Land Rover Freelander TD4 specifications
Price:
From £20 935 (about R296 000). It'll be in SA early next year.
Engine:
Turbodiesel, 2179cc, four cylinders, 16 valves. 120kW at 4000rpm, 400Nm at 2000rpm
Transmission:
Six-speed gearbox, all-wheel drive (auto also available).
Performance:
180km/h, 0-100km/h 10.9sec, 7.53 litres/100km official average.
Tough, but not too tough. That was the design philosophy behind Land Rover's all-new Freelander and it's a sensible approach in today's 4x4-sceptical world.
(The new Freelander was launched in South Africa at the 2006 Auto Africa expo.)
Yes, too many people who don't need one buy an SUV but Land Rover has only ever made 4x4's so there's an authenticity here; this is a proper 4x4, able to tackle tough terrain without breaking.
Few Freelander 2 units will be required to do that, true, but an owner can feel confident in his - or her - escape fantasies. "Terrain Response" will be the driver's off-road friend and those in the rear "stadium seats" will have a fine view of said terrain.
There's room for three standard adults here, says the information pack (am I a standard adult? Are you?), plus space for a Labrador in the boot.
Land Rover is now part of the greater Ford empire. The new car, built at Halewood in England, is based on Ford's "EU-CD" (European, upper-middle-size) architecture. Much is changed for the Freelander, though, to suit its taller body and off-road purpose; the rear suspension, for instance, is entirely different.
The Freelander 2 is bigger than Freelander 1, of course; new models almost always are. It's only 5cm longer but that's misleading because there's no longer a spare wheel bolted to the tail door; which now opens upwards instead of sideways to make it more car-park and garage-friendly. And there's no three-door any more.
What the new Freelander does have is much more cabin space. That boosts its chances in the US where corpulent buyers couldn't fit in the previous car. Frightening, but true.
The extra width makes room for a transverse, Volvo-designed, Welsh-made, in-line, six-cylinder engine in the top-level Freelanders. This 3.2-litre, 174kW unit sounds way over the top for a compact SUV but it's intended mainly for Americans who didn't think much of the feeble old V6.
They'll like its standard six-speed auto transmission, its 8.4sec 0-100km/h and the glitzy grille.
Surfaces are softer
Most European buyers will opt for the TD4 turbodiesel with its plainer grille. The 120kW, 2.2-litre engine is a Peugeot design and appears in the least-expensive Freelander that costs (in the UK) £20 935. However the priciest, the 3.2 HSE, costs a breathtaking £33 990 (about R480 000) - way up in BMW X3 territory.
You realise the new model is posher as soon as you climb in; surfaces are softer, the design less cluttered. Avoid the ghastly fake wood option and instead specify the "brushed aluminium" look. There's plenty of storage space and an excellent view out.
I'm driving a TD4 HSE with a six-speed manual gearbox (a TD4 auto will follow). First impression? The sound is clearly that of a diesel but it's smooth and quiet and it picks up cleanly from low speed to deliver a surge of acceleration.
Second impression? The steering is unexpectedly quick and positive. The Freelander stays flat and composed through curves, all of which suggests that the suspension must be very stiff. But it isn't: the ride is quite firm, but not choppy.
There's a clever electronic trick that gently brakes the outside wheels to widen the turn radius if it detects more body lean than the speed and steering angle should have caused - in other words, an imminent rollover.
Setting variations
Most of the time the Freelander behaves like a front-wheel drive car but the rear wheels chip in when the fronts start to lose grip. This system is most useful on the slithery surfaces of an off-road course where the Terrain Response (except on the base model) helps tailor traction to the surface.
There's a normal setting, plus variations for grass/gravel/snow, for mud and ruts, and for sand (just like the bigger Landys). There's no rock-climb setting or low range.
Still, the Freelander bounded around the Solihull off-road course with gusto, sustaining no more mishaps than a misplaced exhaust when I landed heavily on a rock and a detached bit of rear bumper caught on a log.
All easily fixed.
It waded happily; clambered over a collapsing log bridge; trickled down a steep gradient with the clutch fully engaged; and the TD4's torque pulled it away again. "Hill Descent Control", which applies the brakes automatically and individually as needed, is now augmented by a "Gradient Release Control" that releases brake pressure gradually when you take your foot off the pedal down a very steep slope. It got confused when I was driving down steps, though.
So that's the new Freelander. I'm not a fan of SUV's but, if you must have one, it should be compact, capable and credible as a 4x4. The Freelander, especially in TD4 form, is that car.
And at least £85 (about R1200) of its price will go to Climate Care for its CO2 offset programme. There; you can even salve your conscience.
The rivals
BMW X3 2.0d
Facelifted to tone down the utilitarianism but remains overpriced. Goes and handles well but ride is choppy. For badge snobs.
Honda CR-V 2.2 i-CTDi
New CR-V has tapering side-windows, an under-boot spare wheel and MPV aspirations. Diesel engine is economical and punchy.
Nissan X-Trail 2.2 dCi SE
Least powerful engine here but goes well and has off-road ability to match its looks. There's also a front-drive version.