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S_w203 · Site Admin Joined: 30 Sep 2006 Posts: 374

LAND ROVER ALL-NEW FREELANDER 2

The all-new Freelander 2 sets new standards for compact premium 4x4s
Class-leading breadth of capability
Agile, responsive and comfortable on-road
Outstanding off-road

Two new engines that deliver strong combinations of performance, refinement and fuel economy
3.2-litre i6 petrol (233 PS / 171 kW) – 30 per cent more powerful than the outgoing V6 with 10 per cent improvement in fuel economy
2.2-litre TD4 diesel (160 PS / 118 kW) – better fuel economy than its predecessor (37.7 mpg : 7.5 l/100 km) and 43 per cent more power
Full-time intelligent 4x4 that helps optimise traction and fuel economy
Land Rover's unique Terrain Response™ – for easier off-road driving – heads a long list of advanced technologies, many new to the class
Fresh and dynamic exterior design – chiselled, geometric and simple
Versatile, comfortable, well-equipped and spacious cabin
38 per cent more boot space than the outgoing Freelander

S_w203 · Site Admin Joined: 30 Sep 2006 Posts: 374

OVERVIEW

The all-new Land Rover Freelander 2 redefines the compact premium 4x4 class. New from the ground up, Freelander 2 delivers outstanding on-road performance as well as the class-leading off-road ability of a true Land Rover. A dynamic design, purposeful stance, smart and spacious interior, and an abundance of advanced technologies complete the package.

"No other compact 4x4 has anything like its total breadth of capability," says Phil Popham, Land Rover's managing director. "The Freelander 2 sets new standards in the sector, combining the advantages of a premium car – such as polished ride, accomplished performance, attractive cabin and ease-of-use – with the attributes of a robust 4x4, including go-anywhere ability, toughness, panoramic seating, cabin versatility and spaciousness. We believe that no other compact 4x4 gets closer to blending these best-of-both-worlds abilities."

The original Freelander (launched in 1997) is seen by many as having created a whole new class of vehicle: the compact premium 4x4. It was the top-selling 4x4 in Europe for five years and remained the UK's best-selling 4x4 from launch until the end of 2005. The all-new Freelander 2 is improved in every way: better performance, more economical, more refined, higher quality and substantially roomier. It is more capable both off-road and on-road, with transformed handling, ride and comfort.

Freelander 2 is Land Rover's fourth all-new vehicle in just over four years, and follows the new Range Rover (2002), Discovery 3 (2004) and Range Rover Sport (2005). Their highly successful introductions contributed to record Land Rover sales worldwide in 2005. Technical highlights of the Freelander 2 include two brand-new engines: a 3.2-litre straight-six petrol and a 2.2-litre four-cylinder turbocharged diesel. Both feature advanced technologies to deliver outstanding combinations of performance and economy.

The 233 PS (171 kW) i6 petrol engine provides a top speed of 124 mph (200 km/h) and 0-60 mph acceleration in 8.4 seconds (0-100 km/h in 8.9 seconds). Combined fuel economy is 25.2 mpg (11.2 litres/100 km). The engine is matched to a new six-speed automatic transmission, with Land Rover's CommandShift™ offering manual sequential gear changes when required. There is also a driver-selectable sport mode, for livelier performance.

Straight-six engine configurations are ideal for delivering engine smoothness, and the very compact new unit in Freelander 2 is small enough to mount transversely, a first in the compact 4x4 sector and one of the vehicle's many innovations. The benefits of transverse fitment include improved interior package and safety performance.

The diesel engine chosen for Freelander 2 is an all-new 2.2-litre four-cylinder. The 160 PS (118 kW) unit delivers peak torque of 400 Nm (295 lb ft), with over 200 Nm (148 lb ft) of torque from 1000 rpm all the way to 4500 rpm. The engine is easy and responsive to drive, as well as highly refined and economical, with a combined average fuel consumption of 37.7 mpg (7.5 l/100 km). An optional catalysed Diesel Particulate Filter (cDPF) is also available for even cleaner performance. Two transmissions are offered: a new six-speed manual gearbox and the same six-speed automatic used on the petrol engine (diesel auto available from spring 2007).

The interior package of Freelander 2 is a major improvement over the outgoing vehicle. Although only 50 mm longer, the Freelander 2 has more generous head, shoulder and legroom, in both the front and rear. Large glass areas emphasise the spacious feel and complement the elevated 'command driving' position – a Land Rover hallmark – and 'stadium seating', where rear passengers sit slightly higher than front occupants, for a clearer view of the world outside. Boot space is also among the best in class and 38 per cent larger than that of the outgoing Freelander (with rear seats up – 755 litres vs 546 litres).

The exterior and interior design of Freelander 2 is completely fresh, integrating the company's unique design language with a form that is instantly recognisable as the latest Land Rover.

"We purposely kept strong cues from the original Freelander, such as the clamshell bonnet, stepped roof and the basic form," says Land Rover design director Geoff Upex. "But the overall look is new and much more contemporary. The design is chiselled, geometric and simple – it looks like it's hewn from the solid. We have kept a close design relationship with the new Discovery 3 and Range Rover Sport, but interpreted the design language to suit the requirements of customers for a more compact 4x4."

The body is a five-door monocoque structure, with a high level of torsional rigidity which benefits refinement, comfort and handling on-road as well as ensuring the vehicle is fit for serious off-roading. The suspension is fully independent and uses the most modern stability control systems, including Roll Stability Control (RSC), a new and sophisticated technology that helps mitigate the risk of roll-over.

Freelander 2 is packed with new technologies to improve both on-road and off-road performance, many new to the class. Land Rover's unique Terrain Response™ is standard on all but the entry-level model, to make off-roading easier. Other interesting technologies include a new full-time intelligent 4x4 system for superior traction and better on-road fuel economy, and the patented Gradient Release Control, which improves driver confidence and control when releasing the brakes on steep and slippery slopes.

Other features and options rare in this class include: keyless starter button, bi-xenon headlamps, adaptive front lighting, rain-sensing wipers and park distance control (front and rear). A two-part panoramic sunroof increases the cabin's airiness: air-conditioning is standard on all models and a full colour touch-screen DVD satellite navigation system is also available. The choice of top-level audio systems includes DAB digital radio and 12-speaker Dolby™ Prologic IIx Surround Sound with fibre-optic interconnects. An auxiliary audio connection (for iPods and MP3 players) is standard on all vehicles.

Designed and engineered by Land Rover at Gaydon, near Warwick, Freelander 2 is built at the Halewood plant in Liverpool, where outstanding build quality has been acknowledged with a J.D. Power European Plant Quality Gold Award in 2005.

S_w203 · Site Admin Joined: 30 Sep 2006 Posts: 374

ALL-NEW FREELANDER 2 IN BRIEF

Exterior Design

Fresh and more premium exterior, designed to reflect both on-road and off-road capabilities
Long wheelbase and short overhangs help deliver purposeful 4x4 proportions
Dynamic stance, chiselled lines and smooth, simple surfaces
Distinctive Land Rover genes, including clamshell bonnet and stepped roof
Watch-like detailing in the wrap-around headlamps and tail-lamps

Powertrain

Two new engines, delivering excellent combinations of performance, refinement and fuel economy
More powerful and more economical than the previous Freelander engines
Extensively developed to meet Land Rover's tough off-roading requirements
Smooth, powerful and compact new 3.2-litre i6 petrol engine
Maximum power 233 PS (171 kW); maximum torque 317 Nm
0-60 mph in 8.4 sec; 0-100 km/h in 8.9 sec
Combined average fuel consumption 25.2 mpg (11.2 l/100 km) – 10% better than previous Freelander petrol engine
Exceptionally compact straight six-cylinder configuration
Transverse engine mounting improves cabin space and helps efficiency of safety systems
Advanced technologies include Cam Profile Switching and Variable Valve Timing
Responsive, refined and torquey 2.2-litre TD4 turbodiesel
Maximum power 160 PS (118 kW); maximum torque 400 Nm
0-60 mph in 10.9 sec; 0-100 km/h in 11.7 sec – reduced by 2.3/2.7 sec compared with outgoing Freelander diesel
Combined average fuel consumption 37.7 mpg (7.5 l/100 km)
New, variable-nozzle turbocharger helps deliver excellent response, huge mid-range torque and flat power curve
Latest common-rail injection system aids economy and refinement
Both engines available with new six-speed automatic transmission
Six-speed manual also available with the TD4 diesel
CommandShift™ manual sequential gear changes and sport mode available on both petrol and diesel auto models

Driving Dynamics

Class-leading breadth of capability – combining agile, predictable and refined on-road behaviour with outstanding off-road ability
New, fully independent suspension system, with front and rear coil-sprung struts
Responsive rack-and-pinion steering, reach- and rake-adjustable
Supple suspension and torsional body stiffness contribute to the excellent on-road comfort
Full-time intelligent 4x4 transmission optimises traction and economy, featuring new electronically-controlled centre coupling
Land Rover's unique Terrain Response™ system aids off-road driving – standard on all but entry models
210 mm ground clearance and wading depth of 500 mm
Advanced stability and traction aids, including Electronic

Traction Control, Dynamic Stability Control and Hill Descent Control

New Gradient Release Control system improves driver control on steep hills
Large vented disc brakes with latest-generation four-channel anti-lock brakes
Electronic Brakeforce Distribution, Emergency Brake
Assist and Corner Brake Control
Roll Stability Control system – the most sophisticated roll-over prevention technology ever fitted to a Land Rover

Body

Five-door monocoque body – almost twice as stiff as some competitors
Great strength and torsional rigidity for excellent vehicle refinement and safety
Seven airbags
Large areas of glass for excellent visibility, with optional panoramic sunroof
Choice of headlamp technologies, including optional Adaptive Front Lighting (AFS) that swivels with the direction of travel

Interior Design and Features

Premium cabin, designed to be comfortable, well equipped and spacious
Elegant interior design, executed with high-quality materials
Generous interior space with good head, shoulder and leg room
Elevated 'command view' driving position, plus easy-to-reach main controls
Rear 'stadium seating' allows passengers a better view
Multi-way adjust front seats – electric power adjust and seat heating also available
Asymmetric-split rear seat folds to provide a completely flat load area
Large luggage capacity – 38 per cent more than previous Freelander (with rear seat raised)
Wide choice of audio systems and premium equipment

S_w203 · Site Admin Joined: 30 Sep 2006 Posts: 374

EXTERIOR DESIGN

"Freelander 2 is a fresh and contemporary design, with its chiselled lines, chunky good looks and sporty energy. Though the genes of the highly successful original Freelander are still clearly recognisable, the new model looks more premium and more grown-up, without losing its sense of fun." Geoff Upex, design director.

Chiselled lines, smooth and simple surfaces and interlocking elements were three of the key principles that guided the Land Rover design team as they crafted the all-new Freelander 2. These combined well with the vehicle's near-ideal proportions – especially the height, long wheelbase, and short front and rear overhangs – to create the purposeful, sporty stance that the designers wanted.

Upex and his team, including Earl Beckles (lead exterior designer) and Martin Buffery (lead interior designer), were also determined to develop a vehicle with clear family links to Land Rover's successful new Discovery 3 and best-selling Range Rover Sport. From the Discovery, according to Geoff Upex, "we took the simplicity of the surfacing, the strong shapes, the bold and consistent graphics, and the strong rear D-post styling. Range Rover Sport inspired the flow of the wheel arches, a lot of the stance, and the dynamics of the waistline.

"But there are also clear visual references to the original Freelander. Its distinctive shape is widely recognised and popular, especially in Europe," says Upex. "So we took the best bits, the real signatures from that car, and enhanced them. These include the clamshell bonnet and the stepped roof."

However, these inspirations were subordinate to a clear vision of how a vehicle such as Freelander should look. While still definitively a Land Rover, it has always had – and needed to retain – a strong appeal to customers more used to conventional saloon cars.

"The design of Freelander 2 had to reflect its balance of capabilities – as a great road car and a great 4x4," says Geoff Upex. "This was absolutely at the top of our minds. It could not be too overt a 4x4, in the way that a Discovery is. It had to be tough – but not too tough. It had to reassure people trading up from premium cars. So this balance – tough 4x4 versus premium car – was crucial in the design language."

According to Upex, 4x4s typically look more geometric, more aggressive and harder-edged. Cars tend to be more organic – and friendlier – in form. So the Freelander 2 mixes strong geometric shapes and flowing, car-like softness.

The fast-angled windscreen, the raised roof and the tapering rear pillar all reflect the car's dynamic, sporty on-road abilities, as does the smooth shoulder line. Also contributing significantly to the flow of the design are the body-coloured A- and D-pillars, while the black E-pillars at the rear give a graphic which resembles the 'floating roof' of Range Rover.

The body sides on Freelander 2 are sharp and chiselled. But in the plan view, the surfaces are smooth, sheer and one-directional. The surfacing is also taut and very defined, to give the vehicle a lean, muscled look.

The grille is a strong and confident design statement (with different versions for petrol and diesel models). The rear is also cleaner, significantly helped by relocating the external spare wheel of the original Freelander underneath the cargo area floor, and by the new one-piece tail-lamps.

"The whole design is simple, much less cluttered than before, more premium and more desirable. We wanted a minimal number of components that interlock to form a meaningful and attractive whole," says Geoff Upex. "The headlamps and tail-lamps, for instance, are watch-like in their detailing. The metallic side-vents help engine breathing, but also provide a strong family link with both Discovery 3 and Range Rover Sport."

As always with a Land Rover, functionality is a fundamental driver of the design. The narrow front A-posts help achieve excellent all-round visibility. The bonnet castellations help the driver place the vehicle more accurately on the road or track. The wheel-out stance and wide track help deliver agile handling and great grip. The short front and rear overhangs and high underbody are essential for go-anywhere off-road performance. The body-side protection guards against stone chips and helps keep the sills clean.

"We believe the end result is a design that is sculptured and sophisticated, dynamic yet refined, premium and tough," says Geoff Upex.

POWERTRAIN

"The all-new Freelander 2, appropriately, gets two exceptional new engines. The petrol i6 is one of the smoothest and most refined 4x4 engines in the world. Very compact and packed with technology, it delivers bags of torque across the rev range. For such a powerful engine, its fuel consumption and CO2 figures are also excellent. The new TD4 is one of the world's most advanced and efficient diesel engines – easily the best small diesel we've ever installed in a Land Rover, with great response and outstanding refinement." Andrew Foster, chief programme engineer.

S_w203 · Site Admin Joined: 30 Sep 2006 Posts: 374

Refined New I6 Petrol Engine

The powerful and torquey 3.2-litre i6 petrol engine is brand new for 2006, and gives Freelander 2 on-road performance comparable to that of many compact saloons. The vehicle accelerates from 0-60 mph in 8.4 sec (0-100 km/h in 8.9 sec) and has a top speed of 124 mph (200 km/h). More relevant for everyday motoring, it also has impressive kick-down acceleration.

Maximum power is 233 PS (171 kW) at 6300 rpm, and maximum torque is 317 Nm (234 lb ft) at 3200 rpm. These figures are substantially higher than those offered by the outgoing Freelander's V6 engine (177 PS/130 kW, 240 Nm). Performance is also much better than the outgoing vehicle's, as is fuel economy – which is improved by 10 per cent on the combined average cycle.

The six-cylinder i6 engine is ingeniously designed to combine a straight configuration – intrinsically, the most refined and smoothest engine arrangement – with an exceptionally compact size. This allows the engine to be transversely mounted, which improves cabin packaging and gives extra space, in front of and behind the engine, designed to help optimise the efficiency of the vehicle's safety systems.

The key to this compact new design is the unique and innovative Rear End Ancillary Drive (READ) system. Conventional engines drive camshafts and other engine ancillaries (including alternator, water pump and air conditioning compressor) from a series of chains and belts overhanging the front of the engine. The i6's READ system takes drive to these items up the rear face of the engine – the side attached to the gearbox – with much less overhang. The result is an extremely short engine, just 600.5 mm long. This substantially increases engine bay space, allowing the i6 to be fitted crossways and the vehicle's advanced crash structure to be configured around it.

The i6 engine has an aluminium block, head and bedplate and all are structurally optimised to balance low weight and stiffness. Even the camshaft cover is structural, allowing it to incorporate the camshaft bearing caps for further weight reduction.

There are twin overhead camshafts and 24 valves (four per cylinder) to provide optimal engine breathing. This is further improved by a patented Cam Profile Switching (CPS) system that features two completely different intake cam profiles machined onto the same camshaft. The engine management system decides which cam profile to use, depending on the engine's running conditions and driver's torque demands. One profile is ideal for low-speed/low-load driving; the other, which gives longer valve lift, is better for higher speeds and loads. An ingenious two-piece hydraulic valve tappet arrangement alters the cam profiles.

The i6 engine also features a continuously Variable Valve Timing (VVT) system, which constantly alters valve overlap to achieve optimum power, efficiency and emissions. The combination of CPS and VVT gives the new engine impressively broad power and torque bands, and improves both outright performance and general driveability.

In addition, the Variable Intake System – which alters both intake tract length and, more unusually, plenum volume – boosts low-end torque and high-end power, further enhancing the engine's breathing capability. Eighty per cent of the vehicle's maximum torque is available across the entire rev range, and 256 Nm (189 lb ft) is on tap all the way from 1400 rpm to 6400 rpm.

Aluminium pistons and forged steel con-rods operate a 7-bearing forged steel crankshaft with induction hardened bearing surfaces. The crankshaft timing ring and starter ring are incorporated into the flexplate that sits between the engine and automatic transmission for more compact packaging.

Power from the READ system is taken from a gear on the rear crankshaft web, which also drives the oil pump. This drives a mid-shaft gear that powers an idler-shaft carrying two different-sized gearwheels. The front gearwheel drives the alternator: the rear gear takes drive to the overhead camshafts through an inverted tooth chain, and also drives the power-steering pump, engine coolant pump and air-conditioning compressor via a polyvee belt.

The highly accurate fuel-injection system features four micro-nozzles per cylinder, each with a diameter of 0.29 mm. Capable of injecting a large volume of fuel when high performance is demanded – up to 250 cm3/min – they are also able to provide total precision when minimal performance is required, helping the i6 Freelander 2 achieve its combined fuel consumption of 25.2 mpg (11.2 l/100 km).

The base engine has been developed primarily by Land Rover's Premier Automotive Group partner Volvo. Built at Bridgend, Wales – alongside the Land Rover / Range Rover V8 engine family – the i6 engine has been extensively developed for Land Rover's demanding off-road requirements, including improved dust, mud and water protection and the tolerance of operation at more acute angles of tilt.

S_w203 · Site Admin Joined: 30 Sep 2006 Posts: 374

New TD4 Turbodiesel

The second engine for the Freelander 2 is an all-new 2.2-litre TD4 turbodiesel, which combines great torque and impressive refinement.

Maximum power for the new diesel engine is 160 PS (118 kW) up from 112 PS (82 kW) on the outgoing Freelander's 2.0-litre diesel. Maximum torque is 400 Nm (295 lb ft) – up from 260 Nm (191 lb ft). Naturally, performance is improved substantially. Acceleration from 0-60 mph takes 10.9 sec in manual guise, substantially reduced from 13.2 sec for the previous Freelander diesel (0-100 km/h now 11.7 sec, from 14.4 sec). The combined average fuel consumption is 37.7 mpg (7.5 l/100 km), better than the outgoing Freelander diesel despite a 43 per cent increase in power.

The TD4's advanced technologies include variable in-cylinder swirl, the latest 'generation 3' common-rail fuel injection, a new Garrett variable-nozzle turbocharger, a double-walled cylinder block and sump-mounted balance shafts. The result is impressive torque spread, fuel economy, performance and refinement. The engine exceeds the demanding EU4 emissions requirements, and a maintenance-free catalysed Diesel Particulate Filter (cDPF) is also available for even cleaner performance (all diesel engine data quoted is without the optional cDPF fitted).

The peak torque of 400 Nm (295 lb ft) occurs at a very usable 2000 rpm. The power curve is flat, delivering 80 per cent of peak power across more than half the rev range. A hefty 200 Nm (148 lb ft) of torque is available from 1000 rpm to 4500 rpm. As a result, the Freelander 2 TD4 is responsive, rewarding and easy to drive.

In automatic versions of the Freelander 2 TD4, hard acceleration delivers extra performance for short periods thanks to Transient Overboosting, where turbo pressure is increased. The new GT17B Honeywell Garrett Variable Nozzle Turbine (VNT) turbo gives great low-speed response, huge mid-range torque and plentiful upper-end power. Its small turbine wheel is light, further reducing turbo lag, which is virtually unnoticeable.

The engine combustion is very efficient, with piezoelectric injectors, high fuel pressures and variable swirl technology all reducing combustion noise and in-cylinder pressure. Piezoelectric injectors provide exact control of the fuel delivery, while the 'generation 3' common-rail injection system is capable of injection pressures of 1800 bar (over 26,000 psi), about 30 per cent higher than 'generation 2' systems. Common-rail systems can supply a high volume of fuel at peak load conditions, one reason why common-rail engines offer much better performance – as well as better economy – than older diesel engines.

The new cylinder head design optimises swirl across the entire engine range. In many diesel engines, this is a compromise between achieving acceptable swirl at low speed and avoiding excessive swirl at high gas flow rates. On the TD4, an innovative intake port deactivation system solves this problem, improving diesel swirl – and combustion efficiency – at both low and high revs.

Each cylinder has two intake ports. The low-speed tract applies air at an acute angle to create swirl at low engine loads. Once higher gas flows are demanded, a second tract opens, providing extra air – but without increasing swirl.

The cylinder block is manufactured from cast iron, and is double walled. This not only strengthens the block but significantly reduces radiating noise, a little like double glazing. The head is aluminium alloy while the engine cover is made from lightweight polypropylene, housing foam to absorb specific noise frequencies. It is simple but highly effective, reducing engine noise by up to a half.

The crankshaft is made from fillet rolled cast steel and is supported on five main bearings. A dual-mass flywheel absorbs engine vibrations. At the other end of the crankshaft, a torsional vibration damper isolates the crank from the valve-train and ancillary drives. To aid engine refinement further, the TD4 uses two counter-rotating balancing shafts, housed in the sump. These shafts, rotating at twice crank-speed, counter the natural four-cylinder engine vibrations. They help deliver a remarkably smooth and refined diesel engine.

The engine – which makes its world debut in 2006 – is a result of the co-operative agreement between the Ford Motor Company and PSA Peugeot Citroën which also produced the acclaimed TDV6 fitted to Discovery 3 and Range Rover Sport. As with the i6 petrol engine, the TD4 engine has been specially developed to meet Land Rover's unique requirements for wading and extreme off-road angles, as well as for class-leading dust and mud protection.

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