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Land Rover

2012 Land Rover Range Rover Evoque Coupe

Vehicle: 2012 Land Rover Range Rover Evoque Coupe Dynamic with 20″ wheels, Black Panoramic roof, Ebony headliner,Adaptive Dynamic, Blind Spot Monitoring, rear seat entertainment, satelite radio and 4-seater Pkg
Price as tested: CDN$70075

Performance: Beneath Evoque’s sleek hood lies Land Rover’s 2.0 liter DOHC 16-valve 4-cylinder turbocharged engine; which comes along with direct fuel injection, variable valve timing and electronic throttle as hosts. With 240 ponies and, more importantly, 340 lb/ft of torque. Its able to move Evoque quite efficiently if not remarkably quick off-the-line with its 3680 lb of British gentleman like of luxury. Along comes with a refined 4-cylinder turbocharged engine, which doesn’t have any of those annoying turbo lag. Its quite free-revving in both middle and upper rev ranges for Land Rover standard. By LR standard means its mostly for low-end torque for off-road capability. You won’t be mistaken an Evoque is from the same automotive giant called Tata, as it shares the same annoying pop-up shifter as in Jaguar. While it looks like a neat idea, it will be a P.I.T.A when there are any electronic problems occurred in the Evoque. Given LR’s gluesome quality history, its bound the happen pretty soon. However, the 6-speed gearbox has worked decently well with this powertrain.

Handling: Unlike any LR or RR came back, Evoque is purely an on-roader rather than a true off-roader. Put the Evoque into “Dynamic” mode, its quite a capable crossover to begin with. The MagneRide adaptive damping is able to adjust the suspension by controlling both body rolls and pitch. Which, in turn, is able to dial out 99% of body rolls when pushed the Evoque through twisties. For a crossover, Evoque’s corners are as sharp and flat as anyone can imagine. Along with the sophiscated AWD system, which works exceptionally well with its dynamic stability control, its also provide exceptional active safety to both driver and its occupants. The steering is sharp and precise, without any of those annoying traits one used to be with off-road oriented LR. This on-road oriented Evoque provides nice steering feel and feedback, which is a rarity in LR products. The result is a crossover which is pretty much fun around a twisties as on the open road. However, its ride quality isn’t exactly class-leading. As it rides firmly without absorbing all the bumps and roughness with ease. You pretty much feel all the expansion joints given the harshness through suspension damping.

Brakes: With 4-wheel discs and standard ABS, Evoque’s braking performance is as good as it can get. The stopping distance is short, while pedal feels solid and easily modulated. It doesn’t have the numbness and spongeness of LR’s usual pedal travel. ABS has acted more on par with anything on-road oriented instead of off-road oriented, which is what Evoque is all about.

Interior: If you are expecting Range Rover kind of space inside an Evoque, you are pretty much done. Evoque is all about form-over-function. The lack of proper headroom on all positions. If you thought the backseat is cramped in 4-door Evoque, our Coupe is even worse. The luggage space is at a premium, even if it claims to have 550 liters. When both of the seats fold down, there aren’t going completely flat. Instead, it left as a bit of a slope for a box to floating around in an unsafe manner.

However, the use of quality plastic and leather materials in the cabin in world-class. We haven’t found any panel misfitting or dash rattles as in most LR we have tested before. The leather seats are formed with top-notch materials, which provide wonderful back, side and thigh supports. There are plenty of ergonomic quirks right from the annoying shifter to auto climate control, which needs time to get used to.

So let all those ergonomic quirks continue with both of the starks. There are way too many functions going on both of the starks, which control everything from turn signals, headlight operation to right side’s washer/wiper with busy graphics.

Conclusion: Land Rover claims Evoque is all about emotions. Judging by the loaded price and its compromises, you pretty much have lots of emotions for shelling out 70 large grand for a cramped 2-door crossover with 240hp “only”. All those emotions, however, have generated from the sleek styling to the cachet of owing the smallest of the Range Rover portfolio. If you have such emotions with lots of disposable income, while appreciate the best on-road driving LR ever. The Evoque is a car for you.

4-door competitions
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Acura RDX
BMW X1
Lexus RX350
Infiniti EX35
Mini Countryman Cooper S

Coupe competition: None

OVERALL VERDICT FOR 2012 Land Rover Range Rover Evoque Coupe
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Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 3.5/5

2010 Land Rover LR4

Vehicle: 2010 Land Rover LR4 with HSE Luxury Pkg (7-seater) and Heavy Duty Pkg
Price as tested: CDN$73560

Performance: The new LR-V8 is sourced from its sister company, Jaguar’s AJ-V8, as both Jaguar and Land Rover are under the India’s Tata umberlla. That isn’t come as a surprise as sharing engine is the way of saving costs in today’s automotive world. When it comes to engine refinement, LR-V8 is not shabby compares to other major V8s in its class. While this 5.0 liter DOHC 32-valve V8 with dual variable valve timing has 375 ponies and same amount of torque, it sounds promising on paper. Even though it has a proper V8 and variable valve timing for heavy breathing, nothing beaten the law of physics when it comes to weight. Weight is the biggest enemy on vehicle performance and efficiency. The LR4 seems to be gulity on both counts. With more than 2 tones of British wood and leather-lined luxury, it makes this 375hp beats only more than adquate when pushed it off-the-line. It doesn’t have the same grunt as many of its rivals during low-end acceleration. 375 lb/ft of torque at merely 3500rpm has helped its weight somewhat but certainly far from being crisp. Throttle response is, well, sluggish. The 6-speed manumatic’s very low 1st and 2nd gear ratios have helped LR4′s porky acceleration. Thankfully, with tall 5th and 6th gear. It makes LR4 cruises more relaxing when it reaches the high speed. This engine really needs to rev in order to keep it alive. When you are revving to keep it alive, all you got is the fuel economy penalty. If you happen to buy LR4, be prepared to live near gas stations. As our test average of no less than 20 liters per 100km during the day of our test drive.

Handling: Land Rover engineers have finally sorted out its predecessor’s biggest shortcoming. The previous Discovery were known for sensitive to crosswinds, tippy through corners and unstable on highway speed. All of those were the opportunity cost when sole emphasis is on class-leading off-road capability. With the LR4, Land Rover’s off-roading prowess remains intact and legendary thanks to its Hill Descent Control with Gradiant Descent control. LR4′s air suspension and revised steering have made it a much more confident SUV when pushed through corners. While it still doesn’t have the on-road handling edge as those car-based crossover, it managers to curve a corner without scaring both driver and passengers away. When it comes to highway stability, LR4 finally is able to match its competitions. The body rolls and understeer are very well mannered. While the steering feel remains somewhat darty and vague at speed, the level of precision and responsiveness are up to the task for those who drive their LR4 primarily to the shopping mall and school driveway. The latest mid-size Land Rover continues to ride nicely. It absorbs bumps and roughness extremely well without breaking a sweat.

Brakes: Consider LR4 weights 2 tones, its 4-wheel discs and ABS have managed quite a remarkable stopping distance. Both the pedal feel and modulation are confidence without feeling any fades after a couple of hard stops. The ABS acts at the right time at the right place have seal the deal for the LR4.

Interior: When the 3rd row of seats are in place, there aren’t much cargo space left. That’s where all the fun begins. LR4′s 3rd row of seats are really awkward to fold them down, they are very heavy at th same time. On the other hand, if you need to use the 3rd row. They are tough and heavy to raise them back on.

The rest of the interior have used some nice plastic and leather materials abound. There are plenty of soft-touch plastic and leather seats simply exceptional. That’s until you get used to all those British ergonomic quirks through the controls.

Without the back-up camera and parking sensors, LR4′s slightlines are medicore especially with the 3rd row of seats in place. With both features on hand, it makes the back-up much easier.

Conclusion: The LR4 is a much improved breed over its Discovery predecessors. It also stands apart from all other SUVs which don’t have as much off-road capability with the cachet of a Land Rover. The LR4 is finally a Land Rover worthy of consider when shopping for a mid-size SUV.

OVERALL VERDICT FOR 2010 Land Rover LR4
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Performance: 2.5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2.25/5
Value-for-money: 3/5

Overall rating: 3/5

2010 Range Rover Sport Supercharged

Vehicle: 2010 Range Rover Sport Supercharged with extended leather pkg, rear differential lock and surround camera system
Price as tested: CDN$92160

Performance: The latest update to Range Rover Sport is the engines. Instead of using the outgoing 4.4 liter, it basically shares Jaguar’s AJ-V8. This latest iteration is a 5.0 liter DOHC 32-valve V8. On the “mild” Rangie Sport, it got a 370hp normally aspirated version of this 5.0 liter. The subject to our tester is “wild” Rangie Sport with supercharged. Thanks to the Eaton blower, this Rangie Sport has 510 ponies and 461 lb/ft of torque at driver’s right foot. Given how smooth and refined the AJ-V8 engine already resided in Jaguar, it doesn’t come as any nasty surprise in this Rangie. The supercharged sound sporty through the exhaust note, it doesn’t have the wheezy blower sound once associate with supercharged engine in the past. The credit of all this power delivery has to go to its 6-speed manumatic gearbox. With proper gear ratios, it always keeps the supercharged engine at its full boil. The availability of manumatic has encouraged the use of manual shifting for sporty driving experience, which works well with Rangie Sport’s character. Combined 510hp with a nicely ratio gearbox, its able to move 2 tons of British leather and wood lined of luxury with authority. What makes me really surprise is the engine feels strong and willing to move at both middle and upper range of the rpm.

Handling: When you consider Rangie Sport is based on the shorter LR4 platform instead of traditional Rangie platform, you are bound to expect it has a more nimble feel on-road than its larger silibing. All of these are true when hustle the Rangie Sport through a set of twisties. While you won’t find the same kind of handling sharpness as in the Cayenne Turbo or X5-M, Rangie Sport is able to hold its hold through corners. What it sacifices some of its driving dynamics gains back in supreme ride comfort. Range Rover has always been known for its Jaguar-like ride quality, Rangie Sport is no exception even with its firmer suspension setting. Its firm without feeling harsh. The suspension is comfortably compliant with a sense of suppleness built into the equation. Steering provides good feel and feedback, with decent precision without feeling twitches when pushed. Combined of all these with Dynamic Stability Control and Cornering Brake Assist, Rangie Rover handles confidently. Last but not least is Land Rover’s well-honored 4-wheel-drive system works exceptionally well off-road withot losing composure on-road. Both the 4WD, DSC and CBC work as a perfect harmony which is a pleasant surprise on a vehicle this large.

Brakes: With 4-wheel discs and standard ABS, Rangie Sport stops exceptionally well given its weight. The Brake Assist doesn’t grab driver’s leg to the bottom of the floor when it activates. That means ABS isn’t going to step in unnecessarily until the driver asked for it. The brake pedal feel solid and reassuring.

Interior: After all these years, Land Rover still refused to give us the one-piece tailgate that is so user-friendly. The split tailigate is not only difficult to load luggage aboard, the hinges for the lower tailgate has spoken for plenty of warranty claims due to too many users sit on top of it. The only good thing is you have to open the top half first, that means you can throw those small items inside the luggage area before opening the stupid bottom door. All I can say is those stubborn British never learned.

The rest of the interior dressed up nicely with top-shelf materials. Everywhere else is wrap up in leather stitiches or top-quality soft-touch plastic materials. Leather seats are typical Britiish firm with excellent bottom and thigh supports. However, those British quirks in ergonomic sense are “same old, same old”. Perhaps those annoying quirks we found are considered as character in British sense, mind you.

Conclusion: The Rangie Rover has plenty to going for it. It has excellent performance, handles exceptionally well and interior ambience is superb. What makes me really surprise is how comfortable its ride does, compare to its rivals. Now you can added Rangie Sport to the list of high-performance SUV.

OVERALL VERDICT FOR 2010 Range Rover Sport Supercharged
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Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

2009 Land Rover LR2

Vehicle: 2009 Land Rover LR2 HSE with Lighting Pkg
Price as tested: CDN$47970

Performance: In the middle of our “premium compact SUV reniassance”, we are here to review a vehicle that lays claim to the start of the whole premium compact SUV craze. That is the Land Rover LR2, the updated version to the original Freelander which began selling on our shore back in 2002.

The LR2 is only powered by a sole motivator is a Volvo-sourced 3.2 liter straight-6 DOHC 24-valve engine with variable valve timing technology. Although this engine has 230hp and 234 lb/ft of torque, it has to move LR2′s 4255 lb of British leather-lined luxury. While it isn’t exactly sluggish, it isn’t breathtaking neither. What this straight-6 really shines is the refinement department. As its as smooth and refined as BMW’s legendary normally aspirated in-line 6 quality, its also willing to rev. What it really needs is extra 30-40 ponies to move this heavy piece of metal off-the-line. Even though 234 lb/ft of torque at 3200rpm is decent, it just feels adequate if not underpowered, for most daily driving. 6-speed manumatic is the only gearbox mated with this engine. The shifts are smooth and coordinated. Consider the adequate performance this straight-6 offers, the manumatic mode is certainly encouraging to use as it better use the engine’s power. Thankfully, the lower gear’s ratios are low enough to move it off-the-line without too much hassle. The top gear ratios also don’t feel to lagging to make LR2 a buzzy and noisy ride at high speed. Despite that, this engine is much improved over Freelander’s lackluster 2.5 liter V6.

Handling: What Land Rover really shines is the off-road prowess their vehicles perform in the rocks. But what sets LR2 apart is its equally at home on the road as its in the rocks. LR2 is the most capable on-road vehicle Land Rover has come out with. It all begins with a stiff and solid chassis, for all the suspension components to hang their hats. Without all these solid fundamantal, it wouldn’t make a proper Land Rover a true off-road vehicle. The “hill descent control” works exceptionally well when driven downhill. On the other hand, its handling capabilities are a delightful surprise. The steering provides excellent feel and feedback, without any precision on-road. Both understeer and body rolls are expected. Its DSC, or Dynamic Stabiliity Control, has worked exceptionally well to save driver from the worse. It works hand-in-hand with the 4WD system and Cornering Brake Control for fool-proof active safety in both good and bad weathers. Dynamically speaking, LR2 is a delighful package.

Brakes: With 4-wheel discs and standard ABS, LR2′s braking performance has performed decently. Given LR2′s hefty weight, the stopping distance is short while brake feel is sure-footness. ABS only acts up necessarily without any unwanted intervention.

Interior: What really seperates LR2 apart from its predecessor is the use of materials and fit-and-finish inside the cabin. Gone is the cheap and nasty plastic materials, in with all the classy materials that are on par with its Land Rover name. The rest of the interior has been decently layout. With clear and analog instrumentation gauges, effective auto climate control and superb Connolly leather seats. These leather seats are really supportive at all the right places, with quality of materials only from Connolly. However, there is one major pet peeve. Its the placement of the power window panel on driver’s seat. Instead of ergonomically placed in the door panel, Land Rover decided to place it on top of door panel. A weird British ergonomic thought, I guess.

At the back of the LR2, it got a proper wash/wiper. It also have a low lift floor for easy loading for luggages. With fold down rear seats, you can put absolutely everything including a refrigator into the back of LR2.

Conclusion: The LR2 is a giant leap forward over its predecessor in every conceptable area. It really brings Land Rover into a competitive territory against all the newly arrived compact premium SUV on the market. What really seperates LR2 from the rest is the off-road prowess and British accent, which are something you won’t find in any of its rivals.

OVERALL VERDICT FOR 2009 Land Rover LR2
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Performance: 2.25/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3/5

2003 Land Rover/Range Rover

Short review of 2003 Land Rover Range Rover
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This is as best as an SUV can get. Capable off-roading. Excellent on-road manners. Along with that beautifully sounded 4.4 V8 sourced from BMW, it has to be one of the most refined ute you can find anywhere. Interior fit-and-finish is top-notch. The material feels expensive while all the Connolly leather is very classy. HDC works great in RR’s application. The only drawback is can you really pass that price tag??

Overall rating: 4.5/5

2002 Land Rover Freelander S

Vehicle: 2002 Land Rover Freelander S with 5-speed Steptronic transmission. S model comes with base cloth seats instead of leather seats, 15″ instead of 16″ wheels and a few other minor features.

Performance: The sole powerplant for North America is based on Rover’s worthy K-Series engine series. The KV6 engine underneath the Freelander is a 2.5L V6 that bumps out 174 hp and 177 lb/ft of torque. The power delivery is smooth and linear. There are plenty of low-end torque. As you rev pass through the red line, it doesn’t feel breathless as some of its competitions. The throttle response is quick. Interestingly, it doesn’t have usual Land Rover throttle trait which feels rather weird as you full throttle. As many of you probably know, Land Rover’s weird throttle design is due to the fact that its designed for off-roading. Freelander is designed more toward the urban jungle instead of Freelander or Range Rover’s Camel Trophy challenge.
My pet peeve has to go to the BMW-supplied Steptronic tyranny, which Land Rover called it Command Shift. The shifts feel rather rough as I rev it before I upshift a gear, same goes for downshift. The gearchange response is not as responsive as what I expected from a tyranny originated from BMW. I have driven a 3 and 5-Series with Steptronic, both don’t have this issue.

Handling: Its probably the most “car-like” of all Land Rovers. The steering feels German which means its communicative with the solidty you expect from Land Rover. Considered Freelander’s center-of-gravity and suspension tuning, both body rolls and understeer are more than acceptable. Dynamically, it has a solid feel that lacks in some of its competitors. The Hill Descent Control works well when I tried a pretty steep downhill section during weather like today.

Brakes: It got an assurance feel that make you feel confidence during panic stops. Its ABS doesn’t kick in inappropriately on wet road. Overall pedal feel is excellent.

Interior: There are mix reviews regarding Freelander’s interior. The cloth seats are comfortable with nice support. Despite the space is slightly smaller than its competitors, the rear seat space feels spacious. Now here comes the pet peeves or “Land Rover quirks”. Although I never drink in my car, I found the cupholder location placed very far reach above center vents. The CD/stereo provides nice sound quality but the switches are just too tiny. The rotary climate control works effectively. Heated seats and rear defroster switches are all blocked by the tyranny. All the power window switches all placed near the 2 switches I mentioned which are very awkwardly placed considered they are frequently used items. The worse of all, the center console area feels plasticky and cheap with one single, hard black plastic.

Overall: If you are looking for a mini-SUV that provides a decent on/off-road capability with European solidty, Freelander is for you. It handles relatively well. Too some extent, it handles better than 2 other mini off-roaders which are Xterra and Liberty “on road”. The V6 is silky smooth and very comfortable inside. Considered what Land Rover priced the Freelander, they should fix the cheap interior and rough transmission.

OVERALL VERDICTS FOR 2002 LAND ROVER FREELANDER S
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Performance: 3/5
Handling/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 2/5
Built quality/fit-and-finish: 3/5
Value-for-money: 2/5

Overall rating: 3/5