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The new Range Rover: more details

  1. “Don’t change it. Just make it better”. This, after
    many hours in conversation, was apparently the brief from the core customer
    base for the new Range Rover. Not an easy thing to deliver, but this fourth
    generation of a British icon would seem to have done it.
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less
    and less camouflage, tonight Range Rover L405 finally stepped out in public for
    the first time at a glittering London event (a natural habitat for Rangeys
    these days, of course).
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to
    see the car close up. We knew the broad facts. Like the all-aluminium monocoque
    body that helps the new car come in a whopping 420kg less than the predecessor
    (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The
    new design and interior that continues the brand’s velocity into the luxury
    market. And some astonishing sales figures to live up to (last year 279,606
    people bought a Range Rover, more than ever before). But there were plenty of
    details to come: the new Range Rover is lighter, more refined, more capable
    off-road, and more frugal with fuel.
     
    Design director and chief executive officer Gerry McGovern’s maxim is that
    “democracy in design equates to mediocrity”, and he’s fiercely proud of his new
    creation. Seeing it next to its predecessor, it’s apparent that no other SUV
    has ever really made the third-gen Range Rover (first sold in 2002, remember)
    look dated. Until this one.
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly
    looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengthier than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic
    floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and
    are no longer functional). One excellent detail is hidden in the light cluster:
    a graphic on the main projector beams resembling a high performance camera
    lens.
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no
    better place to be’. A completely revised dash loses 50% of the switches from
    the current model. In the back, despite only adding 40mm to the wheelbase, leg
    room has grown by 120mm. It sat our 6’4” correspondent in complete comfort
    (which is certainly better than most planes). There’s also the option for
    executive two seat option at the back (with five types of massage), and you can
    also spec a 29 speaker Meridian sound system. The split tailgate is still present and
    correct, and is now power-operated.
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three
    choices of engine, including a new entry-level three-litre V6 diesel, which is
    good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with
    the 4.4 TDV8 from the current range, but with a considerable saving in weight).
     It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4
    litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0
    litre petrol V8 complete the range, with a diesel hybrid planned for 2013
    (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF
    auto.
     
    On the road, Land Rover sees its main rivals in terms of refinement as the likes of
    the Bentley Flying Spur, with wind and road noise best in class thanks to new
    suspension and sound-deadening, but this is still a proper off-roader (albeit
    one with a potential 18,000 different levels of personalization). Reportedly
    the Eastnor proving grounds had to be improved to offer it a proper challenge.
    Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and
    the wading depth is up 200mm to 900mm (the car now breathes through a funnel
    between bonnet and wing) . A new auto setting on the Terrain Response system
    will monitor conditions 100 times a second and temper the car’s response
    accordingly. And it will still tow 3,500 kg (or seven Olympic horses).
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by
    2020. And while many will head to China, this is good news for Britain. Its Halewood facility – responsible for the Evoque – is now on 24 hour production
    to meet demand, creating 1,000 new jobs. The new Range Rover will be produced
    in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of
    the current car. Will you be ordering one, like so many thousands of others,
    TopGear.com?  

  2. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  3. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  4. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  5. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  6. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  7. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  8. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  9. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  10. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  11. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  12. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  13. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  14. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  15. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  16. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  17. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  18. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  19. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  20. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  21. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  22. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  23. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  24. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  25. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  26. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  27. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  28. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

  29. “Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it. 
     
    After a daily litany of spy shots pinging into the TG.com in-box featuring less and less camouflage, tonight Range Rover L405 finally stepped out in public for the first time at a glittering London event (a natural habitat for Rangeys these days, of course). 
     
    Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
     
    Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 
     
    “It’s luxury, not bling. They’re polar opposites,” says McGovern. It certainly looks sleek, lower and longer (mainly because it is: 20mm less tall and a touch lengtheir than the car it replaces). There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
     
    The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 
     
    Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 
     
    On the road, Land Rover see their main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 
     
    Land Rover anticipate almost 22 million SUVs on the world’s roads by 2020. And while many will head to China, this is good news for Britain. Their Halewood facility – responsible for the Evoque – is now on 24 hour production to meet demand, creating 1,000 new jobs. The new Range Rover will be produced in in an all-new facility in Solihull.  

    Prices start at £71,295 for the entry-level V6 diesel, not far off the cost of the current car. Will you be ordering one, like so many thousands of others, TopGear.com?  

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