with manual override. Land Rover calls this function CommandShift, and it means drivers have the option of fl icking the lever to the left and choosing when to change up and down. With a nine per cent broader spread of gear ratios, the theory was to create better performance right through the rev range and at every road speed.
And that's just what has happened. This is an extremely capable performer. Moving up or down the box is very smooth in either mode, and going from fourth through fifth and sixth as you accelerate to motorway speeds, the changes are barely noticeable. The CommandShift system is lifted straight out of the 3.2-litre petrol Freelander 2, and has the same reassuring feel to it. A simple click forwards or back on the lever is all you need to get the job done.
But this is a Land Rover, so it's got to be top-notch offroad as well. Faced with a demanding loose gravel incline of perhaps 200m length and 30 degrees from the horizontal, the test car revved hard and bounced all over the place, but always moved forward. It was a tougher challenge than 99 percent of customer models will ever see, yet it coped admirably. It's also a stunt the Mk1 Freelander would have struggled with, and one several of the current crop of Japanese SUVs would have baulked at.
next page »
