Land Rover's moving in the right direction
Land Rover has been criticized in the past for poor reliability on some of its North American offerings. The outgoing Freelander model is a particularly sore point for the automaker. Labels like this can do significant damage that sometimes can't be recovered from. But, if you rate current models based solely on the reputation (good or bad) of past models, what is the point? That said, the only two things the LR2 inherits from its bygone predecessor are the sloping front end and its locker at the company gym.
Only time can create a track record, but after my week-long drive in the 2008 Land Rover LR2 SE ($47, 075 as tested) it's clear to me they've done their homework. Now openly sharing proven technologies with partners Ford and Volvo, the LR2 is helping restore the grandeur of the marque simply by being better than its predecessor.
Fact is, the new LR2 is a great step forward with improvements to all areas. It's now a really solid challenger in the hotly contested mid-size luxury SUV segment. The 3.2-litre straight-six engine, for instance, has been lifted from the Volvo S80 to the pleasant tune of 230 hp at 6,300 rpm and 234 lb.-ft. at 3,200 rpm. That equates to 60 more ponies than the Freelander and 57 more lb.-ft. of torque, giving the LR2 a more respectable towing capacity of 1,585 kg (just shy of 3,500 pounds). Combined with permanent intelligent four-wheel drive, electronic traction control and terrain response system and the LR2 can go almost anywhere other Land/Range Rovers can go.
I say almost because the LR2 does not have a low range setting or the trick adjustable airbag suspension that other (pricier) models do. As its name suggests, the terrain response system monitors various sensors for wheel slip, surface angle, G-forces and the like to control the differentials electronically, hold gears longer and manage the powerband more effectively, for example. It offers preset gearbox/ECU programs for various surface conditions like snow and ice, sand and muddy trails. Hill descent control is also included along with dynamic stability that can be switched off.
Unlike the LR3, there is no rock-crawling setting here. That said, LR2 is still quite capable on moderately difficult trails thanks to its 29- and 34-degree (fr/r) approach/departure angles, and 8.25/10.5 inches of clearance for the front and rear axles respectively. Steel and hard plastic undercladding protects vital components from bottom-out situations and the LR2 has the ability to ford into waters as deep as five feet. This could be handy if you mess up at the boat launch or want to go deeper into the woods. At TestFest, judges found its off-road capabilities to be in the top three (out of 11 entries) on the makeshift cottage trail with an average score of 8.3. The Jeep Grand Cherokee scored an 8.7 while Nissan's Pathfinder managed 8.4.
The LR2's trail prowess does come at a small cost. The transmission's low gear ratio that compensates for not having a dedicated low range setting does make the LR2 feel a bit sluggish when launching under normal conditions. Acceleration testing at TestFest revealed the LR2 does 0-100 km/h in 9.7 seconds, while it takes 8.3 seconds to go from 80-120 km/h. Though it runs smooth and does have a manual shift mode, this is the slowest amongst this year's 11 Canadian Car of the Year category entries; however, it came out on top in braking from 100-0 km/h, doing so in just 38.5 m (a full metre ahead of the Infiniti EX).
Aside from that, I found the LR2's on-road ride quality to be exceptional thanks to its chassis, which comes by way of Volvo's S40 and S80 platforms (Ford also uses it on some European Focus and Mondeo models), and wonderful suspension tuning. Long-travel springs and MacPherson struts with rubber, beefed-up control arms and anti-roll bars help the vehicle remain composed and stable in corners. It does a good job soaking up bumpy roads and cruises along smoothly on the highway where its fuel economy is 8.8 L/100 km (that figure jumps to 13.3 when city driving). All in all, the LR2 has much nimbler handling than its predecessor. Improved sound dampening has virtually eliminated engine, road and wind noise from the interior too.
Inside or outside, the design cues are thoroughly in line with the brand, especially inside where the quality and look is very similar to even the line-topping Range Rovers. The quiet, spacious cabin boasts an array of nice features including leather seating for five with six-way power driver's seat and four-way power front passenger seat, both heated, plus front and rear centre armrests. Occupants benefit from a panoramic dual-panel sunroof (though only the front section opens), privacy glass, dual-zone automatic climate controls, eight cup and bottle holders, as well as a nine-speaker Alpine AM/FM stereo with six-disc CD changer and auxiliary audio connection.
Besides a cool trip computer, the driver gets a heated windshield with rain-sensing wipers and heated jets, automatic headlights with power washers, plus front and rear fog lights to ensure optimal visibility in a wide variety of conditions. All this and more is standard. My tester had the optional lighting package installed that adds Bi-Xenon headlights, adaptive front lighting, approach/puddle lights and driver seat/mirrors memory functionality. Other standard safety features include an impressive seven-airbag SRS system, seatbelt pre-tensioners, roll stability control and emergency brake assist.
With improvements everywhere you look, the 2008 Land Rover LR2 offers a comfortable, upscale product with more technologies that are hard to find in an entry-level SUV at this price. An HSE trim is also available starting at $46,295 with some extra goodies you won't find on the SE model. Either way, the LR2 is an interesting proposition for buyers looking for that nice blend of on- and off-road performance, the latter of which is to be expected from Land Rover.
FACT FILE
2008 Land Rover LR2 SE
As tested, before tax: $47,075
Options: Lighting package ($1,200) includes Bi-Xenon headlights, adaptive front lighting, approach/puddle lights and memory driver seat/mirrors; personal telephone integration system ($600); premium sound system ($375).
Configuration: Front engine, all wheel drive
Engine/Transmission: 3.2L I6/6-spd automatic
Horsepower: 230 @ 6,300 rpm
Torque: 234 lb.-ft. @ 3,200 rpm
Fuel required: 70 litres, premium
EnerGuide fuel ratings (L/100 km): 13.3 city; 8.8 hwy
Warranties: Basic 4 years / 80,000 km; Corrosion 6 years / unlimited km; Roadside assistance 4 years / 80,000 km
Competition: Acura RDX, BMW X3, Buick Enclave, GMC Acadia, Hyundai Veracruz, Infiniti EX, Jeep Grand Cherokee, Mazda CX-9, Nissan Pathfinder, Saturn Vue, Subaru Tribeca, Toyota Highlander, Volvo XC70
Strengths: Great design, excellent off-road credentials, nice upscale feature-packed interior
Weaknesses: Slow throttle response, low gear ratio
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