It was completed in late April, 60 years since the first public presentation of one of the greatest icons of the automotive industry. The Land Rover Series 1, the first model of the British brand, was displayed at the Auto Salon in Amsterdam on April 30, 1948.
The vehicle is so typical that, even today, serves as a basis for the production of the current Defender. There are pieces, such as the fuel tank cap and the tapes fixing the hood of canvas (depending on the version), which are remnants of the Land Rover Series 1. . Moreover, the technology of the vehicle was quite improved over the years.
Today, the Land Rover is a mark of great renown which has a range of five different models and noted in 2007, its historical record in sales with 226 thousand vehicles sold. Since the first model came out of series 1 to Solihull assembly lines, all vehicles developed by Land Rover redefined the market for 4x4 vehicles. In 1970 was presented the Range Rover, the first off-road luxury of the world.
Currently, in addition to the Range Rover and Defender, the brand also has the line Discovery 3, Freelander 2 and Range Rover Sport. Later this year, were also submitted some futuristic visions of the mark, as the concept LRX hybrid, a cross-coupe, leaving predict that Land Rover will continue to grow with values and giving priority to the mechanical systems.
Pioneer in terms of innovation, is responsible for leading-edge technologies such as exclusive Terrain Response technology that with the simple turn of a button, the driver adjusting all the settings as the vehicle suspension, engine torque and traction, the conditions of pre floor -established, which maximizes the yield and provide more security in extreme conditions.
The spirit of adventure has also been present since the early days of the company. Since farmers, scientists, naturalists and sports fans by using the Land Rover models for breaking the most inhospitable regions of the world. Currently, the brand has also become synonymous with luxury and comfort and offers a lifestyle alternative
Friday, 31 October 2008
Celebrating An Evolution.
Celebrating an evolution Land Rover celebrates its 60th birthday this year. takes a look at the history that has created the brand we know today.
What began life as a product range within the then Rover company's stable, Land Rover is to this day still revered as Britain's number one manufacturer of utilitarian vehicles. Without a doubt, the date April 30 1948 holds sentimental memories for the company as it marks its first vehicle coming to fruition. While the
company's name also alluded to the model itself, it was later decided that the company's name should refer to its entire 4x4 vehicles rather than just one model instead. The said initial model was launched at the Amsterdam motorshow and to Rover's delight became somewhat of an instant hit. As a result the company embarked on a programme to export these vehicles to more than 70 countries. It was not until the following year, however, that the vehicles greeted the US market.
By 1959 and after about 11 years of production, the company rolled off its 250000th vehicle off the assembly line and in 1961 the company launched a larger diesel engine, which together with a model name change was known as the Series IIA.
Hardly a year into the new range's name, the company also brought to the market a 12-seater people mover station wagon, which cemented the company's efforts to broaden its horizons in the form of expanding its range of cars. By 1966 the company had already reached the half-a-million mark of vehicles built under its umbrella.
The year 1968 arguably brought the biggest changes to the company in general and the British vehicle market in particular with the amalgamation of two key players in British vehicle manufacturing circles.
Leyland, including Rover and Triumph, joined the British Motor Corporation (BMC), incorporating Austin,Morris and Jaguar, to become what was at the time known as British Leyland. In June 1970 the company introduced the Range Rover, which had a commendable on and off-road ability courtesy of long travel coil springs. The model remains the flagship of the line-up, although at the time it was solely available in a twodoor configuration. While the Range Rover's sales were doing fairly well, the company decided to expand its appeal and practicality by introducing a four-door version in 1981.
By the following year the Range Rover production figure had reached 100000, which spoke volumes of the model's uptake by the market. In 1983 the then MD of Land Rover, Tony Gilroy, devised a programme to begin production at the main Solihull plant, which was later followed by the launch of the One Ten. In 1994,the entire Rover Group was acquired by BMW and this saw the entire model range share components,
particularly the engines, with the German marque.
The marriage only lasted six years and in 2000 BMW sold Land Rover to Ford, which I might add did a rather sterling job keeping the brand relevant and in line with its off-road heritage. The model line-up improved with the years and included the legendary Defender, Freelander, Discovery and Range Rover. In 2002 production notched up 500000 units while 2003 saw the Freelander, which was launched in 1998,
receive a prominent mid-life facelift. 2004 saw the introduction of the Discovery3 to the market and displayed the design theme of future Land Rovers.
In the same year the company displayed at the Geneva Motorshow, the Range Stormer, which made it to production a year later as the Range Rover Sport we know of today. This past year saw the launch of the Freelander2, which displayed huge improvements over its predecessor. The year 2007 also saw a new range of V8 diesel engines being offered in the Range Rover range, which we are told feature the same technology as those used in the smaller V6 diesel engines. This has seen the vehicles return some rather credible consumption figures compared with their petrol cousins.
We recently took the Range Rover Sport TDV8 for spin and were impressed to see a figure of 8,6l/100km beamed on the instrument cluster. While those figures are more than impressive, it is without sacrificing on the vehicle's performance as it simply lifts up a clean pair of heels whenever driven in gusto. This also brings me to the Defender long wheelbase, which we also had an opportunity to sample recently and I must say that never have I driven something that feels this indestructible! Land Rover SA last week invited Motor News to celebrate its 60th anniversary and while the official date may have already elapsed, the company was quick to point out that it has intentions of celebrating this event over the full year.
Another reason, however, was that it has plans to bring the limited edition Defender 90 SVX, featuring,among others, a soft top roof, Recaro bucket seats, metallic finished grille, a silver tubular cage and a thumping subwoofer, among others, onto our shore to commemorate the event. Only 1800 of these rare models will be built of which one will be available on display, together with the LRX concept car seen here,
at this year's JIMS (Johannesburg Motorshow). This will also mark the first time Land Rover appears at the show under the auspices of its new owners, TATA. While the three-door latter has not been confirmed for production, a company spokesperson alluded to the fact that most concepts displayed by the company at motorshows have later gone into production.
Over and above all this, the company has strong links with nature conservation and as such is heavily involved in the protection of endangered species the like of the African Wild Dog, which in the greater scheme of things speaks volumes of Land Rover's commitment to nature preservation. And with that said,here's to another glorious 60 years of Land Rover.The Range Rover Sport is the underutilised favourite of the trendy well-off SUV set.
The LandRover Defender is still the stalwart of the range.
The LRX concept shows the way forward for the iconic brand.
By Lerato Matebese
What began life as a product range within the then Rover company's stable, Land Rover is to this day still revered as Britain's number one manufacturer of utilitarian vehicles. Without a doubt, the date April 30 1948 holds sentimental memories for the company as it marks its first vehicle coming to fruition. While the
company's name also alluded to the model itself, it was later decided that the company's name should refer to its entire 4x4 vehicles rather than just one model instead. The said initial model was launched at the Amsterdam motorshow and to Rover's delight became somewhat of an instant hit. As a result the company embarked on a programme to export these vehicles to more than 70 countries. It was not until the following year, however, that the vehicles greeted the US market.
By 1959 and after about 11 years of production, the company rolled off its 250000th vehicle off the assembly line and in 1961 the company launched a larger diesel engine, which together with a model name change was known as the Series IIA.
Hardly a year into the new range's name, the company also brought to the market a 12-seater people mover station wagon, which cemented the company's efforts to broaden its horizons in the form of expanding its range of cars. By 1966 the company had already reached the half-a-million mark of vehicles built under its umbrella.
The year 1968 arguably brought the biggest changes to the company in general and the British vehicle market in particular with the amalgamation of two key players in British vehicle manufacturing circles.
Leyland, including Rover and Triumph, joined the British Motor Corporation (BMC), incorporating Austin,Morris and Jaguar, to become what was at the time known as British Leyland. In June 1970 the company introduced the Range Rover, which had a commendable on and off-road ability courtesy of long travel coil springs. The model remains the flagship of the line-up, although at the time it was solely available in a twodoor configuration. While the Range Rover's sales were doing fairly well, the company decided to expand its appeal and practicality by introducing a four-door version in 1981.
By the following year the Range Rover production figure had reached 100000, which spoke volumes of the model's uptake by the market. In 1983 the then MD of Land Rover, Tony Gilroy, devised a programme to begin production at the main Solihull plant, which was later followed by the launch of the One Ten. In 1994,the entire Rover Group was acquired by BMW and this saw the entire model range share components,
particularly the engines, with the German marque.
The marriage only lasted six years and in 2000 BMW sold Land Rover to Ford, which I might add did a rather sterling job keeping the brand relevant and in line with its off-road heritage. The model line-up improved with the years and included the legendary Defender, Freelander, Discovery and Range Rover. In 2002 production notched up 500000 units while 2003 saw the Freelander, which was launched in 1998,
receive a prominent mid-life facelift. 2004 saw the introduction of the Discovery3 to the market and displayed the design theme of future Land Rovers.
In the same year the company displayed at the Geneva Motorshow, the Range Stormer, which made it to production a year later as the Range Rover Sport we know of today. This past year saw the launch of the Freelander2, which displayed huge improvements over its predecessor. The year 2007 also saw a new range of V8 diesel engines being offered in the Range Rover range, which we are told feature the same technology as those used in the smaller V6 diesel engines. This has seen the vehicles return some rather credible consumption figures compared with their petrol cousins.
We recently took the Range Rover Sport TDV8 for spin and were impressed to see a figure of 8,6l/100km beamed on the instrument cluster. While those figures are more than impressive, it is without sacrificing on the vehicle's performance as it simply lifts up a clean pair of heels whenever driven in gusto. This also brings me to the Defender long wheelbase, which we also had an opportunity to sample recently and I must say that never have I driven something that feels this indestructible! Land Rover SA last week invited Motor News to celebrate its 60th anniversary and while the official date may have already elapsed, the company was quick to point out that it has intentions of celebrating this event over the full year.
Another reason, however, was that it has plans to bring the limited edition Defender 90 SVX, featuring,among others, a soft top roof, Recaro bucket seats, metallic finished grille, a silver tubular cage and a thumping subwoofer, among others, onto our shore to commemorate the event. Only 1800 of these rare models will be built of which one will be available on display, together with the LRX concept car seen here,
at this year's JIMS (Johannesburg Motorshow). This will also mark the first time Land Rover appears at the show under the auspices of its new owners, TATA. While the three-door latter has not been confirmed for production, a company spokesperson alluded to the fact that most concepts displayed by the company at motorshows have later gone into production.
Over and above all this, the company has strong links with nature conservation and as such is heavily involved in the protection of endangered species the like of the African Wild Dog, which in the greater scheme of things speaks volumes of Land Rover's commitment to nature preservation. And with that said,here's to another glorious 60 years of Land Rover.The Range Rover Sport is the underutilised favourite of the trendy well-off SUV set.
The LandRover Defender is still the stalwart of the range.
The LRX concept shows the way forward for the iconic brand.
By Lerato Matebese
Thursday, 30 October 2008
Which Luxury SUV Under €20,000 Should You Buy?
While luxury SUVs might be out of reach for buyers on the new vehicle market, second-hand versions are accessible. Comfortable, spacious and fun to drive, these beasts provide the sort of rare versatility that escapes most other vehicles. France‘s Argus de l‘Automobile evaluated the BMW X5, Jeep Grand Cherokee, Land Rover Range Rover, Mercedes ML, Volkswagen Touareg, and Volvo XC90 to determine which vehicle is the best buy on the used market. The X5 was the magazine‘s top choice thanks to its nice handling, excellent performances and nice driving satisfaction, and its good finish. On the downside its cumbersome dimensions do not make for better habitability.
The Land Rover, meanwhile, placed third in the comparison. It stood out for its excellent habitability, nice finish, rich equipment offering, royal comfort and excellent off-road capabilities. On the downside the Range Rover‘s performances could be better and its maintenance costs are expensive, among other things.
The Land Rover, meanwhile, placed third in the comparison. It stood out for its excellent habitability, nice finish, rich equipment offering, royal comfort and excellent off-road capabilities. On the downside the Range Rover‘s performances could be better and its maintenance costs are expensive, among other things.
Wednesday, 29 October 2008
Used Car Review: Age Of Discovery
Land Rover's broken reputation should provide cheap off-road motoring - the mechanical gods willing,writes David Morley.Poor old Land Rover. When it comes to setting yourself up as the butt of unflattering jokes, the British brand is the master.
The biggest guffaws usually come when mention is made of Land Rover reliability (or, more specifically, the scarcity of it) and we've all heard the old favourites.
The real tragedy, though, is that there's no smoke without fire, and Land Rovers of old were prone to falling apart, exploding in a shower of sparks or simply failing to proceed in a variety of spectacular ways.
Most mechanics who deal in fixing these quirks have a wing of their house devoted to the Land Rover and its foibles.
It's this litany of mechanical mayhem that has caused one of the more recent Land Rovers, the Discovery, to be such a red-hot bargain right now.
Combine the mechanical maladies with the thirst of its petrol V8 engine, and it's suddenly difficult to even give a Discovery away.
The turbo-diesel versions are a different story, but an early to mid-1990s Discovery V8 petrol is a tough thing to unload these days.
The flip side is that if you're looking for an off-roader at a bargain price, you could do a lot worse. OK, maybe only a bit worse, but an elderly Discovery is likely to have had some, if not all, of its bugs ironed out by now and is actually darned capable off-road. Provided it keeps running.
And since the Federal Government is now kicking in with the cost of LPG conversions, that fuel -guzzling V8 engine isn't necessarily the bogeyman it once was. While the LPG tank will eat up some space, we have seen them mounted below the car just behind the rear axle. And if you make the conversion a dual -fuel one, you've just doubled the Discovery's range.
Early Discoveries were powered by a 3.5-litre engine (it grew to 3.9litres in 1994) that used old-fashioned pushrods for simplicity.
But don't be fooled by the V8 layout, because the Discovery is hardly a powerful or fast vehicle.
What power it did produce was ably soaked up by the weight of the thing, its compromised aerodynamics and the extra drag of the four-wheel-drive system.
Speaking of which, like its more prestigious big brother, the Range Rover, the Discovery had constant allwheel-drive.
That gave it good grip on slimy surfaces (at the expense of some fuel economy) and when low-range was needed for rock-hopping, the driver could select that from inside as well as lock the centre differential for even more off-road smarts.
And that's really the Discovery's long suit because off-road it's pretty hard to stop, the mechanical gods willing.
Most Australian-delivered Discoveries were fitted with a four-speed automatic transmission that makes life easier in the city but makes the performance even more leisurely.
That said, the five-speed manual is much harder to find second-hand and makes an already big, tall vehicle feel even more imposing.
The Discovery's reputation for going bang, meanwhile, is the result of years of hard-earned ownership experience.
The engine is tough and long-lived, but eventually it will suffer from blown head gaskets and fairly terminal ills such as stretched timing chains. And if that happens, you might just find that the cost of repairs is way beyond the value of the whole vehicle.
The interior was also made of fly-apart plastic. Any early Discoveries still around will almost certainly sport very second-hand interior trim.
The electrics are also a problem. Many owners have reported serious electrical gremlins.
It's not unknown for Discoveries to jump out of low-range into neutral at crucial times off-road, too.
Assuming you've found a Discovery that looks clean and well maintained, the best advice is to give it a thorough, independent inspection and then haggle like crazy to get it as cheaply as possible. Even then, you'd want to have a serious off-road use in mind, but at these prices, getting away into the bush for the weekend has rarely been cheaper.
Which is great, provided you can stomach the uncertainty over whether you'll actually make it back.
The biggest guffaws usually come when mention is made of Land Rover reliability (or, more specifically, the scarcity of it) and we've all heard the old favourites.
The real tragedy, though, is that there's no smoke without fire, and Land Rovers of old were prone to falling apart, exploding in a shower of sparks or simply failing to proceed in a variety of spectacular ways.
Most mechanics who deal in fixing these quirks have a wing of their house devoted to the Land Rover and its foibles.
It's this litany of mechanical mayhem that has caused one of the more recent Land Rovers, the Discovery, to be such a red-hot bargain right now.
Combine the mechanical maladies with the thirst of its petrol V8 engine, and it's suddenly difficult to even give a Discovery away.
The turbo-diesel versions are a different story, but an early to mid-1990s Discovery V8 petrol is a tough thing to unload these days.
The flip side is that if you're looking for an off-roader at a bargain price, you could do a lot worse. OK, maybe only a bit worse, but an elderly Discovery is likely to have had some, if not all, of its bugs ironed out by now and is actually darned capable off-road. Provided it keeps running.
And since the Federal Government is now kicking in with the cost of LPG conversions, that fuel -guzzling V8 engine isn't necessarily the bogeyman it once was. While the LPG tank will eat up some space, we have seen them mounted below the car just behind the rear axle. And if you make the conversion a dual -fuel one, you've just doubled the Discovery's range.
Early Discoveries were powered by a 3.5-litre engine (it grew to 3.9litres in 1994) that used old-fashioned pushrods for simplicity.
But don't be fooled by the V8 layout, because the Discovery is hardly a powerful or fast vehicle.
What power it did produce was ably soaked up by the weight of the thing, its compromised aerodynamics and the extra drag of the four-wheel-drive system.
Speaking of which, like its more prestigious big brother, the Range Rover, the Discovery had constant allwheel-drive.
That gave it good grip on slimy surfaces (at the expense of some fuel economy) and when low-range was needed for rock-hopping, the driver could select that from inside as well as lock the centre differential for even more off-road smarts.
And that's really the Discovery's long suit because off-road it's pretty hard to stop, the mechanical gods willing.
Most Australian-delivered Discoveries were fitted with a four-speed automatic transmission that makes life easier in the city but makes the performance even more leisurely.
That said, the five-speed manual is much harder to find second-hand and makes an already big, tall vehicle feel even more imposing.
The Discovery's reputation for going bang, meanwhile, is the result of years of hard-earned ownership experience.
The engine is tough and long-lived, but eventually it will suffer from blown head gaskets and fairly terminal ills such as stretched timing chains. And if that happens, you might just find that the cost of repairs is way beyond the value of the whole vehicle.
The interior was also made of fly-apart plastic. Any early Discoveries still around will almost certainly sport very second-hand interior trim.
The electrics are also a problem. Many owners have reported serious electrical gremlins.
It's not unknown for Discoveries to jump out of low-range into neutral at crucial times off-road, too.
Assuming you've found a Discovery that looks clean and well maintained, the best advice is to give it a thorough, independent inspection and then haggle like crazy to get it as cheaply as possible. Even then, you'd want to have a serious off-road use in mind, but at these prices, getting away into the bush for the weekend has rarely been cheaper.
Which is great, provided you can stomach the uncertainty over whether you'll actually make it back.
Tuesday, 28 October 2008
Electric Cars To Get £100m Aid
Britain's hard-pressed car industry yesterday welcomed a £100m pledge from the government to help develop electric and other ultra-low emission cars.
Geoff Hoon, transport secretary, outlined measures to fund the roll-out of plug-in vehicles and announced a shortlist of 10 companies that will compete to supply low-carbon vans to local councils and government bodies. The government will fund up to 100 electric vehicles to test how they operate in real-life driving conditions.
Mr Hoon also announced £20m for research and development in technology to make electric and other green cars more affordable. The high purchase price of electric cars - a function of their batteries - and the problem of recharging mean they are unlikely to find mass acceptance without an initial boost from government.
Global carmaking groups including Renault/Nissan, Daimler, General Motors and Mitsubishi plan to introduce plug-in electric or hybrid passenger cars from 2010-11. Daimler's Smart brand and Toyota are road-testing prototype plug-in models in London.
Mr Hoon said the government had "committed to removing the barriers that could slow a changeover to greener motoring".
Ford Motor, Mercedes-Benz, Citroen and Land Rover are among the companies that will compete to supply vans to public-sector bodies, such as the Royal Mail, and city councils including Glasgow, Leeds and Liverpool.
The Society of Motor Manufacturers and Traders, the industry lobby group, yesterday welcomed the initiatives as "a significant step in supporting [carmakers'] investment in cleaner technology". However, it urged the government "not to promote one specific technology as the answer", noting the dramatic cuts in emissions achieved in new diesel cars.
In Britain, some car companies still think government could move faster to promote electric vehicles, citing more generous incentives in other EU countries such as Switzerland and France.
Source FT :John Reed
Geoff Hoon, transport secretary, outlined measures to fund the roll-out of plug-in vehicles and announced a shortlist of 10 companies that will compete to supply low-carbon vans to local councils and government bodies. The government will fund up to 100 electric vehicles to test how they operate in real-life driving conditions.
Mr Hoon also announced £20m for research and development in technology to make electric and other green cars more affordable. The high purchase price of electric cars - a function of their batteries - and the problem of recharging mean they are unlikely to find mass acceptance without an initial boost from government.
Global carmaking groups including Renault/Nissan, Daimler, General Motors and Mitsubishi plan to introduce plug-in electric or hybrid passenger cars from 2010-11. Daimler's Smart brand and Toyota are road-testing prototype plug-in models in London.
Mr Hoon said the government had "committed to removing the barriers that could slow a changeover to greener motoring".
Ford Motor, Mercedes-Benz, Citroen and Land Rover are among the companies that will compete to supply vans to public-sector bodies, such as the Royal Mail, and city councils including Glasgow, Leeds and Liverpool.
The Society of Motor Manufacturers and Traders, the industry lobby group, yesterday welcomed the initiatives as "a significant step in supporting [carmakers'] investment in cleaner technology". However, it urged the government "not to promote one specific technology as the answer", noting the dramatic cuts in emissions achieved in new diesel cars.
In Britain, some car companies still think government could move faster to promote electric vehicles, citing more generous incentives in other EU countries such as Switzerland and France.
Source FT :John Reed
Freelander TD4_e: The Most Ecological Land Rover
All-terrain vehicles clearly need to reduce their emissions. Land Rover just added the first
product from its e_Terrain Technologies program to the Freelander 2 TD4: the Start / Stop system. With this device, the Freelander‘s CO2 emissions decrease by 8% on average, although savings reaches 20% in city traffic. Its fuel consumption average also improves from 7.5 liters to 6.8 liters per 100km. This Freelander has earned bragging rights as the most efficient Land Rover in history.
Source: Top Auto
product from its e_Terrain Technologies program to the Freelander 2 TD4: the Start / Stop system. With this device, the Freelander‘s CO2 emissions decrease by 8% on average, although savings reaches 20% in city traffic. Its fuel consumption average also improves from 7.5 liters to 6.8 liters per 100km. This Freelander has earned bragging rights as the most efficient Land Rover in history.
Source: Top Auto
Friday, 24 October 2008
Land Rover Freelander 2 Vs. Rivals: Challengers
Spain‟s Car Magazine compared five SUVs: the Ford Kuga 2.0 TDCi, VW Tiguan 2.0 TDI, LandRover Freelander 2 Td4 2.2, Nissan Qashqai 2.0 dCi, and Renault Koleos 2.0 dCi.
For off-road driving, the fifth member of our group, the Freelander 2, is the best solution. We‟ll admit that it isn‟t a Discovery 3, but it moves like a fish in water when it ventures into the field.
With its next generation Terrain Response system –which lets it travel expertly over sand, rocks, mud and grass- and 2.2 TD4 156PS PSA-built engine, it displays agility and good manners in general. The Freelander 2 climbs uphill like few others and also goes downhill safely thanks to its HDC system. However, it is heavier and clumsier on the road, despite its independent suspension setup. Like the Koleos, Tiguan and Qashqai, it is available with an automatic transmission, which is a luxury no matter where you are driving.
The Freelander 2 is a provocative car. Well made, capable in the field and good enough on the highway, it oozes with the luxury and performance level of a BMW, but it is also expensive.
For off-road driving, the fifth member of our group, the Freelander 2, is the best solution. We‟ll admit that it isn‟t a Discovery 3, but it moves like a fish in water when it ventures into the field.
With its next generation Terrain Response system –which lets it travel expertly over sand, rocks, mud and grass- and 2.2 TD4 156PS PSA-built engine, it displays agility and good manners in general. The Freelander 2 climbs uphill like few others and also goes downhill safely thanks to its HDC system. However, it is heavier and clumsier on the road, despite its independent suspension setup. Like the Koleos, Tiguan and Qashqai, it is available with an automatic transmission, which is a luxury no matter where you are driving.
The Freelander 2 is a provocative car. Well made, capable in the field and good enough on the highway, it oozes with the luxury and performance level of a BMW, but it is also expensive.
Survival To The Power Of (G) Four
Mongolians do not smile when they greet you - to them it is a sign of weakness or at the very least, disrespect. Until recently most of the two million people who survive in the harsh and unforgiving landscape didn‟t have surnames either, but were known only by their first name and by the paths their yaks and goats cut across the plain.
To outsiders Mongolia can be a lesson in survival where for a million square kilometres you‟re unlikely to see a fence, a tarred road or any sign that the 20th century has come and gone.
Next year, the third Land Rover G4 Challenge will set out from the capital city of Ulaanbataar for an epic 4x4 adventure that will travel through the Gobi Desert and the Mongolian Steppes to snow-covered mountains and lush forests in the north.
Like the legendary Mongol emperor Genghis Khan, the 18 teams competing in the G4 will be looking to do more than survive here though - they will be looking to conquer.
The image of Land Rover drivers as tough, rugged and adventurous is thanks largely to the Camel Trophy that for twenty years pioneered epic 4x4ing adventures across the globe.
Tougher laws on cigarette advertising brought the Camel Trophy to an end in 2000 though, and without its yearly test of strength and endurance, Land Rover suffered a series of identity crises, going from the ultimate off-road vehicle to a favourite of brand-conscious yuppies.
In 2003 Land Rover hit the open road again with the G4 Challenge and a new look - the “sandglow” colour of the Camel Trophy was replaced by the Tangiers-orange of the G4, and true to the legacy of the Camel Trophy, combined thousands of kilometres of extreme terrain with adventure racing challenges such as mountain biking, kayaking, trail running, rock climbing and orienteering.
“We have been criticised in the past for not having enough 4x4 driving in the competition,” says Devlin Fogg, one of South Africa‟s Camel Trophy veterans and now a member of the G4 team who has spent more than a year doing reccies in Mongolia. “This year 85% of the driving is off-road and it‟s proper old-school driving - the kind of roads where you could spend an entire day winching.”
Although Land Rover intially envisioned the G4 crossing four countries in three weeks, the logistical nightmare of creating a world-class event in a country with virtually no infrastructure, meant that Land Rover had to go to plan B in Mongolia. “If you‟re going to go to Mongolia you can‟t do it in five days,” says Mark Collins, another of South Africa‟s most successful Camel Trophy competitors.
“Mongolia presents some of the most difficult and most diverse terrain in the world. From sand that can bury cars in the Gobi Desert to the Steppes that can give way to tar-like mud, an easy traverse can turn into a few kilometres of winching and cranking. It‟s unforgiving.” Collins is part of the Magnetic South events team, and for several months now has been putting South Africa‟s toughest athletes through tests of strength and endurance in the Karoo and more recently with a gruelling six-day crossing of Lesotho.
South African teams always featured prominently in the Camel Trophy, and after seven-time Duzi winner Martin Dreyer won the second G4 Challenge in 2006, Land Rover South Africa has gone all-out to ensure that they send the best team to Mongolia.
The 20 competitors who have just spent a week in Lesotho navigating dangerous mountain passes, swimming across ice-cold rivers and mountain biking at altitudes of over 3000m have already been narrowed down to two men and two women.
Having survived relentless physical challenges in Lesotho, the top four will be competing against each other in absolutely freezing conditions at Eastnor Castle in the UK in February before the final team of two is chosen to represent South Africa in Mongolia later next year.
Mongolia will not only be a test for the athletes, but a test for the cars as well, and this time around it is the Discovery 3 that will be under pressure to perform.
Even with the best equipment, things can and probably will go wrong in the unpredictable conditions in Mongolia where temperatures can drop from 15 degrees to minus 50 in a matter of hours.
The difference between the competitors who survive the lows and those that don‟t often has nothing to do with physical strength though.
“The defining quality of the G4 competitors is someone who can think on their feet and not buckle under pressure,” Martin Dreyer says.
Source:Daily news,by Laurette Lourens
To outsiders Mongolia can be a lesson in survival where for a million square kilometres you‟re unlikely to see a fence, a tarred road or any sign that the 20th century has come and gone.
Next year, the third Land Rover G4 Challenge will set out from the capital city of Ulaanbataar for an epic 4x4 adventure that will travel through the Gobi Desert and the Mongolian Steppes to snow-covered mountains and lush forests in the north.
Like the legendary Mongol emperor Genghis Khan, the 18 teams competing in the G4 will be looking to do more than survive here though - they will be looking to conquer.
The image of Land Rover drivers as tough, rugged and adventurous is thanks largely to the Camel Trophy that for twenty years pioneered epic 4x4ing adventures across the globe.
Tougher laws on cigarette advertising brought the Camel Trophy to an end in 2000 though, and without its yearly test of strength and endurance, Land Rover suffered a series of identity crises, going from the ultimate off-road vehicle to a favourite of brand-conscious yuppies.
In 2003 Land Rover hit the open road again with the G4 Challenge and a new look - the “sandglow” colour of the Camel Trophy was replaced by the Tangiers-orange of the G4, and true to the legacy of the Camel Trophy, combined thousands of kilometres of extreme terrain with adventure racing challenges such as mountain biking, kayaking, trail running, rock climbing and orienteering.
“We have been criticised in the past for not having enough 4x4 driving in the competition,” says Devlin Fogg, one of South Africa‟s Camel Trophy veterans and now a member of the G4 team who has spent more than a year doing reccies in Mongolia. “This year 85% of the driving is off-road and it‟s proper old-school driving - the kind of roads where you could spend an entire day winching.”
Although Land Rover intially envisioned the G4 crossing four countries in three weeks, the logistical nightmare of creating a world-class event in a country with virtually no infrastructure, meant that Land Rover had to go to plan B in Mongolia. “If you‟re going to go to Mongolia you can‟t do it in five days,” says Mark Collins, another of South Africa‟s most successful Camel Trophy competitors.
“Mongolia presents some of the most difficult and most diverse terrain in the world. From sand that can bury cars in the Gobi Desert to the Steppes that can give way to tar-like mud, an easy traverse can turn into a few kilometres of winching and cranking. It‟s unforgiving.” Collins is part of the Magnetic South events team, and for several months now has been putting South Africa‟s toughest athletes through tests of strength and endurance in the Karoo and more recently with a gruelling six-day crossing of Lesotho.
South African teams always featured prominently in the Camel Trophy, and after seven-time Duzi winner Martin Dreyer won the second G4 Challenge in 2006, Land Rover South Africa has gone all-out to ensure that they send the best team to Mongolia.
The 20 competitors who have just spent a week in Lesotho navigating dangerous mountain passes, swimming across ice-cold rivers and mountain biking at altitudes of over 3000m have already been narrowed down to two men and two women.
Having survived relentless physical challenges in Lesotho, the top four will be competing against each other in absolutely freezing conditions at Eastnor Castle in the UK in February before the final team of two is chosen to represent South Africa in Mongolia later next year.
Mongolia will not only be a test for the athletes, but a test for the cars as well, and this time around it is the Discovery 3 that will be under pressure to perform.
Even with the best equipment, things can and probably will go wrong in the unpredictable conditions in Mongolia where temperatures can drop from 15 degrees to minus 50 in a matter of hours.
The difference between the competitors who survive the lows and those that don‟t often has nothing to do with physical strength though.
“The defining quality of the G4 competitors is someone who can think on their feet and not buckle under pressure,” Martin Dreyer says.
“It‟s not always the strongest person in the field who makes it. You have to have a strategy and race your heart out.”
Source:Daily news,by Laurette Lourens
Thursday, 23 October 2008
Tata Boss Rules Out SUVs For Jaguar, Promises More
For years, SUVs were seen as a sure-fire way for carmakers to boost sales in the North American market but lately there has been a movement away from such vehicles to smaller and more fuel-efficient models.
Despite this, many carmakers still consider the SUV a crucial addition to their lineups, but the CEO of Jaguar‟s parent company, Tata Motors, has ruled out adding a luxury off-roader to the British carmaker‟s portfolio.
Tata boss Ratan Tata has revealed that Jaguar‟s future lineup will feature more sports cars and saloons but definitely no SUV, reports AutoTelegraaf. His reasoning is that a Jaguar SUV would steal sales from its sister company Land Rover, which solely produces off-road models.
Instead, Jaguar‟s immediate future will see the plans of former parent Ford carried out. These include the launch of the facelifted XK range next year, a new range topping XKR-R model, and the next-generation XJ saloon in late 2010.
Beyond that, Tata has revealed plans for a new lightweight sports car to rival the likes of the Porsche 911,and late last month registration details for several Jaguar trademarks revealed the names C-XE and XE,which suggest the new sports car will be called the XE and a concept version the C-XE.
Despite Tata‟s reluctance to develop a Jaguar SUV, a number of rival carmakers are keen to expand their respective lineups with bigger and more powerful off-road models. Alfa Romeo‟s boss Luca de Meo has pointed out on a number of occasions that the company needs an SUV model to be successful in the United States, and BMW is currently preparing two new performance M models based on its X5 and X6 SUVs.
Despite this, many carmakers still consider the SUV a crucial addition to their lineups, but the CEO of Jaguar‟s parent company, Tata Motors, has ruled out adding a luxury off-roader to the British carmaker‟s portfolio.
Tata boss Ratan Tata has revealed that Jaguar‟s future lineup will feature more sports cars and saloons but definitely no SUV, reports AutoTelegraaf. His reasoning is that a Jaguar SUV would steal sales from its sister company Land Rover, which solely produces off-road models.
Instead, Jaguar‟s immediate future will see the plans of former parent Ford carried out. These include the launch of the facelifted XK range next year, a new range topping XKR-R model, and the next-generation XJ saloon in late 2010.
Beyond that, Tata has revealed plans for a new lightweight sports car to rival the likes of the Porsche 911,and late last month registration details for several Jaguar trademarks revealed the names C-XE and XE,which suggest the new sports car will be called the XE and a concept version the C-XE.
Despite Tata‟s reluctance to develop a Jaguar SUV, a number of rival carmakers are keen to expand their respective lineups with bigger and more powerful off-road models. Alfa Romeo‟s boss Luca de Meo has pointed out on a number of occasions that the company needs an SUV model to be successful in the United States, and BMW is currently preparing two new performance M models based on its X5 and X6 SUVs.
Landrover Spy Shots: 2010 Jaguar XKR Facelift
Tata Motors CEO Ratan Tata revealed the future of luxury brand Jaguar lay with more sports cars and sedans, with no plans for any upscale SUVs. Considering Jaguar is now owned by the same parent company that also has to manage Land Rover, this comes as little surprise. While SUVs were considered a definitive way of boosting North American auto sales, recent changes to the world economic climate have carmakers on a path to smaller vehicles that are also more fuel-efficient. Ever-stringent emissions and fueleconomy
standards are also being constantly revised, which puts more pressure on the development of large vehicles.
Although Tata has declined to produce a Jaguar SUV, rival carmakers have been expanding their largevehicle lineups. Alfa Romeo is looking to introduce a crossover SUV model should the brand decide to reenter the United States market, with Alfa Romeo boss Luca de Meo stating that an SUV would be crucial for sales. German brand BMW is also preparing two new M models of its X5 and X6 SUVs.
Although Jaguar and Land Rover are both within the Tata camp, there has been some speculation that a Jaguar SUV would not fare too badly, considering Land Rover solely produces off-road models. But with no SUV plans, Jaguar is looking to launch new generations of its XK, XKR-R, and XJ ranges in the near future.
A new Jaguar lightweight sports car is also in the works to compete with the Porsche 911.
Source Motor AuthorityOnine by Vikenesh Vijayenthiran
standards are also being constantly revised, which puts more pressure on the development of large vehicles.
Although Tata has declined to produce a Jaguar SUV, rival carmakers have been expanding their largevehicle lineups. Alfa Romeo is looking to introduce a crossover SUV model should the brand decide to reenter the United States market, with Alfa Romeo boss Luca de Meo stating that an SUV would be crucial for sales. German brand BMW is also preparing two new M models of its X5 and X6 SUVs.
Although Jaguar and Land Rover are both within the Tata camp, there has been some speculation that a Jaguar SUV would not fare too badly, considering Land Rover solely produces off-road models. But with no SUV plans, Jaguar is looking to launch new generations of its XK, XKR-R, and XJ ranges in the near future.
A new Jaguar lightweight sports car is also in the works to compete with the Porsche 911.
Source Motor AuthorityOnine by Vikenesh Vijayenthiran
Wednesday, 22 October 2008
Great news about Land rover Discovery 3
It's our Diamond Anniversary and we're feeling generous.
About the new landrover discovery 3 , With a brand as distinctive and globally recognised as Land Rover, you don't mess with the formula. That's why the all-new Discovery is instantly recognisable as a 'Disco' from every conceivable angle. A neat trick, considering that there is absolutely nothing carried over from the old car. And while the new Discovery evokes the old, it is far from retro-styled. In fact, the Discovery is a clean, pure piece of design that should age just as well as its forebear, if not better.
The Disco's wheelbase has been stretched by a big 335mm, so there's loads more space inside. But with its shorter rear overhang, the overall length of the new car is up by just 130mm. And for the first time, the Discovery is a true seven-seater, with the third row capacious enough for adults to travel in reasonable comfort.
And those long familiar with the Discovery will be pleased to know that reliability has been at the very top of Land Rover's priority list for the new car. Historically, the Discovery has done very badly in customer satisfaction polls such as the JD Power survey. This Discovery hopes to turn that around.
There are two engines from the November 2004 launch, a remarkably refined 190bhp V6 turbodiesel, and a punchy Jaguar-derived 295bhp V8. Prices for the new Discovery start at £26,995 for the TDV6 five-seater and rise to £46,995 for the top-range V8 HSE 7-seater.
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