Land Rover Freelander 2 2.0 Si4 SE 2013 Review - International

Land Rover Freelander 2.0 Si4 SE auto

International Launch
Montreal, Canada

Most soft-roaders are just that; vehicles that look like hardcore bush-bashers but struggle when taken too far off the blacktop. Land Rover’s Freelander has always been a bit different; a compact, luxury SUV that feels equally at home around town as it does in the scrub.

More recently though, Land Rover’s entry-level model has been overshadowed (and outsold) by a raft of classier, upmarket rivals including BMW X3, Audi Q5, and Volvo S60. Not to mention Range Rover’s own funky new, Freelander-based Evoque.

To help redress this, Land Rover has updated the five-year-old Freelander II, adding some styling tweaks and improved comfort and luxury features borrowed from Land Rover’s premium Range Rover line-up.

But the biggest change for MY13 Freelander is the 2.0-litre turbo-petrol powerplant from the Evoque, which replaces the previous 3.2-litre six-cylinder petrol engine.

More powerful, more fuel efficient and slightly quicker off the line than its predecessor, the new 2.0-litre Si4 Freelander is only available here with six-speed auto and mid-spec SE trim, at $55,600 – $3090 more than the old six-cylinder model but still $1000 less than the equivalent 140kW turbo-diesel variant.

You do get more kit for the money, though, with new features including a rear-view camera for the standard five-inch touch-screen and a superb, new 11-speaker Meridian stereo. Unfortunately, you have to fork out an extra $2500 for the excellent, upgraded sat-nav system with bigger, seven-inch touch-screen.

Otherwise, the new petrol-powered Freelander presents as reasonably well-equipped compared to rivals, with very comfy and supportive leather seats (front and rear), fold-down front armrests, Bluetooth, multi-function leather steering wheel, climate-control and 18-inch alloys among the highlights.

If the previous in-line six-cylinder engine was praised for its sweet-revving nature, its 2.0-litre petrol replacement stands out for its refinement, perky performance and whisper-quiet demeanor.

Engine noise from the petrol engine is well suppressed, even at higher revs when barely a hint of a rorty engine note (or any other outside noise) is detected. The six-speed auto works well in combination with the 2.0-litre engine, kicking up or down eagerly and seamlessly and doing a good job of masking some minor turbo lag.

With an 8.8-second 0-100km/h time, the Si4 Freelander is marginally quicker than both turbo-diesel variants, although there’s a price for the silky smooth, effortless performance.

Aided by a single turbocharger, the petrol engine achieves maximum power of 177kW at 5500rpm, and 340Nm at an also relatively high 3200rpm. The lazier 140kW/420Nm turbo-diesel engine achieves peak power and torque at much lower revs – 3500rpm and 1750rpm respectively.

Land Rover quotes combined fuel consumption of 9.6L/100km (1.2L/100km better than the old six) for the petrol Freelander, but we had trouble matching this despite driving relatively cautiously on Canada’s ice and snow covered roads.

Of two petrol variants we drove, neither averaged any less than 13L/100km. Driven over a similar, treacherously slippery route, the 140kW turbo-diesel Freelander averaged a less wallet-draining 9.2L/100km.

Fitted with 19-inch wheels and low-profile winter-spec Continental tyres, the petrol-powered, Freelander impressed with a pleasant, bump-soaking ride over a variety of terrain.

There have been no upgrades to off-road equipment, but that doesn’t matter for a vehicle that was already best-in-class when the going gets tough. Armed with permanent four-wheel drive, a four-mode Terrain Response system, Hill Descent Control, 220mm of ground clearance and 500mm wading depth, the 1775kg Freelander breezed through a reasonably challenging off-road route through Canadian wilderness, comprising some deeply rutted, mud and snow-covered tracks.

It also passed with aplomb some dynamic driving tests on a snow and ice-covered race circuit, where switched to ‘grass/gravel/snow’ mode and with electronic safety aids and four-wheel traction at the ready, the Freelander retained mostly composed and heading for intended direction, despite some dramatic, hard braking, swerving and fast acceleration manoeuvres.

Inside, the Freelander’s previously ‘busy’ centre stack has been improved by the addition of a more premium feel, less cluttered, new dash and centre console. Switches replace the dial for the Terrain Response system and handy storage nooks with USB/AUX sockets are neatly concealed under a shutter in the console.

Also adding to the Freelander’s urban, upmarket appeal is the new intelligent electronic parking brake, which automatically adjusts brake force according to the gradient of the slope, keyless starting system, and excellent reversing camera.

Land Rover Australia doesn’t expect any increase in petrol Freelander sales with the new engine, with only 20 per cent of buyers expected to take up the new engine option. By offering a similar package and negligible drop in performance or refinement compared to the SE Si4, the $1000 dearer SE turbo-diesel Freelander remains the safe choice for those concerned about fuel costs.

The facelifted Freelander may have a bit more bling and offer better value for money, but it stills lack the X-factor of the Evoque and classy aura of some its German rivals.

However, for those who want a premium, practical, compact all-rounder that covers most bases, it continues to makes a lot of sense.

Note: Images of HSE model shown

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