Land Rover Defender Six Wheels

Land Rover Defender Six Wheels

Land Rover Defender Six Wheels. Kahn Design to sell one of the cars Land Rover Defender six wheels known as the Flying Huntsman 6x6.

Land Rover Defender Six Wheels. Previous Kahn has been released Mercedes-Benz G63 six wheels. However, this car is no longer in production so they set out to give a touch of Kahn Design in the Defender with three axle.

Vehicle "Prototype Mission 1" is sold for US $ 311,400. This engine adopts the GM unit LS3 engine 6.200cc V8-powered 500 hp.  For the exterior, the car is wrapped in a satin paint volcanic rock, panoramic sunroof, ventilated exhaust, new bumper, hood extended, and dual stainless steel exhaust. Interior wrapped in red leather upholstery, with some red accents on some other side in the cabin.

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Land Rover Range Rover Velar Performance

Land Rover Range Rover Velar Performance

To the first really tricky question the Velar must answer, then: does a four-cylinder diesel engine have any place in a £64,000 Range Rover?

To be fair to Land Rover, this isn’t the first luxury SUV priced in excess of £50,000 to rely on such an engine – and, in the future, we can expect a growing proportion of luxury cars, whose antecedents probably had richer powerplants with more cylinders, to adopt similar ones.

But, here and now, does this engine do this car the kind of service needed to really distinguish the Velar?

Cue the awkward silence. In some ways, JLR’s higher-output Ingenium diesel just about earns its place in the car, but in others, it falls quite a long way short.

The 237bhp motor is certainly quieter and better isolated from the cabin in the Velar than it is in an F-Pace.

It’s still a four-cylinder diesel, mind, and is inherently less smooth and hushed than the six-cylinder diesel is. But, overall, it does a respectable job on refinement, being a little bit vocal when cold and when revving hard, but never really disturbing the car’s occupants.

Less respectable is the Velar’s outright performance level. Compared with what else your money might have bought, it’s actually downright poor.

After several sets of attempts using different drive modes and transmission settings, the car recorded a 9.3sec 0-60mph two-way average, which is fully 2.5sec shy of Land Rover’s claim for it – and an even greater distance behind what we saw from an Audi Q7 3.0 TDI. For a new car to miss one of its key performance claims by so much is very rare.

We’re prepared to accept that luxury SUV buyers may not be buying this particular Velar for its outright pace, of course, but they’re likely to notice the slightly sluggish, unresponsive impression that the car’s engine and transmission conjure whether they’re concentrating on it or not.

At step-off and when given a cue to kick down, the Velar’s powertrain, although smooth, tends to make you wait longer than you’d like before it winds into meaningful action. And although it revs fairly willingly for a four-pot oil-burner, it never chimes in with the really forceful slug of torque that you might want for assured overtaking, towing or light off-roading, either.

On fuel economy, the Velar D240 gives a more competitive account of itself.

On our touring economy test, it returned 48.2mpg, which, from a two-tonne SUV like this, is not to be sniffed at.

But you do need to be prepared to adopt a fairly sedate rate and style of progress to see that kind of return – and the Velar’s engine and gearbox certainly do sedate much better than they do brisk. Source by autocar.co.uk

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Land Rover Range Rover Evoque Review

Land Rover Range Rover Evoque Review
From £29,020

The formula for the Range Rover Evoque seems so obvious now: make a car that has all the desirability of a Range Rover, with a beautiful interior and the styling turned up to 11, yet at a more affordable price.

It wasn’t so clear-cut at the start, given that the concept version that preceded the Evoque was called Land Rover LRX. But when it arrived it all made sense.

The Evoque – offered as a five-door, a striking three-door whose looks befit its coupé tag or as a convertible – is an SUV right at the premium end of the compact 4x4 market.

It is powered by turbocharged four-cylinder engines and, at the bottom of the range, runs with a price of just over £30k. The meat of the range is closer to £40k while the convertibles start nearer the £50k mark.

Front drive is available. So, too, are manual gearboxes, a petrol engine and a host of trim, styling and refinement features aching to take the price of a Range Rover Evoque towards £50k.

To find out if it is worth that – or any – kind of money is our purpose. Source by autocar.co.uk

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Land Rover Range Rover Evoque Design & Styling

Land Rover Range Rover Evoque Design & Styling

A car’s styling often merits no more than a few cursory mentions in our road test, but the Range Rover Evoque demands an exception.

Supercars aside, only Citroën’s DS3 and some retro hatches draw so heavily on their design as a selling point.

The Evoque was born out of a desire to make Land Rover appeal to a more youthful audience. After a number of design studies were created, they were finally honed into the LRX concept car, which saw daylight at the 2008 Detroit motor show.

Even then, its future was uncertain; part or all of it could have become a premium Land Rover, or it could have been left as a show car. In the end, the whole design was adopted and given the Range Rover moniker.

The Evoque is, as much as possible, the LRX in production form. Land Rover is coy about having the two cars – concept and reality – photographed together, lest the production version look limp by comparison.

Little chance of that, we’d have thought. To our eyes, the Evoque is a brilliantly successful interpretation of how relevant, approachable and striking a contemporary 4x4 can look.

Have you ever seen an SUV with slimmer side and rear windows and a wedgier waistline? Nor have we. Source by autocar.co.uk

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Land Rover Range Rover Evoque Interior

Land Rover Range Rover Evoque Interior

The Evoque brings new dynamism and sparkle to the Range Rover marque inside. The dials add new bling to the dashboard, and the centre console – throughout Land Rover history as upright as the car’s nose – rakes steeply down towards the transmission tunnel.

There rests the rotary gearlever dial, born in a Jaguar but fast becoming a feature of all automatic JLR cars, and surrounded by more neatly designed, smaller switchgear than in previous Range Rovers.

Land Rover has trodden a careful path with the Evoque’s cabin. It would have been easy to over-glamorise it. Instead, it just errs towards the classy, without being overly bejewelled (except perhaps in the dials department). Perceived quality is broadly very commendable. You will find no better plastics, leathers or textures at this price.

Those surfaces extend to leather seats, whose shape looks more appealing than it feels to sit in during spirited driving, where several of our testers felt them too flat.

They’re a compromise somewhere between the upright ‘command’ driving position of which Land Rover is proud (and which this car’s short length dictates if decent rear legroom is to be maintained), and the conventional low-car driving position most Evoque buyers will be more familiar with.

A widely adjustable steering wheel means most will be able to find a comfortable driving position, but it took some of our testers a touch longer than usual to do so.

The rear cabin is respectable for adults, but the three-door variant (which costs more than the five-door) does put headroom at a much greater premium. With a high floor, a low roof and a stubby rear overhang, you’d expect the boot to be small, but it’s respectable, at 550 litres.

However, it dispenses, unforgivably for an SUV, with a spare wheel. Throw the rear seats forward and you create 1350 litres of volume. Meanwhile, Land Rover has, perhaps more astutely, taken care to ensure the Evoque can take a set of golf clubs “without long clubs having to be removed from the bag”.

The trim levels consist of five trims for the coupé and five-door Evoques and two for the convertible. The entry-level SE trim adorns the Evoque with automatic wipers and lights, paring sensors, 18in alloy wheels, leather upholstery and electrically adjustable front seats as standard, while the SE Tech models gain adaptive xenon headlights, front foglights, a heated front windscreen, and JLR's InControl infotainment system complete with sat nav.

Upgrade to the mid-range HSE Dynamic and you'll find a bodykit, 20in alloy wheels, and JLR's InControl Touch Pro infotainment system complete with a 10.0in touchscreen display and a 380W Meridian sound system, while the HSE Dynamic Lux adds luxuries such as keyless entry, 360-degree camera, a panoramic roof, a powered tailgate, lane assist, autonomous emergency braking, traffic sign recognition and an 825W, 16-speaker Meridian sound system.

The range-topping Autobiography models come with adaptive LED headlights, thick carpet and Oxford leather upholstery, ventilated front seats, heated rear seats and JLR's InControl Connect Pro pack. Completing the standard Evoque range is a limited edition Ember model which includes all the equipment found on the HSE Dynamic Lux model plus a snazzy black body and red roof paint job.

The convertible models are available in HSE Dynamic and HSE Dynamic Lux trims, which mirror their coupé and five-door siblings on the equipment front plus an all-terrain control mode and protection against rolling over on the former, while the latter adds a 660W Meridian sound system plus a wind deflector to the package. Source by autocar.co.uk

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Land Rover Range Rover Evoque Performance

Land Rover Range Rover Evoque Performance

Beneath the revolutionary skin, the Range Rover Evoque is a rather more evolutionary tale. Because it rolls down the same Merseyside production line as the Freelander, the two cars’ architectures are inextricably linked.

The Evoque’s engineering is its own, true, but without the Freelander links, which extend to about 30 percent of the architecture, there’d be no Evoque.

The Range Rover is up to 100kg lighter than the Freelander, though, partly because it is much shorter (at 4355mm it’s shorter than a Volkswagen Golf) and partly because of more extensive use of aluminium, both in its body panels and suspension, and plastics in the body.

That’s part of a drive for greater efficiency, as is the Range Rover Evoque’s electric power steering system, which is fixed to the front subframe, rather than the body, to improve steering feel.

The 2.2-litre diesel used in the Freelander, and in a raft of Ford, Peugeot and Citroën models, has been laid to rest with Land Rover populating the range with two versions of its Ingenium 2.0-litre oilburner - the an eco-friendly and efficient eD4 (available in only driving the front wheels, or 2.0-litre TD4 unit which produces 178bhp. Thumb the starter to fire the diesel and chances are that you’ll be pleasantly surprised by the relative absence of clatter at idle. For initial refinement, it feels to us on a par with this engine’s application in Jaguar’s XF or, in fact, anywhere else that derivatives of this unit have been used to date.

To haul 1815kg, as tested, the Evoque’s 178bhp is on the modest side. At our test track, that power and 317lb ft of torque propelled the Evoque to 60mph in 9.5sec and dispatched 30-70mph in 9.5sec. The claimed maximum is 124mph. These are not poor figures and people do not usually come to SUVs expecting to find they go fast. Most Evoque buyers, however, will not have come to an SUV before and might be a mite surprised by how moderately their monetary outlay performs compared with the estate or coupé they had before it.

The Evoque features Land Rover’s Terrain Response system, which affects not only how the hardware and stability software reacts to different road surfaces, but also how much accelerator movement you need to make progress. Left in either ‘no program selected’ or Dynamic, both intended for road driving, the response is clean and smooth. There’s a little creep from rest, step-off is clean and the six-speed auto feels like it begins to lock up early to give positive shifts.

Smooth progress is easy to make, with the ’box shifting mostly intelligently. It returns its best economy in its Drive programme, so sometimes it is a little flustered if you ask for slightly more power than it was expecting, making for a reluctant downchange. Select Sport and things improve, but if, say, you’re cruising between roundabouts but want a kick in the back on the way out, neither is quite the ideal compromise.

There are shift paddles on the steering wheel if you want to make the decision yourself – something we found ourselves doing a touch more often than we’d expected.

A 148bhp eD4 variant is available just as a two-wheel drive model. Thanks in part to the 75kg weight saving from the deletion of the four-wheel drive gubbins, the two-wheel drive Evoque will emit as little as 109g/km and return as much as 67.3mpg.

The other available engine is a 237bhp 2.0-litre turbo petrol, mated to 4WD and an automatic gearbox only. This engine dramatically alters the Evoque's character, playing to the strengths of taut, agile handling overlaid on proper off-road ability. It takes just a few hundred yards to sense this fastest Evoque's eager pace and the crisp revvability of its engine.

The convertible models are only available as automatics powered by the range-topping diesel or petrol engines. Source by autocar.co.uk

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Land Rover Discovery Sport Review

Land Rover Discovery Sport Review
From £28,940

Think of the Land Rover Discovery Sport as the new Freelander. Of a fashion. Because although it replaces the Freelander, it represents something rather more than that, too.

It’s an extension of the Discovery model line – or Discovery family, as Land Rover would have you believe it – intended to represent those who want a ‘Leisure’ Land Rover. For the record, a Range Rover is for those who seek ‘Luxury’ (naturally), while the next Defender is set to provide the ‘Dual-Purpose’ of extreme off-road capability plus more habitability than it currently offers.

‘Leisure’, then, means the ethos of the Freelander’s replacement has changed a little. It’s a more spacious vehicle than before, to the extent that two chairs in the boot floor make it a seven-seater, albeit a compact one.

With that comes a higher price. At the moment, the range starts at more than £31,000. The 2.2-litre diesel engine offered at launch has been replaced by a smaller capacity turbocharged 2.0-litre Ingenium engine. Buyers can opt for the 148bhp version which is only available with a six-speed manual or choose the 177bhp unit available with Land Rover's nine-speed automatic. There is even talk of a hotter Disco Sport on the agenda to complete the range.

Then, of course, there’s a choice of trim level. The £31,095 entry point is an SE manual, before moving through SE Tech and HSE trim levels and topping out at the HSE Dynamic Lux priced at a gulpsome £46,510 when equipped with the optional nine-speed automatic gearbox.

That’s a far cry from the sub-£20k three-door convertible Freelander that funked its way onto the market in 1997, accompanied by a more sensible five-door wagon. Sensible won over again when it came to the five-door-only second-generation Freelander in 2006.

Another generation where practicality overrides other factors brings us this seven-seat Discovery Sport today. Already we have compared it against the BMW X3, Hyundai Santa Fe and the Volvo XC60, and the new entrant to this market - the Mercedes-Benz GLC - and truimphed twice, so let's see how it gets on under Autocar's scrutiny. Source by autocar.co.uk


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Land Rover Discovery Sport Design & Styling

Land Rover Discovery Sport Design & Styling

When you learn that the new Discovery Sport will be built alongside the Range Rover Evoque at Land Rover’s Halewood plant on Merseyside, it would be easy to assume that the two share the same platform.

However, that’s only half of the truth. Although the two are largely the same at the front, the Discovery Sport is all new from the B-pillars back. This is eminently sensible. The major crash structure and most complex mechanicals of a modern car sit between the axle line and the A-pillars.

Making changes to those areas costs lots of time and even more money. So the subframe, with a magnesium crossmember and other components, is largely the same around the front, although, unlike the Evoque, the Discovery Sport has a pedestrian airbag in its nose.

Aft of the B-pillars, however, the Discovery Sport has a new structure that leaves it 80mm longer than the Evoque, all of which comes from within the wheelbase. The changes include a new multi-link rear suspension system that has only minimal intrusion into the passenger and luggage compartment, enabling the fitment of those +2 rear chairs.

JLR’s £500 million investment in its new engine plant in Wolverhampton has rid it of its reliance on other people’s powerplants, which has seen the 2.2-litre, Ford-derived turbodiesel become a thing of the past and replaced by the smaller capacity Ingenium units.

The model tested here is badged as the SD4, it’s offered in 188bhp form, which it generates at 3500rpm, with a torque output of 310lb ft at 1750rpm. Regardless of whether you buy Disco Sport with an SD4 or TD4 engine, that’s enough, says Land Rover, to tow 2200kg – or 2500kg if you delete the +2 rear seats. That’s quite a lot more than the claimed kerb weight of 1863kg, which might alarm some towers, so it’s worth noting that this test car tipped our scales at a substantial 2081kg.

That portliness will affect the fuel consumption, as will the Discovery Sport’s hardware. This is, after all, a Land Rover, so it isn’t let out of the factory unless it will do things off road that its rivals simply can’t.

To that end, the Sport receives Land Rover’s Terrain Response control, although because this is a coil and not air-sprung Land Rover, there’s a limit to what it can adjust and its performance largely centres around tweaking of the electronic stability program.

But the Discovery Sport also has a full-time four-wheel drive system with a Haldex centre coupling and is electronically controlled so it can push power forward or aft as it pleases. The Sport is also expected to wade through 600mm of water and have class-leading approach, departure and breakover angles.

Whether it can combine all those with fine on-road dynamics is what we’re about to see. Source by autocar.co.uk

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Land Rover Discovery Sport Interior

Land Rover Discovery Sport Interior

The channel Land Rover has had to negotiate with the Sport’s cabin is a narrow one. A premium look and feel are vital if the model is to compete with upmarket offerings from BMW and Audi, yet it cannot be permitted to trample on the toes of the Evoque, which remains above it in the range pecking order.

Thus, the debonair sense of style you get in the Evoque is restrained here. This is plainly a more workaday effort. The chunky handsomeness – best expressed in the bold, straight lines and clearly labelled switchgear – owes much to the outgoing Freelander’s aesthetic, although the cliff face of dashboard is pure Evoque. The driving position, happily, is merely archetypal Land Rover, meaning somewhere between crow’s nest and comfy lounge chair.

A Range Rover customer would spot the bottom-line compromises made by the manufacturer when it picked out trim materials (evident even in our high-spec test car), but a good dealer will encourage you to swivel around and regard the Sport’s extra seats as the proper point of differentiation.

There are six trim levels to spec the Land Rover Discovery Sport out in. The entry-level SE trim comes with part-leather trim, climate and cruise control, heated front seats, Bluetooth, rear parking sensors and JLR's latest 8.0in colour touchscreen with DAB radio, all as standard. Mid-level SE Tech adds sat-nav, automatic lights and wipers, front parking sensors and the useful power tailgate.

Opt for the HSE level and expect such luxuries as keyless entry, a panoramic sunroof, rear view camera and a 380W Meridian sound system, while the HSE Black trim adds black exterior trim and 20in alloy wheels. In HSE Luxury trim, the Discovery Sport further gains full leather interior, heated and cooled seats, heated steering wheel, USB ports and a self-parking mode, meanwhile the range-topping HSE Dynamic Lux adds sporty details and trim.

The packaging sleight of hand is impressive – you really wouldn’t think there’s room, despite the 2741mm wheelbase – although its cons are obvious enough. With hardly anywhere for the second tier to go, a potentially shin-bruising clamber is required to reach the third row, making the two rearmost seats virtually adult-proof from the start.

Nevertheless, the individual pews, modestly raised from the boot floor, are proper little perches rather than mere hollows, and with the sacrifice of the some leg room for the passenger in front, there’s clearly enough room for fledgling legs.

As the +2 designation suggests, the arrangement is about short-haul capacity only. This is not a seven-seat family car in the conventional mould. Certainly, there isn’t much load space left once the third row is up. That doesn’t significantly detract from the usefulness of the system, though.

Much like the Sport’s ability to climb a mountain, you wouldn’t expect to use it every day, but it’s nice to know it’s there should you need it. Source by autocar.co.uk

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Land Rover Discovery Sport Performance

Land Rover Discovery Sport Performance

There is only two engine options on the Discovery Sport - both use the same 2.0-litre turbocharged four-cylinder diesel unit, producing two outputs - 148bhp and 177bhp.

However, our test car used Ford-derived 2.2-litre diesel and the Sport’s most noticeable connection to the past is unmistakably that engine, which currently shadows everything the car does with the clatter and gunsmoke odour of yesteryear. Denying the car the new four-cylinder Ingenium oil-burner from launch was clearly the model’s on-paper Achilles heel and, to a greater or lesser extent, that’s the way it plays out on the road.

However, although the direct-injected 2.2-litre motor is not a paragon of refinement or efficiency, its later-life development has at least ensured that it produces the unmistakable surge expected of a modern blower-equipped diesel.

On stream, its 310lb ft of torque is a plentiful amount, and it feels that way. For a car that tipped the scales on the wrong side of two tonnes when we weighed it, a sub-9.0sec 0-60mph time is very decent. So is the 9.0sec it takes to get from 30mph to 70mph, very slightly bettering the time we recorded for the much-admired 2.2-litre engine in the Mazda CX-5 a couple of years ago.

In fact, the soft underbelly of the package is at times evident less in the 20th century motor and more in the 21st century gearbox to which it has been shackled.

Rather inevitably, the nine-speed automatic transmission’s keenness to keep the engine spinning at its productive mid-range pitch means that you’re going to have to live with a lot of downshifting – particularly on the motorway, where the never-ending 47.5mph per 1000rpm final ratio cannot be trusted with even modest acceleration.

However, it’s the intermittent hesitancy experienced at fast getaways that tends to chafe. It’s not quite clear whether this is a function of the gearbox’s default to second – keeping an ultra-low first ratio chiefly for off-road duties – or the initial reluctance to lock up that we’ve sometimes encountered in other ZF-equipped Land Rovers, but the half second of driveline bemusement is infuriating when you’re trying to make a gap in the traffic.

Nevertheless, the nine-speeder’s otherwise swift function (it will block change rather than cycle sequentially) and inclination to shift are what make the automatic Sport significantly faster than the six-speed manual and keeping the fire stoked is an attitude that suits the car just fine.

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Land Rover Defender Startech Sixty8

Land Rover Defender Startech Sixty8

Land Rover Defender Startech Sixty8. Modifications German house show his skills to beautify Startech Land Rover Defender named Sixty8. Modifications were done to make this Defender no longer look stiff.

Land Rover Defender Startech Sixty8. This famous tuner does not change the design and shape of a standard body as a whole. But only to make some adjustments views, ranging from exterior to the cabin. This makes the car look more 'stylish' than the standard version.

Land Rover Defender Startech Sixty8. Kitchen runway, a turbo diesel engine capacity 2.200cc capable of spraying 122 Dk and 360 Nm of torque is embedded beneath the hood. The engine is combined with a 6-speed manual transmission and permanent four-wheel drive.

Land Rover Defender Startech Sixty8. Land Rover Defender Sixty8 will only present a limited run of 68 units. Defender will be priced 67 990 euros, or about Rp 1,013 billion for the five-passenger version and 69,900 euros for the seven-passenger version.

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Land Rover Discovery Sport

Land Rover Discovery Sport

Land Rover Discovery Sport. Land Rover offers two types of machines to consumers that diesel and gasoline. GAD prepare for diesel engine capacity of 2200 cc turbo engine-powered 190 hp with maximum torque of 420 Nm at 1750 rpm. As for the capacity of 2,000 cc turbocharged gasoline-powered 240 hp with a torque of 340 Nm at 1750 rpm. Both of these machines use the same transmission the 9-speed automatic.

Land Rover Discovery Sport. In addition there are several innovations that were first implemented by the principal on the car's compact premium SUV. One is the rear suspension uses a multi-link with a cast steel and lightweight aluminum. Claimed the use of these suspensions could make the cabin quieter as well as safe and comfortable on-road or off road.

Land Rover Discovery Sport. Indeed an SUV has a high ground clearance. GAD claims that Land Rover Discovery Sport is able to penetrate a puddle of water as high as 600 mm. Combined with a drive system owned Land Rover's Terrain Response on four wheels allows the driver to select settings according to road conditions encountered. There are five settings available namely general, grass / gravel / snow, mud and Ruts and sand.

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