* The Range Rover gains a powerful, refined, all-new TDV8 diesel engine for 2007 model year
* Cuts 0-60 mph (and 0-100 km/h) by over four seconds, but has the same fuel economy as the outgoing diesel (25.1 mpg combined average)
* Added technologies include Land Rover’s acclaimed Terrain Response, electronic park brake and electronic rear ‘e’ differential
* Improved cabin gains extra stowage, enhanced finishes and more effective air-conditioning – plus the option of cooled front seats
The Range Rover gets an all-new V8 diesel engine and a series of other significant enhancements for the 2007 model year. These latest improvements to Land Rover’s flagship include a revised cabin design and a host of technical upgrades, such as Land Rover’s patented Terrain Response system, which extends even further the vehicle’s impressive breadth of capability.
The technologically sophisticated, turbocharged 272 bhp/PS (200 kW) TDV8 diesel makes its debut in the Range Rover, and is one of the world’s most advanced engines. Like all Land Rover engines, it is lightweight, compact and extremely strong. Compared with the six-cylinder diesel it replaces, it is 54 per cent more powerful, delivers 64 per cent more torque, and yet has the same fuel economy.
"The TDV8 diesel is a great new engine, to power one of the world’s great vehicles – the most complete luxury 4x4," says Land Rover managing director Phil Popham. "Its balance of performance, refinement and economy is unmatched. We believe it makes the Range Rover an even more desirable vehicle, especially in strong diesel markets, and will appeal to many customers who’ve never considered a diesel before.
"Performance is similar to many more obviously sporty vehicles and fuel economy is comparable with a lot of petrol saloon cars. Yet the new Range Rover delivers so much more – great comfort, huge carrying capacity, awesome off-road capability and massive towing ability, all with exemplary refinement."
Acceleration is significantly improved, compared with the previous diesel engine: over four seconds has been cut from the 0-60 mph and 0-100 km/h times (now
8.5 sec and 9.2 sec respectively). Maximum speed is raised to 124 mph
(200 km/h), electronically limited. In addition, the TDV8 is up to 75 per cent quieter overall, more refined, and has improved brakes and handling.
The new engine is matched to the six-speed, state-of-the-art ZF ‘intelligent shift’ automatic transmission, already used on petrol Range Rover models. The suspension set-up is similar to that of the Range Rover Supercharged, delivering outstanding handling and ride comfort. Large Brembo front brakes are standard.
The two petrol engine options for the Range Rover introduced last year to wide acclaim – a 396 bhp/PS (291 kW) supercharged V8 and a normally aspirated
306 bhp/PS (225 kW) V8 – continue for 2007 model year.
The Range Rover’s outstanding off-road capability is enhanced by the addition of Terrain Response as standard for all 2007 models, together with a centre ‘e’ (electronic) differential and the availability of a rear ‘e’ differential. Terrain Response allows the driver to select one of five settings on the rotary switch, to suit the terrain. The vehicle’s electronic and mechanical controls are then optimised to tackle the specific conditions.
"Terrain Response improves absolute off-road ability while reducing driver effort: off-road performance has never been easier," says Phil Popham. "It benefits on-road driving too, and perfectly exemplifies Land Rover’s belief in offering the greatest breadth of capability in the class."
Other enhancements apply across the Range Rover line-up for the 2007 model year. The cabin gains better stowage space (including a new twin glovebox), an enhanced airbag package, a cleaner centre console design, an electronic parking brake, a new upper facia and substantially improved air-conditioning and ventilation. Switchgear and the audio system have been improved, and there are more extensive wood and metallic finishes, all contributing to an enhanced premium feel. Front seats now offer an optional cooling function, as well as a standard heating feature, and active head restraints contribute to improved safety.
"The most complete luxury 4x4 in the world is now even better," says Phil Popham. "The outstanding supercharged V8 and normally aspirated petrol V8 are joined by an equally impressive new diesel V8. It is an unbeatable engine range, reinforcing the Range Rover’s unassailable position at the very pinnacle of the luxury 4x4 sector."
ALL-NEW TDV8 DIESEL ENGINE BOOSTS PERFORMANCE & IMPROVES REFINEMENT
The Range Rover’s new TDV8 diesel engine builds on learning from the widely acclaimed TDV6, used in the Discovery 3 and Range Rover Sport. Delivering substantial improvements in both performance and refinement, its maximum power is increased by more than 50 per cent, at 272 bhp/PS (200 kW), compared with the outgoing straight-six diesel’s 177 bhp/PS (130 kW).
Maximum torque is an enormous 640 Nm (472 lb ft). This is maintained constantly from 2000 rpm to 2500 rpm, delivering effortless performance even at low engine speeds. Over 400 Nm of torque is available from just 1250 rpm – greater than the previous engine’s maximum torque of 390 Nm (288 lb ft).
Acceleration is similarly transformed, with the 0-60 mph time down to 8.5 sec from 12.7 sec (0-100 km/h now 9.2 sec, from 13.6 sec). The improvements continue right across the speed range. In the crucial 50-70 mph acceleration range (80-110 km/h), for example, the new diesel model is about 40 per cent faster. Top speed is an electronically limited 124 mph (200 km/h), up from 111 mph (179 km/h).
Twin variable nozzle turbochargers contribute to the huge torque of the V8 diesel, as does the relatively low 17.3:1 compression ratio. The 32-valve engine configuration allows for smooth high-revving, assisting performance and on-road refinement.
The engine exceeds EU4 emissions standards and fuel consumption is impressively low considering the performance: combined average fuel economy is 25.1 mpg (11.3 litres/100 km). This is comparable to that of many petrol saloon cars, in a vehicle that has the capability to cruise motorways, climb mountains, cross rivers, carry five adults in ultimate comfort plus an enormous amount of luggage, and has one of the highest permissible towing weights of any vehicle.
Although sharing many technologies with the TDV6, the 3.6-litre TDV8 has been designed from the outset to meet the refinement, torque characteristics and off-road needs of the Range Rover. It is not just a V6 with two extra cylinders. For example, the V6 has a bank angle of 60 degrees, while the V8 has 90 degrees – the best configuration for a V8’s balance and refinement.
As with the TDV6, the TDV8 uses a revolutionary Compacted Graphite Iron (CGI) block, which has much higher tensile strength than ‘standard grey’ cast iron, better fatigue strength than aluminium, and extraordinary stiffness. Its overall advantages in weight and strength mean the block can be lighter and smaller than those of rivals, making it astonishingly compact for such a large-capacity engine.
The block’s outstanding stiffness is a major factor in the refinement of the engine. The TDV8 is one of the world’s quietest and smoothest diesels, as well as one of the mightiest. Heads are cast in aluminium. The overhead camshafts – two per cylinder bank – are hollow to reduce weight, and actuate the 32 valves through roller-finger followers and hydraulic lash adjusters. The intake camshaft is driven by a simplex bush chain, the exhaust camshaft by near-silent gearwheels. The intake manifold – made from lightweight injection moulding – and cylinder heads employ Land Rover’s intake port deactivation technology, to optimise swirl across the full engine speed range.
The new TDV8 is designed not just for day-to-day road driving and high-speed motorway or autobahn cruising, but also for river wading, dust, mud and the steep angles necessary for class-leading off-road capability. As with all Land Rover products, the new Range Rover TDV8 must be able to drive through 45-degree gradients and traverse 35-degree side slopes, as well as wade through water 500 mm deep.
The 90-degree V8 configuration means the twin turbochargers are sited low in the engine. At extreme angles, there is a risk that either turbo may be below the sump level, restricting oil flow. So a new, patent pending, vacuum lubrication system has been developed to ensure full flow of oil at all times to the critical turbochargers, even on the most severe side slopes. No other turbo V8 has anything like the all-terrain versatility of the Range Rover’s new engine.
The variable nozzle turbochargers – one per cylinder bank – have small turbine wheels, for excellent response. Their variable nozzle design boosts not only response, but also low-end torque and top-end power. No wastegate is necessary, improving refinement and boosting the progressive driving characteristics of the engine.
Common-rail injection technology improves refinement, power and economy. Fuel is injected at up to 1700 bar (more than 24,000 psi), about 30 per cent higher than in previous-generation common-rail fuel systems. Incredibly accurate Piezo injectors provide highly efficient combustion, very low particulate emissions and instant power on demand. They also reduce combustion noise, improving refinement.
Despite the phenomenal performance, this is one of the world’s quietest diesels. Noise, at both idle and full load, is extremely low.
"Compared with the outgoing Range Rover diesel, the new engine is up to 75 per cent quieter, a huge improvement," says Al Kammerer, product development director for Land Rover. "In both qualitative and quantitative measures, the new diesel is very similar to the V8 petrol engine – a tremendous achievement."
The noise levels are so low that Land Rover engineers had to target other sources of engine noise normally masked by combustion noise. Extraneous sounds are dampened by a comprehensive acoustic system, including a glass-reinforced nylon engine cover and sound-deadening rubber-mounted covers encapsulating the fuel injectors, to ensure that injection noise goes unnoticed.
Given the TDV8’s exceptional standards of performance and refinement, it would be easy for people to mistake it for a petrol engine. So Land Rover has developed a new, patented device for the TDV8 fuel filler neck, to avoid the risk of inadvertent fuelling with petrol.
The new TDV8 diesel engine is matched to the latest-generation ZF six-speed automatic electronically controlled transmission, which offers extra smoothness and response. The CommandShift facility allows for manual gearchanges, improving the dynamic nature of the driving experience when required. Low-range is also provided, for extreme off-roading and heavy-duty towing.
Both the new gearbox and transfer box have a wider ratio spread than the outgoing units. Together, these provide for a 12 per cent lower first gear, giving better off-road control and power, while the top gear is now 28 per cent higher, to consolidate the benefits of the new engine’s excellent refinement and economy.
This latest Land Rover diesel engine was developed specifically for Range Rover, jointly by Land Rover and Ford engineers. It is built at Ford Motor Company’s high-tech diesel engine facility in Dagenham, England.
IMPROVED CABIN BOOSTS STOWAGE SPACE & PREMIUM QUALITY
All 2007 Range Rovers have revised cabins, to improve storage space and further increase the premium ambience.
"Most of the changes are very practical, designed to enhance day-to-day living with the vehicle," says Land Rover’s design director Geoff Upex, "with much improved stowage and better siting of controls. The vehicle is now equipped with twin gloveboxes and higher quality centre console storage and cupholders. The new electronic park brake and off-set gearchange are better oriented towards the driver.
"The facia is all new – to meet the latest safety standards – so we’ve taken the opportunity to refine the highly regarded architectural design theme, increasing both luxury and craftsmanship. The new facia design also improves the renowned Range Rover ‘command view’ driving position."
The smart new door casings feature more extensive use of wood. Instruments have new graphics and the bezels now have a richer alloy finish. The centre console switchgear has been redesigned to improve both functionality and its tactile appeal.
The front seats are new too, and now offer the option of a cooling function, as well as the standard heating feature. For an even quieter interior, the Range Rover now gains acoustic laminated windscreen glass, reducing transmitted exterior noise by up to 6 dB.
An enhanced airbag strategy relocates the side airbags, formerly in the doors, to the seats, to improve cushioning in the event of a side impact. A driver’s side inflatable knee bolster is also added to all models, and the passenger front airbag has been redesigned.
The air-conditioning system has been comprehensively revised, to offer improved cooling, better airflow distribution, lower noise and greater comfort levels. The new 9 kW evaporator (replacing a 7.8 kW version) enables 15 per cent more heat to be removed from the cabin. In addition, new centre top vents help improve ventilation for front-seat occupants, and lead to a significant reduction in airflow noise at high fan speeds.
TERRAIN RESPONSE & ‘E’ DIFFERENTIALS BOOST OFF-ROAD PROWESS
Technical upgrades for the Range Rover at 2007 model year include the addition of Terrain Response, Land Rover’s patented technology to make off-road driving easier. Terrain Response allows the driver to choose one of five terrain settings via a rotary control, located on the newly redesigned centre console of the Range Rover.
Terrain Response then implements the most appropriate settings for the vehicle’s many advanced electronic controls and traction aids, including ride height, engine torque response, Hill Descent Control, electronic traction control and transmission settings.
The five Terrain Response programmes optimise the vehicle set-up for virtually any on-road or off-road driving conditions:
* General driving
* Grass/gravel/snow (for slippery conditions on-road as well as off)
* Mud and ruts
* Rock crawl
The rear ‘e’ (for electronic) differential is also new for the 2007 model year. It is standard on the Range Rover Supercharged, and available as an option on both the diesel and the normally aspirated petrol engine. It improves on-road handling and off-road dexterity. All models have a centre ‘e’ differential.
Suspension settings and brakes have been upgraded for the TDV8. Competition-bred Brembo front brakes are standard, identical to the high-performance ones used on the latest Range Rover Supercharged. Revised spring and damper rates have been selected, to replicate the same ride and handling characteristics as on the supercharged model. 19-inch wheels are standard on the TDV8, with a 20-inch wheel and tyre option also available.
An electronic park brake replaces the space-consuming conventional hand brake lever in the centre console area. It is engaged by a simple pull of a switch. It is disengaged automatically when the vehicle moves off, or can be released manually.
THE RANGE ROVER: THE WORLD’S MOST COMPLETE LUXURY 4x4
The original Range Rover was the world’s first luxury 4x4 when it was launched in 1970. There have been three new distinct versions, with the most recent model unveiled in 2002. Since the release of the latest version, sales of Range Rovers have been running at record levels.
The 2007 model year upgrades come on top of a number of major improvements for the 2006 model year, when two new petrol engines were introduced. Both give
better performance and greater fuel economy than the single V8 they replaced. The flagship model uses a 396 bhp/PS (291 kW) 4.2-litre supercharged V8, which is 35 per cent more powerful than the previous engine, has over 25 per cent more torque – which contributes to refinement and ease of driving – and is about 1.5 seconds quicker from 0-62 mph (100 km/h).
The other V8 is the normally aspirated 306 bhp/PS (225 kW) 4.4-litre engine, also quicker, more refined and more economical than the previous engine.
For the Range Rover, these two Jaguar-derived engines were specially developed to offer more torque at lower revs. For tough off-roading, the engines can operate at more extreme angles and have enhanced protection from dust and rocks. They are also better water-proofed for Land Rover’s tough wading requirements.
"Supreme breadth of capability is a hallmark of the Range Rover," says Land Rover managing director Phil Popham. "It inspires a sense of confidence no matter what the conditions. The latest Range Rover offers effortless performance, irrespective of terrain, and has better on-road performance than ever before, both in handling and straight-line speed.
"The new TDV8 model has the finest blend of performance and economy ever offered on a Land Rover vehicle. It is faster, quieter and more refined than any diesel engine in our history, and is exactly the right powerplant to underline the Range Rover’s reputation as the world’s most complete luxury 4x4."
* Antonov releases technical information and additional pictures
* First deliveries target high performance US tuner market
* Low cost device ideally suited to high volume car production
* Meets the need for engine downsizing which can deliver less CO2 emissions
The world’s first two-speed supercharger drive system to enter series production has been demonstrated this week to analysts, journalists and shareholders by Antonov; a pure research and development company, which licenses its automotive technology to vehicle and component manufacturers.
Antonov has appointed Wheel to Wheel Powertrain Inc. as its US distributor and Neue ZWL Zahnradwerk Leipzig GmbH as its manufacturing partner to produce the first production units destined for the US tuner market.
"Antonov has invested over many years in developing a strong and broad intellectual property portfolio," commented John Moore chief executive Antonov Automotive Technologies. "Since January 2005, Antonov’s strategy has been based on a clear understanding of how to get past the substantial entry barriers of the automotive industry. The two-speed supercharger drive fully demonstrates the potential for the Antonov Mechanical Module and a range of further applications is now being pursued."
This first ever commercial application of Antonov technology derives from the company’s original concept for a compact, lightweight and low cost automatic transmission. A small two-speed version of the gearbox applied to a supercharger is not only novel but also highly relevant to the trend to downsize engines by carmakers needing to reduce CO2 emissions. This downsizing trend creates the potential for high volume production of superchargers, which meet the technical need for forced induction as well as market expectations that driveability and performance will not be compromised by smaller engines.
While the high volume potential for the device lies in its ability to enable engine downsizing on a large commercial scale, a supercharger with variable drive can also boost the performance of high performance vehicles. Hence the initial release of the device into the buoyant US tuner market, which exposes the first production units to a high performance environment and track racing conditions.
This strategy of selling to the world’s largest market for tuner products is important to Antonov while in discussion with vehicle manufacturers and Tier 1 suppliers interested in high volume applications. It demonstrates the product is robust, fully developed and readily available technology. Several unnamed carmakers already have the device under evaluation. The Antonov drive system can also be applied to the engine crankshaft front end pulley and truck engine oil pump; additional applications now under evaluation.
Weighing 3.9kg the supercharger drive system is not only lightweight but efficiently designed with a length of 149mm (5.9 inches) and diameter of 170mm (6.7 inches). At engine speeds below 4,200rpm the device provides a gear ratio of 1.36-to-1. Above this speed the drive is direct. The mechanism is entirely self-changing with no electronic, hydraulic or pneumatic control systems and the shift point, which can be set to any desired engine speed, is highly consistent. The drive can be retro-fitted to Rotrex C15, C30 and C38 superchargers.
Demonstrated in a Ford Mustang GT, the Antonov two-speed supercharger drive system increases power at the rear wheels by 58bhp and delivers 55lb.ft additional torque at engine speeds up to 4,200rpm. The 0-60mph time is reduced to 5 seconds compared with 5.2 seconds in the standard GT; while the standing quarter mile is reduced to 12.9 seconds (versus 13.9 seconds) and the quarter mile terminal speed increased to 112mph (versus 101mph).
Following its demonstration to European stakeholders and observers, the Mustang will be shipped to North America to feature in the Hot Rod Power Tour, presented by GM’s performance division.
The two speed variable drive was also demonstrated at the Zandvoort race circuit in a Chevrolet Lacetti as a representative example of its potential application to the mainstream car market.
The Antonov Mechanical Module two speed drive system enables a centrifugal pump supercharger to be better matched to the engine. By driving the supercharger faster at low engine speeds, higher boost pressure can be obtained to provide additional low speed engine torque. As engine speed rises the unit automatically changes up to enable the supercharger to continue to operate effectively at higher engine speeds. The ability of the mechanism to operate as a passive device without the need for additional external control or hydraulics offers low cost, high efficiency and simplicity of application.
Essentially a small automatic gearbox, the compact Antonov drive system effectively extends the engine torque curve delivered by a centrifugal pump supercharger. This type of supercharger is in itself more compact, less complex and less expensive than a positive displacement supercharger, but in comparison cannot offer the same torque output at low engine revs. The addition of an Antonov drive system, however, boosts the engine torque available to exceed even the performance of a positive displacement blower. In addition, the torque curve can be tuned so that a smaller displacement engine matches exactly the performance of a much larger naturally aspirated unit.
Antonov anticipates demand for the drive system will come from carmakers needing to downsize engines in pursuit of better fuel efficiency and reduced CO2 emissions. The trouble with smaller displacement engines is the loss of low end torque; hence the need to compensate through forced induction to restore the driveability of the vehicle and its engine performance characteristics. Many industry pundits consider the trend to smaller engines unavoidable in pursuit of improved powertrain efficiency and the ultimate market potential therefore could be as high as 100 million engines annually reflecting global vehicle production forecasts over the next 10 to 20 years.
A pure research and development company, Antonov expects to license the technology to high volume clients either directly or through their Tier 1 suppliers. Antonov can manage the initial manufacture and supply of up to 10,000 units annually through its production supply partner Neue ZWL Zahnradwerk. However the plan is for much lower preliminary sales growing to around 4,000 units over the next three years. Located near Leipzig, Neue ZWL, has a history of 100 years in the manufacture of transmissions and gearbox components.
* L200 judged ‘Best Pick-Up’ in Commercial Fleet World Honours
* Market leader’s position endorsed by industry experts
* New L200 scoops second industry award this month
Mitsubishi Motors UK has been presented with the Best Pick-Up award in the 2006 Commercial Fleet World Honours. Beating off all opposition in its class, the new L200 pick-up was announced as the category winner at a high-profile awards ceremony held at the Royal Automobile Club in London’s Pall Mall.
The Commercial Fleet World awards are presented annually to motor manufacturers and service companies which, in the opinion of the judges, have achieved the highest possible level of excellence in their sector.
Judging was carried out by a panel of leading industry experts and members of Fleet World magazine’s editorial team. Each vehicle was carefully assessed on a variety of categories, including quality, reliability and operating costs.
Commenting on the award, Commercial Fleet World editor John Kendall said, "Mitsubishi has done for the pick-up sector what Ford has done for panel vans.
"With the new diesel engine, the new L200 has the performance to match its bold new looks, while fuel consumption is much improved," added Mr. Kendall. "There’s a broad range of specifications, from the no-nonsense 4Work models, to the Elegance – designed to woo SUV drivers. The interior is as radical as the exterior, with a dashboard that has far more in-keeping with a car than a pick-up truck. It’s hard to see how the new L200 can fail."
Jim Tyrrell, Managing Director of Mitsubishi Motors UK responded, "Winning a Commercial Fleet World award reinforces our credibility even further in the fleet market, an endorsement which is very important to us. Mitsubishi has been market leader in this sector for the past five years and judging by the reaction to the all-new model, we will remain number one for many years to come."
The Commercial Fleet World Honours come just three weeks after Mitsubishi took 2006 Pick-Up of the Year at Professional Van & Light Truck Magazine’s award ceremony. Having been on sale for only eight weeks, taking victory in both these industry awards is testament to just how highly the new L200 is regarded.
The L200 continues to out-sell its rivals, with sales exceeding 3,500 units since its introduction in March. Mitsubishi expects to sell over 12,000 of the new model this year in addition to a further 5,000 of the highly successful previous version.
A new and more powerful turbo tops the wish list of motorists according to a new survey into motoring habits.
Car modification continues to rise and, not surprisingly, men aged between 26 and 30 years old are the keenest on a performance boost for their car.
The survey, carried out by leading performance specialist Turbo Dynamics reveals the top five modifications which motorists would like on their own cars.
"We are delighted to see turbos top the list and together with interior modifications and tuning upgrades motorists will see a huge difference to the look and performance of their car whether it is a new or older model,’’ said Peter Marsh, boss of Turbo Dynamics.
The survey revealed that 53 per cent of those questioned would opt for a more powerful turbo, with a new interior look and engine tuning not far behind.
"The increase in motorsport activities such as drifting and track days is a factor in the current trend of people wanting more power,’’ said Peter. "But it’s not just owners of new cars who want a power upgrade and developments we have been working on means that it is increasingly affordable for owners of older cars to have a retro turbo fitted.’’
And while young male drivers are the largest category of motorists who place power as a priority, the survey also highlights the rising number of women who appreciate the allure of power.
Geographically, the south’s motorists are among the most likely to have modified their car in terms of power upgrades compared to drivers in the north who place a higher priority on looks rather than performance.
The HQ of West Brecon Cave Rescue Team was broken into on the night of May 14/15 2006.
The team's emergency response Landrover Ambulance was stolen along with an amount of specialist rescue equipment, radios, etc. Access was gained by pick-axe through the front doors.
The team is working to return itself to 100 percent operational efficiency although without the specially equipped Landrover there are substantial problems to overcome - the theft could potentially put lives at risk. Initial assessments put the cost of the theft at £40,000+, much of which had been raised through charitable donations and grant funding.
The Police are on site and investigating.
Should any person be offered any suspicious items they are asked to contact the Police.
The West Brecon Cave Rescue team, a voluntary 999 organisation has
just had their white Landrover stolen. If they haven't repainted it
already, it has CAVE RESCUE in big letters down the side, and it's
registration is X338 DCY. If anyone spots it, please contact the
Information lifted from West Brecon Cave Rescue and from an email.
Gaydon, Warwickshire, 11 May 2006 – Starting today The Royal Windsor Horse Show (11 – 14 May), in partnership with Land Rover, will be continuing the Queen's 80th birthday celebrations.
Land Rover has been a sponsor at Royal Windsor for a number of years and returns in 2006 to sponsor the internationally regarded show, with the main event being The Land Rover International Carriage Driving Grand Prix – a competition in which His Royal Highness, The Duke of Edinburgh, has been a regular participant.
Founded in 1943, the first show was attended by the key members of the Royal family including King George VI, Queen Elizabeth (the Queen Mother) and the two princesses, Margaret and Elizabeth.
To assist the celebration of the Queen's 80th birthday, this year Land Rover will provisionally provide over 60 vehicles including the Range Rover Sport,
Discovery 3, Range Rover and Defender to support judges and officials during The Carriage Driving Grand Prix, doctors, vets, sponsors, police and stables managers together with a shuttle service for VIP's and FEI delegates who help the day-to-day running of the event.
Andy Griffiths, marketing director, Land Rover UK added: "We are very proud of our continued association with Royal Windsor – and this year promises to be the best event ever. What a perfect way to be a part of the special birthday celebrations for Her Majesty."
In addition to the complete range of Land Rover vehicles on display during the event there will also be the chance for visitors to take a ride on the 'Terrapod', a unique off-road obstacle course designed to demonstrate safe on and off-road driving skills.
The show's action packed programme will include an International Grand Prix featuring Britain's top showjumpers, Nick Skelton and Michael Whitaker, a dressage spectacular on Thursday evening, displays from The Prince Philip Cup, Shetland Pony Grand National and The Musical Drive of The King’s Troop, Royal Horse Artillery.
* First pictures of Vauxhall’s stylish new SUV
* Intelligent four-wheel drive to give car-like dynamics
* To debut at Paris Motor Show in September
These are the first pictures of the car which will mark Vauxhall’s return to the booming 4x4 market – the Antara. The five-door, five seat SUV will make its world show debut at the Mondial de l´Automobile in Paris at the end of September.
With its stylish looks and high ground clearance the Antara has all the attributes demanded by customers in this burgeoning sector, and yet its external dimensions are only fractionally larger than an Astra estate at 4570mm long and 1850mm wide.
The interior offers plenty of room too, thanks to its car-like monocoque body structure, transversely mounted engines and a compact four-wheel drive system.
The Antara’s interior styling and quality will also be a pleasant surprise to buyers in the sector. Sporty contoured seats, large, well-designed instruments and a centre console with easy-to-read info display give the cockpit a driver-oriented layout, and the fit and finish is expected to set a new benchmark for the class. As with other Vauxhalls, technology such as sat-nav and Bluetooth phone connectivity will be available from launch.
The first cars to arrive in the UK – and the biggest selling version of the Antara – will be powered by an all-new highly fuel efficient 2.0-litre common-rail turbodiesel producing 150PS. Both manual and automatic gearboxes will be available.
A 141PS four-cylinder petrol unit will join the range shortly after launch to become the entry-level model.
All versions of the Antara will feature a sophisticated active four-wheel drive system, which combines the fuel economy and handling characteristics of a front-wheel drive car with the grip and stability of all-wheel drive when it is needed.
It features an electronically controlled electro-hydraulic differential which ensures optimal torque distribution between the front and rear axles in all situations. The drivetrain is fully integrated into the ABS and ESP systems, enhancing vehicle control ®
and active safety. To further improve performance on rough terrain, the Antara features an electronic device to enable the car to be driven safely on steep descents at a constant speed.
The UK launch date will be announced nearer the official show debut in September.
When was the last time you sounded your horn? Many drivers rarely sound their horn at all, because they feel that it can be interpreted as being aggressive. The danger of this is that if an emergency were to occur, they may have difficulty actually finding it. On the other hand, some drivers seldom go through the day without sounding theirs.
Typical reasons drivers have for sounding the horn include, reminding the driver in front that the traffic lights have now changed to green and they should get moving or to blast someone for pulling out in front of them. In other words, for correcting another drivers mistakes.
In fact, the whole purpose of the horn is to warn other road users of your presence. They may not have noticed you or simply cannot see you. Either way, this represents a risk. In the example above, where a driver pulls out in front of you, the horn should be sounded before the other driver pulls out (so that you can prevent it) rather than after they have pull out (as a rebuke).
Ideally you should consider sounding your horn on approach to any hazard. This does not mean of course that you actually have to use it each time, just consider it. Generally speaking, the best time to sound your horn is after you have already adjusted your position and speed for the hazard. At this point the horn serves as a warning instrument when you have already minimised the risk (you still have other options available to you if necessary). This is preferable to sounding your horn and hoping the other driver reacts correctly. If they don't, you may not have enough time or space to stop. Sometimes children, the elderly or those with a hearing disability may not hear you at all.
You should adjust the length of the horn note to suit the particular circumstances at the time. As a general rule, the closer you are to the hazard, the shorter the note to be used because you don't want to startle someone. On the other hand, if you are well back from the hazard or if there is less chance of the horn being heard because of background noise or at higher speeds, a longer note could be considered. In situations where you are not able to see other road users such on approach to blind bends or hump back bridges, a long horn note may be appropriate. Either way, the overall principle is that the other road user should have time to hear the horn, recognise the risk and have time to react. Use your horn as you would your own voice and you won't go too far wrong.
Issued by the IAM Press Office. For any further details, please contact the IAM Press Office
Nissan’s Pathfinder is having a busy month. First it was off to Larzac in Southern France to collect the ‘4x4 of the Year’ award from French magazine 4x4. Then Euro NCAP announced that the Pathfinder achieves a four-star rating for adult occupation protection making it one of the safest SUVs available. And now Nissan by coincidence has revised the entire Pathfinder line-up and cut prices by as much as £3065. Plus the company is giving away £2000 worth of Technology Pack on the new Pathfinder Sport. So given the close timings, forgive the one news story covers all.
Firstly those range changes. In place of the old S, SE, SVE and T-spec line-up, the Pathfinder now comes in three varieties: Trek, Sport and Aventura. The new, and according to Euro NCAP, four-star Trek is equivalent to the out-going S … except at £22,995 it’s £1550 less. The Trek still comes with all the same equipment, though, such as Nissan’s boldly going ALL-MODE 4x4 system, 17" alloy wheels, dual-zone climate control and CD player. And powered by a 174PS 2.5 dCi motor, it must be one of the best value larger 4x4s in the known universe. Except for the Pathfinder Sport, that is.
Replacing the SE, the Sport adds seats for seven (the rear five of which fold into the floor), roof rails, rear privacy glass, 6CD in-dash autochanger, remote audio controls, heated door mirrors and a centre console with lid. It also gets as part of Nissan’s current offer, £2000 worth of DVD Europe-wide satellite navigation system, colour rear view camera, premium audio with MP3 compatibility, Bluetooth mobile phone connectivity, voice activation for navigation and phone, cruise control, Intelligent Key system, automatic headlamps and rain-sensing windscreen wipers. Almost forgot the illuminated vanity mirrors which are as good for discrete observation of children seated behind as they are for arranging one’s hair. And at £25,595, it’s all for just £2600 more than the Trek.
The Pathfinder range, like the Navara and X-TRAIL, is now topped by the Aventura. It’s as well equipped as the previous T-spec but at £28,595 for the economical 2.5 dCi and £30,895 for the fast moving 4.0 V6, the new Aventura is between £2610 and £3110 more affordable. In addition to the Sport’s football season rivalling features list, the Aventura gets yet more to cheer about: wipe-clean leather upholstery, heated and electric front seats, xenon headlamps, an electric glass sunroof, side steps, and separate aircon controls for the rear seats ensuring a cool crew whatever the adventure. And the Pathfinder is capable of loads.
It features a robust body-on-frame design with the latest version of Nissan’s acclaimed ALL-MODE electronic four-wheel drive technology, a system that’s as easy to use as it is sophisticated. In normal road conditions, the Pathfinder behaves like a rear-wheel drive estate. However, should conditions worsen, additional drive to the front wheels is automatically engaged. It also incorporates ESP to stop the car getting into a skid and traction control. Coupled with a lower centre of gravity than its rivals, these systems make the Pathfinder a safe and easy car to control.
But despite its authentic SUV credentials, the Pathfinder is not a huge off-roader. At 4.74m long and 1.86m tall (including roof rails), it’s shorter than a Vauxhall Vectra Estate and little higher than a Chrysler Voyager MPV. Similarly the advanced 2.5-litre common rail diesel that powers the 174PS Pathfinder dCi is one of the more efficient large capacity engines on the market. It generates 238 g/km of CO2 emissions and returns 31.4mpg on the combined cycle.
The new Pathfinder range is on sale now. Given the revised prices, Nissan is hoping its next few months will be just as busy. Mitsubishi, Toyota and possibly even Land Rover will be … revisiting their price lists, that is
* Totally new Daihatsu Terios 4x4 on sale in early May
* Considerably bigger than before with new 1.5 litre engine
* Genuine off-road ability – full-time 4WD with diff-lock
* Stylish, convincing SUV design but compact and agile
* ‘Politically Correct’ fuel economy – 40.4 mpg Extra Urban
* Lowest exhaust emissions in class at 186 g/km
* Four-door, five-seat body with space for mountain bike
* Outstanding specification includes air-conditioning, power-steering, anti-lock brakes with electronic brakeforce distribution, full-time four-wheel drive with centre diff-lock, driver, passenger and side airbags, three rear-seat three-point seatbelts, radio/CD player, four electric windows and reverse parking sensors
* Priced from £12,995 OTR for Terios 1.5 S manual
* Terios 1.5 SX manual at £14,295 and 1.5 SE automatic £14,995
* Low insurance Group 7D for Terios 1.5 S
Daihatsu’s striking new – and considerably larger – Terios 4x4 sport utility goes on sale in early May, heralding an exciting new direction for the Japanese compact car specialist.
The Terios follows on from last year’s new Sirion in offering a strong European flavour to its styling, packaging and dynamics.
As a result, Daihatsu aims to boost European sales from the 32,000 of 2003 to 80,000 in 2008.
And so confident is parent company, Toyota, of the new Terios’s appeal that it plans to sell 1,500 per month of its version in Japan, badged ‘Rush’.
The home-market Daihatsu equivalent is named ‘Be-go’ with a monthly goal of 500 units.
Traditionally its best seller, Daihatsu expects the new Terios to regain this position although there are already worldwide supply constraints due to its success in Japan.
The new Terios UK line-up will comprise the Terios 1.5 S – initially available in Black Mica only at £12,995 on-the-road, the higher-spec 1.5 SX at £14,295 OTR – expected to be the best-seller – and the 1.5 SE automatic at £14,995 OTR.
The latter two models are offered in Black Mica, Blue Mica, Grey Metallic, Silver Metallic or Red with these colours becoming available on the Terios 1.5 S from August.
A low insurance rating of Group 7D for the Terios 1.5 S and 8D for the SX and SE will further add to its appeal.
Dynamic Design, Convincing Credentials
Arguably the most stylish small 4x4 on the market, the totally new Terios has a dynamic, fun-to-drive appearance with strong off-road styling cues yet short front and rear overhangs, a long wheelbase and especially wide tracks and body width.
Its roomy, four-door, five-seat body succeeds in being compact yet practical, avoiding the bulk, high fuel consumption and negative image of some 4x4s.
Designed to appeal to young families and older people seeking the traditional 4x4 qualities of visibility, bad-weather traction and versatility, the new Terios also offers small car running costs and manoeuvrability.
Its turning circle is a tight 9.8 metres (kerb-to-kerb) for the S and SE and a still hatchback-like 10 metres for the bigger-tyred SX while the SX body length is between that of the new Renault Clio and larger Megane.
Compared to the previous model, the new Terios 1.5 SX is 230 mm longer at 4,075 mm and a significant 190 mm wider at 1,745 mm. It is 45 mm higher but purely because of its standard roof rails. The entry-level ‘S’ model – which lacks roof rails – is actually 5 mm lower than before.
Greatly boosting the new Terios’s tough, stable stance are front and rear tracks measuring 1,450 and 1,480 mm respectively – a massive 145 and 170 mm greater than before. Meanwhile, the wheelbase – at 2,580 mm – grows by 180 mm.
Complementing this are especially large 16 ins wheels for all models with either 215/65R tyres for the entry-level Terios 1.5 S manual and higher-spec SE automatic or beefy 235/60R tyres for the manual SX.
The versatile interior offers mid-sized hatchback passenger space with a clever split fold-and-tumble rear seat which liberates a 1,290 mm maximum floor length – long enough to take a mountain bike.
Even with the rear seat in use the 380 litre capacity boot is capable of taking four 45" golf bags, four vertically-stacked mid-sized suitcases or a typical baby buggy. Most models also have load-floor securing hooks.
Typical of Daihatsu’s attention to detail in order to make the new Terios practical to own is the floor design.
This features a small drop between the carpet and sills, making it easier to brush out dirt during cleaning. The sills themselves are wide, reducing the risk of sandals or high-heeled shoes from getting caught when entering or exiting the car.
Another common-sense idea is the rear passenger door hinges which open in increments of 41, 60 and 77 degrees. This allows people to get in and out more easily, especially in tight spaces or when holding a child.
The luggage compartment floor height is 640 mm which – helped by the wide-opening side-hinged door, allows luggage to be loaded and unloaded without having to bend the knees or waist.
Sprightly, Efficient Powertrain
Based on the Sirion’s 1.3 litre DOHC 16-valve petrol engine, the new Terios has a larger 1.5 litre capacity, producing 105 PS at 6,000 rpm and a flexible 103 lb. ft of torque at 4,400 rpm.
Its standard Dynamic Variable Valve Timing (DVVT) enhances low-speed pulling power and high rev throttle response by maximising combustion efficiency. It also boosts fuel economy and lowers exhaust emissions.
The new Terios’s engine – with the same 72 mm bore as the 1.3 litre but a longer 91.8 mm stroke – is both lively and flexible, requiring fewer gear-changes to make sprightly progress.
For example, its torque curve is virtually flat between 3,200 and 4,000 rpm – the most frequently used rev-range in normal driving.
Top speed for manual models is almost 100 mph and over 93 mph for the automatic, while the 0-60 mph times are 12 seconds for the Terios 1.5 S, 12.2 seconds for the 1.5 SX and 13.6 seconds for the automatic 1.5 SE.
The Terios 1.5 S manual records 29.1/40.4 and 35.8 mpg on the Urban/Extra Urban and Combined Cycles.
Not far behind is the Terios 1.5 SE automatic at 26.6/39.8 and 33.6 mpg on the Urban/Extra Urban and Combined Cycles.
Both manual and automatic models have a low CO2 reading of 186 g/km and 196 g/km respectively.
In fact, the Terios 1.5 S has the best CO2 reading of any four-door 4x4 – diesel included – and comfortably beats rivals such as the Suzuki Grand Vitara, Mitsubishi Shogun Pinin and Honda HR-V.
The short-throw five-speed manual gearchange is light and slick, while the four-speed automatic is both quick-reacting yet capable of selecting a higher gear during more gentle driving, aiding fuel economy and refinement.
Meanwhile, all new Terios models have a full-time 4WD system with a fixed 50/50 front to rear torque-split and centre differential which eliminates axle wind-up - the phenomenon of the steering becoming increasingly heavy on full-lock.
Because of this 50/50 torque split, high-speed stability and slippery surface traction is greatly enhanced compared to most rivals. These models are usually rear-wheel drive with selectable 4WD or effectively front-wheel drive, only calling on 4WD when sensors detect wheelspin.
A fascia-mounted switch activates the electronically-controlled differential-lock. This further aids traction in mud or deep snow, while short front and rear overhangs and a 190 mm ground clearance also signal serious off-road ability. The new Terios has a front approach angle of 38 degrees with a rear of 37 degrees.
The compact engine is mounted in-line, followed by the gearbox. A centre differential transfers torque to both the front and rear axles via two separate propeller shafts.
Sporty Handling From New Chassis
The new Terios benefits from a totally new monocoque platform with a revised chassis tuned for car-like, confidence-inspiring handling with vastly improved ride and stability compared to the previous model.
Aided by its considerably wider front and rear tracks, the new Terios features front MacPherson struts, lower wishbones and an anti-roll bar.
The five-link rear suspension has variable-rate coil springs and near vertical rear shock-absorbers which improve damping and therefore comfort, pitch and roll.
Compared to the old Terios, the front anti-roll bar is of a new design, the revised hydraulic power-assisted rack-and-pinion steering gear achieves excellent accuracy and feel, while the bump stops better control axle articulation.
In addition, an increased shock-absorber rebound stroke improves rough terrain driveability.
At the rear, a new lateral rod reduces axle squirm and benefits refinement, a newly-designed upper control arm enhances stability, a new shock-absorber reduces brake judder and a longer suspension stroke improves ride comfort.
Other rear suspension improvements include a more compact design resulting in a lower boot floor and a new design of spring and lower control arm which reduces rear differential noise.
Outstanding Safety Measures
The new Terios has outstanding safety measures with in-house tests giving results equal to an NCAP 4-Star occupant protection and 3-Star pedestrian protection.
Crushable structures are used at the front and rear of the body with the cabin itself made stronger to minimise occupant injury. To protect from side-impacts, the front floor cross-member, tunnel, sills, B-posts and roof-side rails are all strengthened to secure occupant survival space.
As for pedestrians, the front bumper and bonnet are designed to minimise injury to the head and thigh with a shock-absorbing structure built into the bonnet.
High-power seatbelt pretensioners are standard while special pads are installed to reduce injury to occupant knees, torso and lower legs. The pedals are also designed not to intrude during an impact.
Both driver, passenger and side airbags are fitted and the standard four-channel anti-lock brakes (ABS) also feature electronic brakeforce distribution (EBD) which maximises stopping power and minimises skidding.
Every new Terios model has an outstanding equipment tally with the entry-level Terios 1.5 S featuring air-conditioning, power-steering, ABS with EBD, full-time four-wheel drive with centre diff-lock, driver, passenger and side airbags, three rear-seat three-point seatbelts, radio/CD player, four electric windows and reverse parking sensors.
Expected to be the best-seller, the Terios 1.5 SX adds, for example, alloy wheels with 235/60R tyres, two-tone wheelarch extensions and side-skirts, roof rails, multi-information display, front fog-lamps, smoked ‘privacy glass’ for the rear side doors and rear window, leather trimmed steering wheel, electric windscreen de-icer and door mirrors and various AC sockets and load-restraint ties.
The automatic transmission-only Terios 1.5 SE has a similar equipment level to the SX but features a different design of alloy wheel with 215/65 tyres and has colour-keyed side skirts.
The multi-function display on both the Terios SX and SE is especially convenient. By using a single button, the driver can switch the display to the clock, average fuel consumption, current fuel consumption, maximum possible travelling range, outside temperature and altitude.
Like all Daihatsus, the new Terios enjoys the protection of a three-year unlimited mileage warranty with roadside assistance plus an eight-year anti-perforation warranty
The Great Arc, a new concept in motoring events has been launched by ROARR, organisers of the Jewel of India and the Himalaya Classic Rally.
The Great Arc aims to be the "Paris Dakar" of India, taking off-road and 4x4’s, motorbikes and classic cars from the tip of India in the South to Mussoorie in the Himalayas – in a straight line.
The Great Arc pays homage to William Lambton and George Everest, two intrepid surveyors who mapped India in the largest and longest geographical survey ever carried out. Taking nearly 50 years the two men and hundreds of Indians fought their way through the jungles, across the plains, up the mountains and over the rivers of India to deliver the definitive survey of India.
Its 1600 miles of inch perfect survey cost more lives than most contemporary wars, and involved equations more complex than any in the pre-computer age. Hailed as ‘one of the most stupendous works in the history of science’, it was also one of the most perilous.
The Great Arc Rally aims to take up the spirit of the Survey by asking competitors to drive in as straight a line as possible from the tip of India at Cape Comorin to Hathiopaon near Mussoorie, Everest’s home in the clouds where he spent many years calculating the results of the survey.
The Rally will follow a route up the spine of India and will require ingenuity, persistence, stamina and a strong dose of luck to win. Competitors will have to fashion river crossings, beat a path through the jungles, and negotiate their way through villages, all in aid of keeping a straight line. The event is open to three classes of vehicles, off road and 4x4’s, motorcycles and classic cars which will follow a kinder route on roads and tracks.
The entry fee includes route directions, mechanical back-up and team doctors to sort out the blackwater fever from the black-eye. No private back-up or service vehicles are allowed.
Run over 21 days in October 2007 it costs £14,850 to enter a vehicle and two drivers or £7,425 for a motorcycle and rider. All accommodation and food at overnight stops, many of which will be tented camps, is provided, along with route and telemetry.
Off-road and 4x4’s: Competitors can bring their own jeeps or they can hire a local jeep from ROARR.
Motorbikes: Trials and off-road bikes are recommended.
Classics: There are no age categories, type or model restrictions, it just has to be manufactured before 1975.
Download the entry form at www.roarr.co.uk or call ROARR on 01732 740216
or email: email@example.com