Land Rover Freelander 2 Reviews

THE accidental environmentalist has taken a bit of a fall, says Land Rover, as new SUV buyers start putting their families first. That, says Jaguar Land Rover Asia-Pacific managing director David Blackhall, plays right into his company’s hands.In launching the new baby Land Rover - the Freelander - today, Blackhall says it’s a greener world “but in the luxury SUV sector, we are scrambling for product’’.“We could have sold several hundred more Range Rovers last year,’’ he laments.All this augers well to a push to re-establish the forgotten Land Rover, the Freelander 2. The chiseled four-door wagon, built on a similar platform to the Volvo XC60, has been almost invisible on the Australian market.A lot of that is to do with the more noisier competitors and the Freelander’s seemingly expensive price. It never really rated in terms of performance - though the Volvo-sourced 3.2-litre in-line petrol six is keen - with its diesels appearing too weak to satisfy power hungry, leisure-oriented buyers.This week, part of that changed. The good news is the expansion of the Freelander model line-up to seven from five, more powerful diesels and pricing from $44,990 (TD4).Not cheap though the Freelander range now falls into line with Volvo and BMW X3, with it not meeting the value-for-money offerings of the Koreans and some Japanese.The entry level $44,990 TD4 is a manual-gearbox 110kW diesel (the smaller of two oiler engines) with a high level of safety but with a simple exterior and some high-end convenience fittings missing from the cabin.However, better value is in the TD4 (110kW diesel) at $55,310 that gets heaps of cabin features, big alloy wheels, top-class leather and a six-speed sequential automatic transmission.The 140kW diesel is available in two trim levels but will cost $1500 for the extra 30kW (the two engines share 420Nm of torque) and - basically - isn’t worth it.Land Rover says its petrol versions are $49,990 for the XS and $55,310 for the SE. There’s also a heavyweight “premium luxury package” that takes the diesel’s price to a heady $72,740 and adds 19-inch alloys, sunroofs, better leather and a factory integrated sat-nav that - remarkably - isn’t as effective as the Garmin unit that is installed in lesser models by local importers.The Garmin also allows some Bluetooth connectivity - the only way to get the hands-free system to work in Freelander - because it’s not standard.The same shape that has been around for yonks continues. There is, however, some new features - grille, bumpers, headlights and tail lights - but it’s hard to spot the new model.In saying that, it’s an excellent design and escapes the general mid-size SUV trend of creating a bulbous - and heavy - body atop the platform.The Freelander looks lithe and purposeful and works exactly like that. There’s a lot of typical Land (and Range) Rover cues such as the bold dash switchgear, imposing door inserts that create an elbow-magnet ledge, bold door handles and chunky seats.It’s not a big cabin but will seat four adults in plenty of comfort. The boot is reasonable - through the hatch opening is a tad narrow - and there’s a full-size spare wheel under the cargo floor.This was subjected to a day on and off the road and is considered a brief test. However, the glimpse showed the Freelander to be a very good thing.The trick for potential buyers who enjoy driving is to keep it simple. I drove the diesel range and was more impressed with the TD (base) model with the less-powerful 110kW engine and the automatic box than the $65,854 SD4 HSE.The cheaper model was more nimble, shared the HSE’s constant 4WD but felt lighter through the corners and so felt more confident, was very comfortable and - at cruising - very quiet and always responsive.It was, however, noisy at idle. I also rate the steering highly and wile this is not the ideal vehicle to hurry through the Southern Highlands in NSW, it was actually enjoyable.It also handled the rough fire trails that wound through the hills and the relatively low 210mm ground clearance was never tested.

THE champagne corks have been popping at Land Rover. Not only has the Range Rover turned 40 (see page 50-51), but the Freelander 2 is also celebrating a milestone.  The company has just built the 200,000th Freelander 2 - a blue TD4-e - at its Halewood plant in the UK. The Freelander 2 has been around since 2007 and

A stop-start Freelander will bring 6.7L/100km economy to local roads and, with it, everything from a manual diesel drivetrain to a new sub-$49,000 starting price.It's a big move and a big change for Land Rover Australia, which sees a chance to go head-to-head with the all-new Volvo XC60 and Audi Q5by attacking them from a new angle. It's also looking for an opportunity to steal sales from the upscale Toyota RAV4 and Honda CR-V.The Freelander 2 TD4-e is confirmed for Australia just a week ahead of the official unveiling of of significantly different 2010 models across the Land Rover family next week at the New York Auto Show."It's the starting point of the future of Land Rover's environmental technologies," says Kevin Goult, marketing and public affairs managerfor Land Rover Australia."First and foremost, it's the introduction of e technologies in Australia. It's stop-start and the start of our changes. It's also achance for people who might not have been able to consider a Freelander in the past.Land Rover is taking it easy with the Freelander e, only estimating 40 sales in its first year with most to 25-39 year old city couples wholelike the brand and the chance for good economy and 50-plus empty nesters who want to do something green.The top-start system is just what the name says - a computerised system which kills the engine when the vehicle is stopped to save fueland reduce emissions. The package also includes a green arrow to advise on the best time for an upshift in the six-speed manual gearbox.There are a range of failsafe triggers - like opening the door - and the system also deactivates if the engine is drawing too much powerfor something like the airconditioning or hill-descent system.But the result is a claimed 0.8L/100km improvement in fuel consumption and an eight per cent reduction in CO2 emissions."We are expecting it in July. It could be late June, but July is safe," says Goult.He promises the new starting price Freelander will be a new value benchmark but refuses to reveal the exact price, or the finalspecification. It will be an SE-model car but will lose some stuff, including electric front seats.The Freelander e is the first result of a $2 billion development program by Jaguar Land Rover on everything from an electric rear axledrive system to full hybrids. But the system can currently only be fitted to manual cars and Land Rover has focussed on its diesel engines."We're looking for the best way forward for the Land Rover brand to meet the environmental challenges of today," says Gault.DRIVING: A very brief run in a Freelander e yesterday, on roads near Land Rover's spiritual home at Solihull, reveals the seamless operation ofthe stop-start system.You pull up, leave the car in neutral, and the engine dies. Push the clutch down when it's time to go again and the engine fires.It's not the first time I have driven a car with this sort of system, and I can remember a Volkswagen trial car back in the 1990s, but it isfully road ready and the failsafes seem to cover all the possibly doubts.It can take a few seconds longer than you expect to re-fire on a green light, but otherwise the system has plenty going for it and similarones will pop up from most major brands in the next few years.I also liked the dashboard arrow which advises you to change up early, and often, to maximise the fuel economy.The e-green system is not going to create a stampede for the Freelander, but combined with the manual gearbox and a sharper priceit will create some extra interest and points to a technology that will be commonplace within five years.

This is the only moment when Freelander 2, one of twins in a convoy ranging over wildly isolated southern Mongolia, failed to cope.Considerably in its mitigation, a Gobi windstorm the previous night has blanketed the planned course with deep, soft, gritty sand — stuff that gives pause to even Land Rover's relentless Defender.More tellingly still, the Free-oh was being driven by me, whose only previous go in the sand hills has been a comparative doddle up Big Red outside Birdsville.Other than this minor mishap, which necessitated much spade work and an eventual snatch from the sand trap by the Defender, the second version of Land Rover's compact SUV is mighty impressive during a 650km haul through outlandish Mongolia.We were in a bright orange-coloured convoy consisting of two Free-ohs, three Defenders and a brace of Discovery 3s, these being the reconnaissance team scouting locations for next year's Land Rover G4 Challenge.This almost legendary global adventure sport supports the International Federation of Red Cross and Red Crescent Societies.With trials for Australian competitors to be held in the Blue Mountains in October, the chances are good that come this time next year one of our compatriots will find themselves doing a bit of gardening here in the massive Kongoriim Dunes, about 90 minutes' flight and a day's drive from the capital of Ulaan Baatar.The G4 recce provides both a marvellous opportunity to try the topline Freelander 2.2 TD4 HSE on and (frequently) off the beaten track and a polar contrast to our 400km of city and NSW country driving in a Free-oh only the previous week.The specifications are almost identical, the G4 vehicle having little added other than off-road rubber and the optional underside bash plates screwed firmly into place.In the back is camping gear and water.To potter along the Bells Line of Road was to appreciate what people like me are loathe to admit; the compact diesel SUV is all the family car a compact clan could want. A bright interior and ample all-round vision quashes car sickness. The 10.2 litres per 100km return (a figure blown out by wretched midweek traffic) would have removed any need to visit the bowser for at least another week.Driven through a smart six speed Aisin automatic, the 118kW/400Nm turbo oiler takes a bit to wind up — at 11.2 seconds to 100km/h from standing you won't risk whiplash — but the mid-range punch is predictably assertive.Fit and finish approach Japanese quality and the Landy's cabin comfort and ambience is appreciably ahead of BMW's rival X3 2.0d.While the latter slays it in terms of on-road dynamics, the Brit bashes the Bosch when the tarmac disappears.Barely 5per cent of Mongolia's roads are sealed and those bits that are are often more harrowing than the dirt tracks. Yet the veteran Australian 4WD editor along for the ride confirmed my feeling that the Free-oh is the genuine all-rounder of its class.It shares the Disco's Terrain Response and and stability control systems that provide traction across four central console activated programs — Hill Descent Control and Roll Stability Control. While sharp steering adjustments and a bit of scrambling are required to avoid the hazards that the higher clearance Disco passes over imperiously, the Freelander is by far the more fun. And — at a good 800kg easier on the scales — it's a good deal more responsive when hauling out of that dry creek bed. At any time the torque transfer to the rear axle is seamless.Having earlier this year steered a gal pal away from a Freelander 2 chiefly because of the first generation model's appalling reliability reputation, I'm now suffused with guilt. Having already been on the broken road for weeks, neither Freelander evinces the least sign of wear — there's a hewn quality that doesn't come at the expense of comfort. FREELANDER 2 TD4 HSEprice: $58,490engine: 2.2L/4-cylinder turbo diesel; 118kW/400Nmeconomy: 10.2L/100km(on-road tested)transmission: 6-speed automatic 

Land Rover's baby Freelander is all grown-up now, much more a younger brother to the Discovery and Range Rover than a try-hard orphan.The first Freelander had its moments, a good-looking and compact SUV. Later versions had better engines and transmissions.Yet there were some build issues, cabin ergonomics were not always great and that first Freelander, for the price, was uncompetitive against any number of rivals.This time around the Freelander has moved on and up. It is now quite an endearing, comfortable and capable machine in both diesel and petrol forms. It is now worth being seen as a mini-Range Rover, a rival for the likes of BMW's X3.Prices start at a respectable $49,990 for a petrol-engined SE, moving through four models to $57,990 for a diesel-engined HSE Freelander.There are many parts of the package that impress; both engines are quick and keen, the six-speed automatic transmission a little gem and the ride belies the size of the machine.Downsides include solid fuel consumption from the 3.2 litre petrol engine when pushed and, in some areas, a little too much fussiness.Appreciated is the dial-up terrain response button on the centre console. While the Freelander has no low range, this system does change engine and transmission responses plus adjust, where necessary, some of the electronic traction controls.Unlike the same system in the Discovery and Range Rover (both with low range plus more power and torque) this does not allow for foolproof four-wheel-driving.But it does help, switching from the road setting to say, mid and ruts, for better (if limited) creeping ability.Now if only this dial went a little further and automatically switched off all the Freelanders' buzzers and bells, seat belt warning, parking distance control warnings, key in ignition warnings.For there will be times when crossing paddocks, opening gates or shifting tree limbs from overgrown forest tracks where a driver may be in and out of the vehicle a bit, may be moving forward five metres without a seatbelt.And while on the little gripes (and Land Rover's not on its Pat Malone here) can we please have a remote-controlled key fob where it doesn't take a high-powered torch to work out in the dark which is unlock, which is lock and which is tailgate release.Having said that, Freelander does this cute business of folding in its mirrors when its locked up and lighting up the doors when reopened.And there are quite a few little gadgets to like, a reasonable amount of creature comforts and conveniences. Interior space is not huge but the driver and front passenger are well accommodated, armrests for both. This time tall drivers can see below the top of the windscreen.Despite a little extra length, the rear cargo space needs careful packing and the rear seat may not suit bigger adults over a long distance.There is more to Freelander 2 than a luxury interior, one now has more hints of the bigger Land Rover's interior design.There is now a better ride, better handling and more refinement to help distinguish the British product from the rest of the class.Maybe the initial steering feel could have more meat but once turned in the Freelander is an agile machine, pushed along easy over a mountain road or down a dirt track.Most torque is fed to the front wheels in normal driving but the torque balance is adujsted continuously to ensure traction when the tar runs out or turns slippery.And so the baby Land Rover can be pushed along with confidence, helped by the eagerness of both engines and that slick six-speed automatic.The four-cylinder diesel is smart and, with 118kW and maximum torque of 400Nm at 2000rpm, very handy when attacking hills; the six-cylinder petrol runs out like a rally engine.The Freelander 2 rides with authority, it is well damped for roads through the back-blocks and able to tackle big lumps without upsetting handling or grip. It rides like a bigger machine, more like a Range Rover than some compact rivals.At the end of the track the Land Rover Freelander 2 may not get that much further through rough-and-tumble four-wheel-drive country but it is a nicer machine than most for getting to that track.It is also has a full-sized spare and would appear to be better bolted together than its predecessor.This is a fine, grown-up compact with the only question still to be answered is who will own Land Rover if Ford decides to sell? And will that harm Land Rover's recent progress? 

Forget everything you ever heard about Land Rover's littlest child, the Freelander. The misbegotten, ill-mannered brat that arrived in Australia in 1998 — and spent the next decade throwing tantrums, sulking and shedding its clothes and toys in a trail behind it — is gone. Not even sent just somewhere to learn manners and dress sense, but locked away in its room forever, never to be seen in polite company again.The compact off-roader had been successful overseas — it sold about 500,000 globally over its life span — but sensibly, we never really took to it down here, and it eventually evaporated from our showroom floors.In its place, Land Rover has spawned a much better heir, with DNA from its Volvo and Ford stablemates, and some etiquette and lessons in facts of life from its bigger sibling, the Discovery 3 and Range Rover Sport.Starting with a completely blank sheet, the Freelander 2 delivers what the first never did — a well-balanced package that's equally at home on and off road, with a premium fit-out and a good whack of the latest technology.It arrives with only a five door body, but with the choice of two engines, both mated as standard to a six-speed automatic with simulated manual mode. The $49,990 petrol version is a new 3.2-litre transversely mounted inline six developing 171kW and 317Nm, with claimed performance of 0-100km/h in 8.9 seconds and consumption of 11.2L/100km.The $51,990 oilburner, borrowed from Volvo's XC90, is a terrific direct injection 2.2-litre turbodiesel that pumps out 118kW and a chunky 400Nm, using 7.5L/100km and getting to 100km/h in 11.7 seconds, and has a manual transmission as an option.But in either of them, just about everything inside and out now looks like quality, and like it actually belongs in the Landy line.While there are still faint hints of the first Freelander's stepped roof and `clamshell' bonnet, the body's strong lines and bold shape more closely echo the popular Disco, with a similarly brawny grille and a much more coherent overall design.Even at the base SE trim level, the interior feels upmarket, with excellent embossing and feel to surface plastics, set off by subtle metallised accents on steering wheel, air vents and centre console and a few clever touches like the special CD-case slot in the glovebox.Standard equipment includes a multifunction steering wheel, 17" alloys (with full-sized spare), six-stacker audio system, dual-zone airconditioning, rain-sensing wipers, rear park control and the seven airbags that have helped it to a five star crash rating for occupant protection.And at $7000 more with either drivetrain, the HSE is a handsome thing, with a well-fitted leather wardrobe, 18" alloys, bi-xenon headlights, upgraded audio with extra speakers, memory settings for seats and mirrors and a general air of luxury all round. There's also the option of a Technology Pack for $6890 that adds touchscreen DVD satnav,The only grumble we had was a small squeak that appeared after about an hour of driving. But when we tracked this down to a bit of friction where the audio system was set into the dash, a sharp admonitory tap silenced it for the rest of the drive — a lot of which involved off-road stresses.The powered seats offer great lumbar support and with tilt and reach steering adjustment, the driver has no trouble finding a comfortable position. Freelander 2 is bigger as well, with a noticeably wider track and more shoulder room. Although even the extra length still leaves taller rear passengers with their knees touching the front. But at least the kneecaps will be lightly brushing, rather than banging, with the Freelander's new-found composure due to a focus on technology aimed at offering the best possible drive in any situation.Key to this is a rock-solid body sitting on a compliant suspension that allows a fair bit of travel but is stiff enough to prevent too much wallowing on bitumen. On this base, Landy has added a brilliant terrain response system, with four settings — general driving; grass/gravel/snow; mud and ruts; and sand — that take over where your skill set might be lacking.The intelligent full-time four-wheel drive system that uses Haldex centre coupling technology to continuously adjust the torque between front and rear, ranging from a minimal amount in normal driving to almost all being fed to the rear when things gets gnarly under there.Traction and stability controls, including a gyroscope-based roll prevention system and hill descent and gradient release control that `walk' you down tough slopes , work on the hefty anchors (316mm on the petrol version and 300mm on the diesel) to keep you as composed as possible. What all that means on the road — and off — is that no matter what you throw at the Freelander, it's pretty well up to the challenge.Scooting around hilly bitumen and gravel at enthusiastic speeds, the vehicle offers a smooth, car-like ride in the general mode, and had impressive poise, although while the steering responds quickly, there's a remote feel to it. And after a couple of hundred kilometres of this, we still posted 9.6L/100km in the diesel.But the real fun came in several rounds over an off-road course, where the Freelander never faltered. Up and down the steepest of slopes, and through sections of slime or ruts deep enough to lose sight of a herd a cattle, the vehicle made even the least competent — and that would be me, folks — look like a professional dirt dueller.Equally impressive was a test where, stopped over huge humps with one wheel high in the air — a stance guaranteed to reveal any sign of body flex or drop — you could open and close the doors without any problems. We went over the course several times with both drivetrains, and have to say that while the petrol handled it easily, the diesel did it effortlessly.Land Rover says they benchmarked Freelander 2 against the BMW X3, which has had a monopoly on the premium compact SUV segment until now. There is more competition on the way from Mercedes, Audi and Land Rover's own partner, Volvo. But for now, the Freelander itself will be keeping BMW on its toes, especially with off-road abilities that best the X3 and a price that shaves it by close to $20,000.

Land Rover's Freelander 2 is nothing like the original.That's a good thing because it was something of a problem child.We hear those people who bought one are actually quite fond of them but, unfortunately, we don't share those sentiments.The first Freelander lacked any real off-road ability and was, for the most part, under-powered while the interior decor incorporated plenty of nasty hard plastic.It's no wonder then that when it came to the replacement, Land Rover's designers decided to scrap the whole thing and start with a clean slate.Freelander 2 is new from the ground up with no carry over parts from the original, apart from design cues like the clam shell bonnet.Even the badge adorning the front radiator grille has been changed.If anything, Freelander 2 looks more like a mini Range Rover than its predecessor with its neat, square but rather conservative styling.That fits well with Land Rover's plans for the car because it has tried to take it up-market to compete in what it describes as the 'emerging' premium compact off-road segment.Until now BMW's X3 has had the running almost to itself, but as well as the new Freelander there are several more competitors to come in the near future.Prices for the new model start at $49,990 and it's a rather impressive debut.That figure gets you a 3.2-litre six-cylinder Volvo engine, six-speed automatic, leather upholstery, climate air conditioning and a long list of standard gear.There is a fuel-saving 2.2-litre Peugeot diesel but it has a $2000 premium.Both versions are fitted with the Japanese Aisin auto, which includes a manual change mode.Although a six-speed manual is offered with the diesel overseas, we will not be getting it here.Land Rover is not saying how much it has spent on Freelander's development, but it produced 150 prototypes in a 30-month period that it tested over four continents.We were invited to test both petrol and diesel versions of the five-seat wagon in the back lots of  Gold Coast this week.It was slightly larger in all dimensions than the previous model and this is particularly noticeable inside where driver and passenger are no longer rubbing shoulders.There is slightly more rear leg room and the boot capacity has increased, although some load space has obviously been sacrificed for a full-size spare which sits under the floor.On the road the new Freelander offers a refined ride, with a little body roll at low speeds but can be driven hard with confidence over dirt or bitumen roads.Predominantly front-wheel drive, the all-wheel drive system automatically sends power to the rear wheels as needed.We were particularly impressed with the strong performance offered by the in-line six, with 171kW of power and 317Nm of torque.It has a nice rasp under hard acceleration and sprints from 0-100km/h in 8.9 seconds, with fuel consumption rated at 11.2 litres/100km.However, the diesel remains the more practical alternative with 118kW of power and 400Nm of torque as it delivers 8.5 litres/100km.It is expected to account for up to 65 per cent of sales.Off-road the new Freelander has plenty of electronic aids to compensate for the lack of low range gearing. Ground clearance is 210mm and the vehicle has a wading depth of 500mm, with dial in 'terrain response' to suit a variety of driving conditions - just like the Discovery and Ranger Rover.The Freelander comes with seven airbags including a knee bolster, it was also awarded a maximum five stars in Australian crash safety tests. 

Sadly, it continued to concentrate on its role as basic transport for a few decades afterwards, and in doing so it opened the door to a tidal wave of Japanese copycats.It learnt quickly after that. First there was the 1970 Range Rover; more recently there's the mini-me off-roader called Freelander.Now in its third generation, the Freelander has changed marketing tack by arriving with only one engine – a turbocharged diesel made by BMW – and two body styles.That the power comes from BMW isn't weird considering the German was one of the former owners of Land Rover (it's now owned by Ford). But the use of a diesel in a soft-roader – a vehicle that doesn't have the off-road acumen of its bigger Land Rover siblings – in the Australian market is an unusual move.What will sway buyers is the fact that this is a damn good diesel.It's quiet, revvy, economical and pulls strongly from anything above idle. With that power plant mated to the five-speed auto, the rather portly Freelander SE gets up and dances.Dressed with a new body faced off by a tough-looking grille, the Freelander presents as a very likeable package with excellent street appeal and just about the perfect size for a young family or a couple on the move.It shares some features with the Discovery, notably the pocket headlights and the profile showing a raised roof line founded on the need to lift the rear seat to create a better vista for its occupants.The tailgate is a swing-away style, though the rear glass is electrically operated to serve as a portal for shopping and similar small items.The model tested was an automatic five-door SE which, despite the rather squat dimensions, easily accommodated four adults on leather-faced seats.From the driving seat the dashboard is simple and neat, with many storage nooks for personal gear. Partly because the seats are comfortable and the ride compliant, this is a machine that quickly endears itself to the driver with on-road confidence at highway speeds and nimble manners through bends.Forget the fact that this is a diesel. Aside from some muted grumbles at idle, the performance is excellent and the engine noise disappears at speed.Point it into the dirt and there are some limitations. The suspension travel is modest and a few times in the Hills near Mundaring the rear wheel spun uselessly in air. But the ground clearance appeared better than expected with no bangs and crashes from below.The engine is practically unstoppable and it's this – plus the option of using the gearbox manually – that makes the Freelander more confident in the bush than initially expected.Take it to the sand, however, and the low-profile tyres give little scope for deflating.The lack of a low-range transfer case is another bugbear, though the first-gear ratio is quite low – so much so that the vehicle generally accelerates from rest in second gear.I am aware that previous Freelanders had some awful quality problems and some petrol-engined versions succumbed expensively to the Australian heat. This diesel should be a lot better.

The badge might say diesel, but what that means Down Under is "serious off-roader".The Freelander went oil-burner-only a couple of months ago for the Australian market, with a total switch to 2.0-litre turbo-diesel power.It's a shift in focus for the Land Rover which, though never a "soft-roader", had a slightly suburban emphasis for young families and people who couldn't afford to jump into a trendier Discovery or flagship Range Rover.The Freelander has been a huge hit at home in Britain, where the classic Land Rover is still the benchmark for four-wheel-drives. But it has not gone as well in Australia, where Toyota is king of the bush and Japanese four-wheel drives have made life more than tough for a vehicle not close to best in class.Still, it has a Land Rover badge and Land Rover DNA, and that is enough for some people.Sales this year have been modest -- 282 in the first seven months -- with the Freelander up against heavy hitters in the compact four-wheel-drive class, where the Nissan X-Trail is setting the pace with 8098 sales.The Freelander is a class above its size rivals on price, and that means it could also take a hit from the classy BMW X3. The Landie's prices now start at $39,950, which is well above a five-door Toyota RAV4 from $32,290 or a Honda CRV from $31,990, though even the flagship Freelander SE automatic at $46,450 is well below the X3 at $65,300.No surprise, then, that Land Rover in Australia is pushing the diesel angle and pitching the Freelander at people who really need an all-paw escape machine.The update hasn't changed the fundamentals, with tweaks typical for any mid-life facelift.The nose looks a little different with a new bumper-headlamps-grille combination, the tail lamps are new, there are new colours and the removable roof on the two-door can be either a hard cap or a folding soft top.Inside, Land Rover has tweaked the dash and added cupholders, the seats have more support and new fabrics, and sound and ventilation is upgraded.It's not much of a change, but Land Rover is concentrating on the all-new Discovery, which it needs to win back lost ground in the luxury 4WD class.The Freelander has never been a Cars Guide favourite. The British machine has always felt cramped and dozy on the road, but we were hoping the latest version would change our minds.THE Freelander diesel is great in the rough stuff. It has fantastic grip and climbing ability, as well as a sure-footed feel on steep descents that makes it a delight for four-wheel-drive work.It is easy on fuel, has reasonable overtaking power for country road work, and packs Land Rover suspension that crushes the roughest roads and irons out smaller bumps without upsetting anyone in the cabin. But, and it's a big but, you have to drive out of town to get to the rough stuff.The Freelander, even with the latest updates, is nothing special for everyday blacktop driving. For suburban commuter work, unless you are a Land Rover fanatic, it would be a real pain.The diesel engine doesn't get going for the first 30 metres, the touch-change system on the automatic gearbox doesn't provoke a real response, and even when it is going it struggles to provide zip.It is a snoozer. Fine for country use, but outpaced in town.The cabin changes make the Freelander a little nicer, but even the latest seats – with great support and comfort – put a mid-sized man far too close to the roof. It's easy to bump your head in rough country.The cabin still looks a mix-and-match job, unlike the integrated Japanese rivals and the classy X3 for people with big budgets, even with big cupholders and good CD sound in our SE automatic tester.The doors close with a real thunk and the Freelander feels as if it will go the distance, but not without some squeaks and rattles.The real enjoyment comes when you turn into the scrub and tackle tracks or hills, when the diesel engine just thumps along and the superb suspension keeps the wheels planted and the car moving forward. That's when you know it's a real Land Rover, capable of realising the dreams of any weekend warrior.It has a badge to compete with the Japanese hero cars, which won't go close to it in the bush – apart from the Nissan X-Trail – but cannot match their comfort and refinement when you're closer to home.So we cannot avoid the buts and we cannot really recommend the latest Freelander except to people who are sold on diesel and the traditional Land Rover off-road experience.The Freelander is great for off-road work with a diesel kick, but there are far better choices for all the other jobs.