Automotive Einstein

As a designer, Gerry McGovern is rather like American muscle cars of yore: neither handles curves too well, but give them a straight line and there’s no catching them. His MGF roadster and various Lincoln concepts were less than convincing, but his multiple off-road designs have been outstanding. From the highly successful Land Rover Freelander — Europe’s four-by-four best-seller from 1997 to 2002 — to the terrific Range Rover Evoque, his Land Rover designs are winners. His grasp of how to modulate the surfaces of a box-shaped mass to make it attractive eludes most designers.

Photo Gallery: By Design: Land Rover DC100 Sport – Automobile Magazine

Photo Gallery: By Design: Land Rover DC100 Sport – Automobile Magazine

For all the exploding popularity of the compact crossover vehicle segment, very few of its members stir any excitement. That’s true even among premium-brand entries. With its first-ever compact offering, the Evoque, Range Rover has managed to defy the category norm and create a vehicle that is markedly different from the brand’s traditional offerings, and yet every bit as special.

Photo Gallery: Driven: 2012 Range Rover Evoque – Automobile Magazine

Photo Gallery: Driven: 2012 Range Rover Evoque – Automobile Magazine

To help get ready for the North American debut of the DC100 and DC100 Sport concepts at the Los Angeles Auto Show this week, Land Rover has tweaked the duo ever so slightly — the DC100 has received a new paint job and has some new accessories.

Photo Gallery: Land Rover DC100 Concepts – 2011 Los Angeles Auto Show – Automoble Magazine

Photo Gallery: Land Rover DC100 Concepts – 2011 Los Angeles Auto Show – Automoble Magazine

The 2011 Land Rover LR2 is powered by an aging 3.2-liter in-line six-cylinder engine that dates back to the days when Ford owned Land Rover and Volvo. We fully expect Land Rover to drop this engine from the LR2 lineup in favor of the 2.0-liter turbocharged four-cylinder that powers the new Range Rover Evoque, since the Evoque and the LR2 are built at the same plant. As we went to press, Land Rover refused to confirm our suspicions, but it did tell us that a substantial upgrade would be coming in late 2011. If the 2.0-liter engine does find its way under the hood of the LR2, expect much improved fuel economy and perhaps slightly better performance thanks to the flatter torque curve from the turbo powerplant. Powertrain questions aside, the LR2 doesn’t disappoint in terms of off-road performance. It features Land Rover’s signature Terrain Response system, which allows the driver to switch settings to a variety of preconfigured scenarios, ranging from sand to mud to snow, so that any off-roading situation can be tackled with assurance. The LR2 has a variety of standard features — panoramic sunroof, leather seating, park distance control, and rain-sensing wipers — that are usually only available as options in its competitors. If you take that into account, the LR2′s relatively high price is fairly competitive.

The Land Rover LR4 first went on sale two years ago as a replacement for the underpowered LR3. Although the styling of the two vehicles looked virtually identical, the changes were immediately noticeable when you floored the gas pedal — the LR4 actually accelerated at a good pace. Ride, handling, performance, refinement, and interior ergonomics are leaps and bounds better in the LR4 than the LR3. The 5.0-liter V-8 engine pumps out a healthy 375 hp and 375 lb-ft of torque, but it’s no surprise to find out that it manages only 17 mpg on the highway. However, off-highway driving is where the LR4 really proves its worth thanks to an adjustable air suspension and the complex Terrain Response system. Land Rovers are supposed to be able to ford rivers and climb mountains yet still look sophisticated enough to park in front of a castle, and the LR4 certainly delivers the goods. Although no one would describe the LR4 as inexpensive, it costs significantly less than a Range Rover, and it mimics its more upscale sibling with similarly regal British exterior styling, the same base V-8 engine, and sophisticated front and rear air suspensions. Like many mid-size SUVs, the LR4 is offered with an optional third row that increases seating capacity to seven. Although the Land Rover LR4 is a big, heavy vehicle, it is easier to maneuver around town than several of its competitors thanks to a low beltline, slim A-pillars, and a large rear glass area that all enhance outward visibility.

Land Rover, the company known for building vehicles that can tackle any off-road situation, threw a bit of a curveball when it came out with the Range Rover Sport, the brand’s most on-road performance-oriented product. Based on a shortened LR4 chassis, the Range Rover Sport is smaller inside than the LR4 and the Range Rover. Like its LR4 and Range Rover siblings, the Sport still has a low-range transfer case and the Terrain Response system, so it’s not lacking in off-road ability, but its low-profile tires are much more at home on a racetrack than climbing a mountain trail. The Range Rover Sport has the same powertrains found in the Range Rover. Opt for the supercharged V-8 and you’ll get an incredible 510 hp sent to all four wheels through a smooth six-speed automatic transmission. Steering feel is good for an SUV, but the information that is transmitted through the steering column is unfiltered, which makes the Sport fatiguing to drive for long stints. There aren’t many other vehicles that would be equally happy pulling a trailer, racing around a track, tackling a muddy two-track, and pulling up to an opera house. If you need to balance your need for speed with a more sensible vehicle for hauling a family and the occasional trailer, the Range Rover Sport deserves serious consideration.

Land Rover upgraded the engines, suspension, and interior of the Range Rover last year. It’s now focused on special edition packages and options that can push the sticker price of a fully loaded model to $170,000, but even the lowliest Range Rover is among the most luxurious and exclusive SUVs in the world. Two 5.0-liter V-8 engines — one normally aspirated and one supercharged — provide plenty of power and consume fuel at the rate of 12 mpg in the city and 18 mpg on the highway. Range Rovers look distinguished and drive well, and the cabin ambience exudes an air of traditional British luxury. Outward visibility is excellent thanks to the abundance of large windows, a relative rarity in the modern automotive landscape. A new Autobiography Ultimate Edition model really pushes the price envelop by offering a teak floor in the cargo area, iPads for rear passengers, and customized interiors that can be crafted according to an individual buyer’s wishes. Exclusivity comes standard, simply because not many people are able to afford a Range Rover. It strikes a great balance between the capability of an SUV and the luxury that’s typically only found in the biggest and most expensive luxury sedans. If you can’t choose between these very different segments, the Range Rover won’t feel the least bit like a compromise.