2008 Land Rover LR2
Straggly branches of argan trees scrape the fenders and
brush across the windshield. A plaintive bleat echoes out as we round a curve,
slamming on the brakes just in time to miss a herd of well-fed goats.
A young boy runs up to our window, a cautious smile on his face, as he shows us
the bleating kid he cradles in his arms. Handing him some of the candies we'd
brought along, he steps back and shouts to the herd. They pause and listen, then
slowly wander off, some into the brush, others leaping, improbably, into the
trees to nibble the argan's fragrant leaves and tasty fruit.
As we creep forward, the hardscrabble road turns to well-worn path, then path to
rut, finally vanishing into a field of sharp stones and seemingly impassible
boulders. But we haven't come this far to turn back. If one is looking to test
out the capabilities of a vehicle claiming to deliver the ultimate in off-roadability,
it's hard to imagine a better place to go than the Barbary Coast of Morocco.
The North African kingdom is a nation in transition. Along our route we've
passed giant windmill farms and modern luxury condos. But much of the nation
remains in post-feudal times, farmers still churning the soil with roughly hewn
wooden plows. Outside cities like Marakesh, Casablanca , or Essaouira, the mule
remains the most common mode of transportation.
Freelander cum LR2
We, however, have the luxury of touring the countryside in the new LR2, the
much-needed replacement for Land Rover's dated Freelander. Nothing better
underscores the dramatic transformation of the British maker. For decades, new
products rolled out at a glacial pace. But in recent years, first under the
short-lived stewardship of BMW, and more recently as a subsidiary of Ford Motor
Co.'s Premier Automotive Group, Land Rover has rapidly expanded and upgraded its
line-up.
Considering the explosive expansion of the sport-utility segment, that has
certainly made sense - especially in the compact luxury segment, where the LR2
is squarely targeted. The old Freelander simply missed the mark. By the time it
reached the U.S. , in 2001, it had already been on the market several years in
other parts of the world. Its dated and indifferent design and economy-class
interior were only worsened by its ergonomic flaws.
The LR2, on the other hand, boasts a reasonably handsome exterior, though as
chief designer Earl Beckles emphasizes, "There's been very little that's been
styled, nothing that wasn't done for functionality."
With only the most minor complaints, we can praise the LR2's well-appointed and
ergonomically sound interior. Better yet, a variety of new features, such as the
Terrain Response system first featured in the bigger LR3, provide goat-like,
off-road maneuverability paired with surprising on-road comfort and handling.
Responding to terrain
As the goats wander off, we creep forward, dodging the largest of the rocks and
boulders. We switch the four-position Terrain Response system and immediately
feel the difference, the LR2 body rising up several inches, while the throttle
"mapping" switches to a more responsive mode. Each of the four settings
optimizes various electro-mechanical controls, including the air suspension,
differential, brakes, and even throttle response and shifts.
As we approach the seemingly endless beachfront, we switch to yet another
Terrain Response setting, this one designed to handle deep sand and snow.
Tapping the multi-function video/navigation screen, we watch an off-road display
that shows the electronic center and rear differentials rapidly locking and
unlocking, ensuring maximum grip. Getting a running start, we charge a steep
dune. As we crest, the LR2's traction control-based Hill Descent Control kicks
in, gently guiding us down at a safe and steady speed.
After several miles imagining ourselves part of the legendary World War II Rat
Patrol, our path leads us back through another boulder field, onto hardscrabble
and eventually to one of the macadam roads leading to the ancient market town of
Essaouira, a several-hour drive from the better-known Casablanca.
Where the old Freelander had marginally passable on-road manners, Land Rover's
latest is surprisingly comfortable, if a slight bit noisy. The most noticeable
intrusion came from the vicinity of the sunroof, though to be fair, there was a
jury-rigged antenna added on for the trip that likely contributed to the rush of
wind.
Despite its size and bulk, the new SUV handled nimbly, even in sharp turns, the
steering system providing a more sedan-like sense of road feel. But for the most
aggressive driving, there was little tossing for even the most sensitive
back-seat passengers. Compared to the likes of the BMW X3 or larger Jeep Grand
Cherokee, the new Land Rover is distinctly more adept, both on and off-road.
It helps, of course, that the LR2 is a unibody design,
rather than the traditional, truck-like, body-on-frame layout. That's right.
Though Land Rover may prefer to project an image of being the ultimate,
traditional SUV brand, its new offering shares platforms with the likes of
Volvo's S40 and the latest-generation, European Ford Focus - albeit
significantly toughened. And forget those claims that you must have a beam axle
to maximize ground clearance. The LR2's independent front and rear is a key to
its performance, whether on sand and rocks - where there's a maximum 8.3 inches
of clearance - or on paved roads.
The new platform is wider, while adding 5.9 inches of wheelbase compared to the
old Freelander, much of that available in the form of added passenger and cargo
space. The cabin itself is a decided improvement as well, well appointed with
wood and aluminum touches that reflect its luxury aspirations. The layout of the
instrument panel has been moved forward and down a wee bit, enhancing both
visibility and the sense of spaciousness.
If we had one complaint about the cockpit it's the notable lack of usable
storage space. There should be a fair bit more to handle everything from maps to
purses to cellphones.
Seating, meanwhile, is extremely comfortable and very supportive. If rocks could
be monetized, Morocco would be a very wealthy country. Spend a couple hours
kicking around in one of the boulder fields and you'll be grateful for the LR2's
well-padded seats and the firm bolstering that minimizes body and head toss.
Strong six
One of the most tactile and obvious benefits of the Terrain Response system is
the way it re-maps the electronic throttle, giving you exactly the right amount
of power with the tap of your toes. Of course, it helps that the new LR2 has
added a lot more power.
The ute's 3.2-liter, twin-cam, 24-valve, inline-six makes 230-horsepower - up
from the Freelander's barely-acceptable 174-hp - and 234 pound-feet of torque.
The six is a sophisticated package, with variable valve timing and a multistage
intake system. On the highway, it'll launch from 0-60 in a respectable 8.4
seconds, making a top speed of 124 mph - something we admittedly didn't try to
test out on Moroccan roads.
For the U.S. , a six-speed automatic is the only transmission. It offers a
manual shifting mode but, unfortunately, no paddle shifters, a feature we've
come to increasingly appreciate.
The LR2 delivers an impressive list of standard performance and safety features,
including the new Roll Stability Control, which is designed to limit the
likelihood of "tripping" the ute, especially at high speeds on-road. Along with
the other performance and chassis control systems we've already mentioned,
there's Electronic Brake Assist, Electronic Brake Force distribution, and seven
separate airbags, including curtains for front and rear occupants.
There are plenty of creature comforts, including satellite radio and a
14-speaker Dolby Pro Logic II 7.1 sound system. It can handle MP3 audio and
there's an optional iPod integration system that lets you make selections
through the radio controls. Bluetooth is available. But we were surprised that
there's no back-up camera - yet. It is reportedly under development.
Oh, and kudos to Land Rover for an intelligently designed ignition. As we've
noted in other reviews, we worry about Start/Stop systems that let you keep your
key in your pocket - or let a valet forget to give the key back. With the LR2,
you must slip the key into a dedicated slot before hitting the Start button.
That's the sort of thinking that has gone into the entire vehicle, and it's why
we can give an all but wholehearted recommendation to the new Land Rover LR2.
Let's face it: not many buyers will ever face the demands of off-roading in
Morocco - or the Mojave or the Rubicon Trail, for that matter - but even if it's
just gravel and snow and busy highways, this new SUV is stylish, safe, and
well-equipped.
Quality has admittedly been a concern with Land Rovers past. We'll wait to see
how well the British maker puts the new LR2 together. The included roadside
assistance and free maintenance is certainly meant to ease concerns. Overall,
based on what we see, the LR2 should be placed high on your SUV shopping list.
2008 Land Rover LR2
Base price: $35,000 to $39,000 est.
Engine: 3.2-liter in-line six, 230 hp/234 pound-feet
Transmission: Six-speed automatic, permanent all-wheel drive
Length by width x height: 177.2 x 75.2 x 68.5 in
Wheelbase: 105.0 inches
Curb weight: 3902 lb
Fuel economy: N/A
Safety equipment: Seven airbags, including curtain airbags for all occupants;
seatbelt pretensioners; anti-lock brakes; Traction Control, Stability Control,
Terrain Response System, Hill Descent Control; tire pressure monitoring system,
electronic brake distribution, emergency brake assist, rear Parking Assistance
system, Roll Stability Control
Major standard equipment: Keyless entry, engine immobilizer, dual-zone digital
climate control, power windows and doors, power mirrors, 14-speaker Dolby Pro
Logic II 7.1 sound system with MP3 audio, fog lamps, cruise control
Warranty: Four years/50,000 miles