Off-road vehicles are no longer just off-road vehicles these days. Market demands have dictated that they must do a lot more than just bush-bashing. They’re big and spacious comfortable daily drivers packed with creature comforts and the latest tech. Their rugged 4×4 mechanisms, while still as capable as ever, are mostly hidden away for more a refined driving experience. And they now look miles better than their earlier forebears. Today, they’re better known as lifestyle vehicles.

Two of the biggest nameplates in this segment are the Toyota LandCruiser and Land Rover Defender. Both started life as military vehicles, they have since morphed into civilian transports, each with a rich heritage spanning over seven decades. Direct rivals from inception, here they are in their respective latest generation model, facing off against each other once again.

The Toyota LandCruiser Series 300 sees a new addition to the line-up in the form of the GR Sport, and that’s what we have on test here. The GR Sport slots below the flagship Sahara in the range, priced from $142,100 plus on-road costs. It’s competitor on test, the Land Rover Defender 110 D300 X-Dynamic HSE comes in at $120,310 but is loaded with options to be slightly better spec’ed than the LandCruiser. The final sticker for the Defender is $134,609 plus on-road costs.

On the outside

The LandCruiser is the first completely new model in about a decade and from the outset it looks the business. This is a huge vehicle but the proportions are spot on and there’re some nice design elements around the vehicle such as those bonnet bulges and boxed wheel fenders.

The GR Sport grade brings about some sporty and off-road focused touches, too, including a blacked out grille with Toyota block letters replacing the Toyota logo, black side mirrors and black window surrounds. These are matched with GR Sport specific front and rear bumpers with silver front bash plate, black wheel guards and matte grey 18-inch wheels. A sprinkle of GR badges around the car completes the sporty look.

The latest generation Defender represents the biggest transformation in the history of this nameplate. The previous utilitarian design has been completely modernised and the result is a stunning expression of contemporary style and go-anywhere toughness. The new styling is unapologetically boxy, a preservation of its roots, yet alluringly cool.

Like the GR Sport, the X-Dynamic variant on test boasts an off-road ready look with some nice sporty upgrades. There’s a generous application of gloss black detailing around those lower exterior trims, matched with a black roof and black spare wheel cover. The rest of the car is finished in white, creating a striking contrast against the black accented body detailing and those optional 20-inch satin grey wheels.

While the new LandCruiser looks as prominent as ever on the road, it just can’t match the latest Defender in utter coolness. The latter is a head-turner, especially when perfectly spec’ed like our test car, exterior wise.

On the inside

The interior of the LandCruiser ticks most boxes in terms of presentation, comfort and practicality. The layered dashboard design allows buttons and knobs to be positioned where they should be, offering excellent ergonomics. While the 9.0-inch centre touchscreen is larger than before, it’s glad to see Toyota hasn’t moved all controls onto the screen. Essential functions like climate control, media and four-wheel drive settings are all still operated by physical controls. This is important for a vehicle like the LandCruiser, as you don’t want to be fiddling through the touchscreen to change settings while driving off-road – especially when you have your gloves on.

The infotainment system supports Apple Carplay and Android Auto, delivering good quality audio through a JBL 9-speaker system. Much of the touchscreen interface is recycled from the previous Lexus (Toyota’s luxury offshoot) system. It’s fit for purpose but there’s still much to improve on the voice command recognition and satellite navigation. A wireless phone charger is also included.

A couple of GR badges are littered around the cabin, which along with the dark headliner, distinguish the GR Sport grade interior from the rest of the line-up. It does feel suitably sporty inside, and from the driver’s seat, with the elevated sitting position and large steering, it feels pretty commanding as well.

Both from and rear seats are very comfortable, and as you’d expect from a large wagon there’s heaps of space for everyone onboard. While you can have an additional third row of seating in other LandCruiser variants, the GR Sport is strictly a 5-seater without a third row. So, if you haven’t overbred the GR Sport is the ideal model for a customised cargo area. With 1131 litres of boot space to play with, there’s plenty of room for anything from storage drawers to a slide-out kitchenette. Fold the second row seats, the space expands to 2052 litres.

While the LandCruiser’s interior is pretty conventional, that of the Defender is anything but. It’s a pretty good modern interpretation of earlier Defender models. It’s cool yet functional. It’s contemporary yet soulful. The adventurous design of the dashboard and door cards is done so tastefully and with so much respect of its roots that you’ll not mistaken it for the cabin of another car. It’s a pretty special place to be in.

The tech is more advanced than that of the LandCruiser. As part of the Defender’s mid-life update, the infotainment touchscreen has been up sized to 11.4-inch. It’s accompanied by a fully digital driver instrumentation display. Both screens are ultra crisp, with the digital driver display offering good customisability including the ability to display a full map view. What the Defender lacks is a head-up display (HUD) which is a standard fitment on the LandCruiser.

The Defender matches the LandCruiser in its support for smartphone mirroring and wireless charging, though it goes a step further with online connectivity via an in-built SIM. The latter allows over-the-air updates and access to live weather and parking information. Remote vehicle management including lock/unlock and status checks via a smartphone app is also possible.

Most frequent-use functions are operated via physical controls but unlike the LandCrusier some features are nestled within the touchscreen, including some 4×4 differential settings. Granted, the screen is large and very responsive to the touch, but getting to the functions still requires some navigating.

The seats in the Defender aren’t as contoured as those in the LandCruiser but they’re still comfortable. Our tester has the $4796 Family Pack option which throws in a third row of seats, amongst other things. The third row is tight in both leg and knee room, hence is only good for kids. Getting into the rear is manageable for those little fellas, as there’s adequate space liberated by tilting and sliding the second row seat forward.

Boot space is generous. There’s 231 litres of space available with all seats up, expanding to 1075 litres with the third row folded and further to 2380 litres with the second row also stowed.

The Defender not only has a larger sunroof than the LandCruiser, but also a roof window on either side of the rear seats letting in much more natural light into the cabin. It’s a pretty cool design.

Under the skin

One of the biggest talking points of the new LandCruiser when it was first unveiled was the engine. The dismissal of the V8 in Toyota’s biggest off-roader has cause unease amongst some LandCruiser fans. Well, with ever tightening emission standards the old Toyota V8, like many others from rival makes, have had to go. Yes, it’s unfortunate, but do we miss it? Not really.

The new 3.3-litre twin-turbo diesel V6 is mighty impressive. Outputting 227kW and 700Nm, the latter available in full from just 1600rpm, the V6 delivers effortless and tractable performance on and off the road. At any revs, the V6 pulls harder than before. It’s also more refined and responsive. It’s one of the quietest V6 diesel engines around as well.

The new 10-speed automatic transmission may sound like a gear or two too many, but the way it works with the V6 feels like they’re inseparable. The gearbox is smooth and works discretely in the background without bringing much attention to itself. It’s never fussy in gear selection, steady with a ratio when appropriate, changing only when needed. As a whole, this new powertrain is pretty well sorted.

Slightly smaller in capacity, the 3.0-litre twin-turbo diesel in-line 6 powers the Defender D300 with 220kW and 650Nm. The output is down marginally compared to the LandCruiser, but the Defender is some 200kg lighter, resulting in similar level of performance. Its peak torque arrives even lower at 1500rpm, offering loads of pull with minimal lag from the get go which is great for daily drivability.

The Defender V6 is even more muted than that of the LandCruiser. Its idle stop/start system is nearly imperceptible, much more so than the LandCruiser system. The V6 is paired to an 8-speed auto which is smooth and operates with minimal fuss.

On and off the road

Despite the size of both of these vehicles and the ruggedised drivetrain through which they operate, their road manners are commendable and they’re as easy to drive and handle as any urban SUVs. Even with a full load, there’s never a moment of struggle with either of these two in going places, with heaps more grunt to spare for towing if needed.

While both vehicles’ cabins are generally quiet on the move, it’s the Defender that exhibits a premium level of cabin refinement with really low NVH (noise, vibration and harshness) levels for a proper 4WD vehicle. In fact, it drives like a Range Rover Velar any day when it’s not kicking dirt.

The LandCruiser rides admirably across varying road surfaces, though high frequency bumps can at times unsettle the cabin at low speeds. Meanwhile, the Defender delivers a smooth on-road ride nearly all the time. Our tester has been optioned up with the $1309 Adjustable Air Suspension Pack, which makes the plush ride even more unexpected as suspension of this type can tend to perform quite unpredictably in the ride department. It’s the complete opposite in the Defender as road imperfections are rounded up with aplomb.

Both vehicles were taken off-road on test and there’s not much in it between these two. Featuring a full-time, dual range 4×4 set up, this pair is some of the best off-road machines on the market today. The LandCruiser has greater ground clearance (245mm against 218mm) and break-over angle (25 against 22.6) but the Defender has better departure angle (37.8 against 25). Regardless, both the LandCruiser and Defender will take you deep, very deep into the jungle, and out again – safely.

It’s worth noting that the GR Sport is the most capable LandCruiser variant on offer, as it’s the only model in the range fitted with E-KDSS (Electronic Kinetic Dynamic Suspension System). It’s a system that automatically disconnects the front and rear sway bars when driving off road to allow for greater axle articulation – the ability of a wheel to travel up and down relative to the wheel on the opposite of the axle. The more articulation the better the wheel can maintain contact with the ground and thus resulting in better traction.

The GR Sport does maintain very good traction off road. There’s a locking centre differential if things get tricky. What’s more, the GR Sport is also the only variant to get front and rear locking diffs. Along with Crawl Control (like a low speed cruise control) and Multi-Terrain System, the GR Sport is capable of some hardcore off-roading.

The Defender also boasts some serious off-roading kit, including locking centre and rear diffs (but not front diff) and a height adjustable suspension ($1309 Air Suspension Pack option) capable of an impressive 900mm wading depth. It’s also got All Terrain Progress Control (part of the $4044 Towing Pack option) which is similar to the LandCruiser’s Crawl Control function, and configurable Terrain Response.

The 4WD system has more electronic gizmos, which endow it with greater response to varying road surfaces by effectively balancing torque between all four tyres. The diffs lock and unlock automatically as well depending on traction (manual operation also available) and the workings of the 4×4 system is shown on the centre screen in real time as you traverse along rough terrain.

Ultimately, the LandCruiser’s mechanised system feels more durable and dependable when the goings get tough.

In the long run

Both the LandCruiser and Defender come with 5-year unlimited kilometre factory warranty which is pretty standard in the industry these days.

The service interval is where things are quite different. While the LandCruiser is up for service every 10,000km or 6 months, the Defender is only due for one every 2 years or 34,000km.

Both cars are offered with capped price servicing, with the LandCruiser costing $375 per service for the first 5 years or 100,000km, totalling $3750, and the Defender capped at $2650 for the same period.

The Defender will also yield more savings at the bowser, with it averaging 10.0L/100km at the end of our week-long test, against the rated 7.9L/100km. The LandCruiser reported an average of 11.3L/100km in the real world against the rated 8.9L/100km.

Verdict

The Toyota LandCruiser GR Sport and Land Rover Defender D300 X-Dynamic are at the top of their game when it comes to exploration and lifestyle vehicles. The LandCruiser comes with lots of kit as standard and is just a tad better off-road.

The Defender needs a few essential options added to match the LandCruiser in equipment. However, it’s such a cool looking thing – inside and out – and it drives better on the road. It’s also more fuel economical and its interior tech is more advanced. Plus, the availability of a 7-seat option may suit larger families.

The LandCruiser is a great car, but the Defender matches that with added charm, sophistication and desirability. And for that, the latter takes it home this time around.

Let us help you get the best deal on your next new car. Contact us.

Pricing and Specification

The post 2023 Toyota LandCruiser GR Sport vs Land Rover Defender D300 Review appeared first on ForceGT.com.

Klassen is well known for its exclusive stretched limos and armoured vehicles, from the humble Volkswagen Transporter to the ultra luxurious stretched Rolls Royce Phantom, but this stretch and armoured Range Rover SVAutobiography probably takes the cake.

Designed as a presidential limo, the car features Level 7 ballistic protection, which means it can withstand multiple shots from a military assault riffle. That’s not all; even its tyres are bulletproof and are guaranteed to drive up to 80km after being shot at.

Not only will it keep its most precious cargo safe, Klassen’s SVAutobiography is also 40 inches (1,016mm) longer than the standard model and comes with 3 sets of doors and two extra jump seats.

The rear passenger compartment is completely separated from the driver with a remote controlled glass partition which turns opaque at the touch of a button. Electric curtains are also fitted all around for extra privacy. The ‘Boss’ controls everything via a touchscreen command centre which comes with Apple CarPlay.

The giant sliding hatch may look like a regular panoramic roof but is designed to be used by heads of state during parades to wave to the crowds and comes complete with grab handles.

It is unclear whether Klassen has fettled with the Range Rover’s 5.0-litre supercharged V8 engine which churns out 415kW and 700Nm of torque.

The German company also hasn’t released any pricing details, but it’s safe to assume it will cost many times more than the stock model’s $403,670 asking price.

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The new Range Rover Evoque is now available with a plug-in hybrid electric vehicle (PHEV) variant which offers an electric-only range of up to 66km.

Badged P300e, the new Range Rover Evoque plug-in hybrid is based on Land Rover’s new Premium Transverse architecture, which was designed to support electrification while maintaining Land Rover’s signature off-road capability. The new plug-in hybrid P300e model joins the existing 48-volt mild-hybrid SUV in the range, bringing higher levels of efficiency to the premium compact SUV.

The new Range Rover Evoque P300e offers sustainable performance by combining a 147kW 1.5-litre three-cylinder Ingenium petrol engine with an 80kW electric motor integrated into the rear axle and powered by a 15kWh lithium-ion battery located below the rear seats. Combined, the hybrid powertrain delivers 227kW of power and 540Nm of torque. Drive is sent to all four wheels via a new eight-speed automatic transmission.

Performance and capability are uncompromised, with acceleration of 0-100km/h in just 6.4 seconds, while fuel economy is rated at a frugal 1.4L/100km. The EV only range is rated at 66km.

The new PHEV model is available with a Mode 2 Home Charging Cable, enabling customers to fully charge the vehicle from a plug socket in 6hrs 42mins, which is perfect for overnight charging. For faster charging, the Mode 3 Charging Cable enables customers to plug-in to a 7kW AC domestic wall box or AC public charge points. This enables charging from 0-80 per cent in just 1hr 24mins. The quickest charge times are achieved using the growing public charging network of DC charge points: at 32KW DC, 0-80 per cent takes just 30 minutes. The charge port flap is located on the rear fender – on the opposite side of the vehicle to the fuel filler flap.

Drivers can select from three driving modes to best suit their needs, whether they’re in the city or driving on the highway.

HYBRID mode (the default driving mode) automatically combines power from the electric motor and petrol engine. Entering a destination in the navigation system enables the Predictive Energy Optimisation (PEO) function to intelligently integrate route and GPS data to maximise efficiency and comfort for the selected journey.

EV (Electric Vehicle) mode enables the vehicle to run solely on the electric motor using the energy stored in the battery, for quiet, zero-tailpipe emission journeys.

SAVE mode prioritises the combustion engine as its main power source, maintaining battery State of Charge at the chosen level.

The same PHEV technology and drivetrain are also now available on the Land Rover Discovery Sport. The Discovery Sport P300e PHEV is capable of up to 62km of electric-only range, and a 0-100kmh/h sprint time of 6.6 seconds.

Both the Range Rover Evoque P300e PHEV and Land Rover Discovery Sport P300e PHEV are expected to be launched in Australia during second quarter 2021.

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When it comes to sports sedan, there’s the BMW 3 Series. Think sports coupe and the Audi TT springs to mind. As for the premium compact crossover, the Range Rover Evoque gets in the picture. The undeniably fashionable and chic British compact SUV is an icon in its segment, just like the 3 Series and TT in theirs.

First came about in the form of the Land Rover LRX Concept in 2008, the first Evoque went into production in 2011 adopting most of the concept’s striking design. It was one of the coolest looking things on the road – well, except for the convertible version. As posh as it was, it packed a great deal of Land Rover off-road DNA, too. With global sales of over 775,000, it’s one of the best selling models in class.

Naturally Land Rover wasn’t going to mess with a successful formula, so evolution was the approach taken for the second-generation Range Rover Evoque. Available in Australia in 13 different trim levels, the new 2020 Evoque is priced from $62,670 plus on-road costs. Let’s explore it further.

On the outside

For the new Evoque styling, Land Rover has gone to the Range Rover Velar for inspiration. Compared to the first-gen Evoque, the new model looks sleeker, cleaner and more subtle. Like the Velar simplicity is key and the panel surfaces are devoid of any unnecessary lines and creases, the exterior door handles lie neatly flush in their recessed position, and the rear windscreen wiper is cleverly tucked under the roof spoiler.

We don’t blame people for mistaking it as a Velar from afar because the front fascia of the new Evoque is indeed quite similar to its big brother. The headlights are almost identical and the grille is just a smaller version. At the rear the joined taillights that stretch the width of the car also look full on Velar.

It’s only from the side that the Evoque looks like an Evoque. The short overhangs and that iconic straight, low roof are all retained, so is the front wheel fender bulge that cuts into the clam shell bonnet.

We do like the new look a lot, especially in the sportier R-Dynamic trim as seen in our test car. And it’s echoed on the streets, too, with it never once failing to turn a few heads wherever we brought it to during our week-long possession.

While style is everything in this segment, size matters a great deal, too. Too big and it’s a chore in parking so Land Rover was careful not to swell up the Evoque too much. Unlike other evolutionary cars like the Golf or 911 which often grow in size with each iteration, the new Evoque has only grown a mere 1 mm in length and 11 mm in width, maintaining its compactness for the city where it’s expected to spend most of its life in. The wheelbase has grown some 21 mm though, benefiting interior space (more on that in the next section).

On the inside

Land Rover has been churning out some truly spectacular interiors lately and the one in the new Range Rover Evoque is no exception. Again heavily influenced by the Velar, the redesigned dashboard integrates uncluttered surfaces and simple lines with carefully curated premium materials to create a luxurious, minimalist and contemporary cabin.

Against rivals such as the BMW X1, Audi Q3 and Volvo XC40, we are inclined to think that the Evoque has the nicest interior of them all. Overall build quality is right up there, too, and a big step up from before with tight fitment and excellent alignment.

There’re plenty of personalisation options for the cabin including two shades of leather upholstery and multiple trim finishers in wood or aluminium. Upgrade to the quilted leather upholstery (a pricey $4,188 option) and you get to choose from four colours.

Also available are numerous headlining options, along with configurable ambient lighting and illuminated tread plates to make the Evoque truly your own.

In-car technology has been brought up-to-date, with the new cabin featuring as many as three digital displays, four if you include the head up display. All new Evoque models get as standard a 10-inch Touch Pro infotainment system equipped with Apple CarPlay and Android Auto smartphone mirroring for the first time. The infotainment touch screen benefits from faster processing thanks to new updated software, though digital radio DAB+ is still a $400 option – something that is now standard even on a $20k Yaris!

Higher spec SE and HSE models gain Touch Pro Duo ($600 option on the S) which replaces air-con and various driving buttons with a second central touch screen. We have used a similar Touch Pro Duo system in the Jaguar XE we recently drove and found that it isn’t as intuitive as we thought it should be. So, if you’re buying the base spec S variant like the one on test here, skipping the Touch Pro Duo option isn’t going to be much of a sacrifice, as the conventional system works fine and is much less of a hassle.

Behind the updated steering wheel, a full digital instrument cluster is available as a $650 option. While it certainly looks cool and allows for greater customisation, we have our reservations about its reliability as it’s quite prone to crashing if our experience with the system in the past is of any indication. Our tester came with the standard conventional instrument cluster consisting of dual dials and a central digital display, and even this smaller display failed to load up the sat-nav directions on one occasion during evaluation.

The standard 6-speaker sound system is fine for most people, but serious audiophile should consider opting for the 10-speaker Meridian system ($1,200) or the full blown 14-speaker Meridian surround sound system ($2,000).

In terms of interior space, the longer wheelbase has contributed to 20mm of extra rear kneeroom and an increase in small item stowage – the larger glove box and centre cubbyhole can now fit tablets, handbags and bottles with ease. But the designers could have better utilised the space around the gear lever for extra storage, as it’s now nothing but a slab of hard plastic trim.

Despite the raked roof line, headroom in the back is adequate for the average adult, and the rear quarter windows let in a good amount of natural light.

Further out back, the luggage compartment is 10 per cent larger than before, yielding a generous 591 litres. It’s also noticeably wider for easier loading. It can now easily fit a folded pram or set of golf clubs. The boot space increases to 1,383 litres when the flexible 40:20:40 second-row seats are folded.

A $480 option on the S trim, the powered tailgate operates quickly and smoothly.

Under the skin

There’re six powertrain options available – three petrol and three diesel. The petrol offerings are all four-cylinder turbocharged 2.0-litre units. They comprise of the 147kW/320Nm P200, 183kW/365Nm P250 and 221kW/400Nm P300.

The oil burners are also all 2.0L four-pot and include the 110kW/380Nm D150, 132kW/430Nm D180 and 177kW/500Nm D240.

Land Rover’s new 48-volt mild hybrid MHEV system is fitted to the most powerful petrol variant, the P300, as well as across the diesel range. A plug-in hybrid electric vehicle (PHEV) model will join the range later this year.

The mild hybrid system works by harvesting energy normally lost during deceleration and storing it in the under-floor battery. At speeds below 17km/h, the engine will shut off while the driver applies the brakes. When pulling away, the stored energy is redeployed to assist the engine under acceleration and reducing fuel consumption in built-up traffic area.

While the least powerful petrol engine in our P200 tester isn’t slouch by any means – it pulls a 0-100km/h time of 8.5 seconds and is still perfectly fine for the daily urban grind – having a full load of passengers and their luggage will see it struggle up a slope or during highway overtaking. The mid-range P250 is the more versatile engine and the sweet spot between value and performance.

Engine smoothness and refinement in our P200 is good, with it making barely a hint on cruise, though the idle stop start is a tad slow to spring back to action.

The 9-speed auto the engine is paired with shifts smoothly most of the time, with the exception being when coming to a halt where the downshifts can get a little jerky. The shifts are also not as quick as rivals’ 8-speeder and slow to react to the paddle shifters.

All Evoque models get a clutch-based torque vectoring four-wheel-drive system and a redesigned suspension system with struts up front and JLR’s Integral Link set-up at the rear. Adaptive dampers are optional (which weren’t fitted to our test car).

On the road

Being a soft-roader, it’s no surprise that the Evoque has really good road manners. The ride is nicely balanced between ride and handling, certainly smoother than its sister car the Jaguar E-Pace. It has a firm set up for good road feel, yet compliant enough to smooth out bad surfaces. The cabin is well isolated from road and wind noise, too. Contrary to most compact SUVs, the Evoque won’t take it out of you on long trips.

Being a Range Rover, the Evoque does not have to be sporty but it manages to impress around the bends. There’s a new found level of dynamism in this new model that endows it with superbly taut handling and sharp response. The chassis feels beautifully integrated and there’s excellent grip from those Pirelli tyres. You just steer it like a car, and the Evoque will obligingly sort things out. It’s that good.

But a Range Rover needs to be able to get dirty, too, and the Evoque does not disappoint either. The all-wheel drive system sends torque to each wheel individually to control traction on loose terrain such as sand or gravel, making traversing dirt tracks a walk in the park. While it does not have the ability to raise or lower the ride height like you’d be able to in a Range Rover Sport or Land Rover Discovery, ground clearance is still pretty good, so are the approach and departure angles thanks to the short overhangs.

In the long run

The Evoque P200 is claimed to return an average combined fuel consumption of 8.1L/100km, which seems a bit optimistic. On test with a mix of urban and country driving plus some seat time around our regular twisty test routes, we achieved an average of 9.4L/100km which puts it just below class average.

All Evoque models are offered with a fixed-price service plan which costs $1500. The once-off cost covers servicing of the car for five years or 100,000, whichever comes first. Service intervals for the Evoque in four-cylinder petrol form are 12 months or 16,000km, whichever comes first.

A three year/100,000km warranty is standard.

Verdict

2020 Range Rover Evoque P200 R-Dynamic pricing and specification

Competitors:

BMW X1, Audi Q3, Mercedes-Benz GLA, Lexus UX, Jaguar E-Pace, Volvo XC40

The post 2020 Range Rover Evoque Review – P200 R-Dynamic appeared first on ForceGT.com.

It’s hard not to talk about the styling when reviewing a Land Rover product these days. The Range Rover Velar might be three years old but it’s still one of the most beautiful mid-size SUVs on the road today.

And it’s not just style over function, either, as it’s roomy enough for a family, yet small enough to be manageable in cities.

Underneath the Velar’s stylish bodywork, it shares most of its underpinnings with the Jaguar F-Pace, which itself is based on the Jaguar XE platform, giving them both close to car-like dynamics.

While lacking the outright ruggedness that Land Rover is famous for, it’s unlikely to be a deal breaker for most of the Velar’s target market.

For this review, we’ve compiled a list of Good and Not So Good of the 2019 Velar D240 SE to compliment the comprehensive review done on the same model a year ago, which you can read here.

The Good:

1. Simplified line-up

Jaguar Land Rover (JLR) is well known for their complex model line-up and extensive, and expensive, option list but that all changed in 2019, when the local outfit culled the Velar’s line-up from 32 strong down to a more manageable 13.

The range now kicks off with the Velar P250 S at $82,012 and tops out with the P550 SVAutobiography equipped with a monstrous supercharged V8 at $176,412. Our mid-range D240 SE here retails for $97,273 – all stickers before on-road costs and options.

While the entry price has gone up by a substantial $12,000 (with the deletion of the entry-level D180), the remaining variants are now slightly cheaper than before, including the D240 SE which is reduced by over $3,000. In case you are wondering, P denotes petrol and D is for diesel.

Standard equipment has also improved with electric front seats with driver’s memory, power tailgate, digital instruments, matrix LED headlights, emergency braking, lane keep assist and traffic sign recognition.

2. Interior presentation

This is arguably one of the Velar’s strongest selling points. Its minimalist dashboard feels bespoke compare to its more ‘pedestrian’ peers, with clean shapes and high-quality frameless glass for the touchscreens all wrapped in subtle, plush texture.

The attention to detail is exquisite, too, with the perforations of the seat leather and aluminium speaker grilles quietly aligning themselves to the Union Jack motifs, for example.

Turn on the car and the upper touchscreen tilts to your preferred angle and comes to life with crisp, vivid graphics that Apple would approve of. Most of the car’s functions are controlled via the low-mounted touchscreen, including drive modes and climate control.

The driver is also greeted by a high-resolution, customisable digital instruments that is easy to read and classy.

3. Space, lots of space

The Velar’s vast interior means head and legroom are plentiful for all occupants. The rear bench seats can accommodate three full sized passengers comfortably, while the electrically recline backrest adds further to comfort.

Despite its sizeable outlook, the Velar is only a five-seater with no option for seven seats. For that, you’d have to go for the larger Ranger Rover Sport or the more rugged Discovery Sport.

There are plenty of storage space inside the cabin, including a good-sized 7.5-litre glovebox and door bins that are big enough to take a 500ml bottle. Opening the split and slid front centre armrest will reveal another 4.0-litre hidden compartment.

A further storage behind the centre touchscreen is an ideal storage space for smartphones and keys.

At the back, there is a generous 673-litres of boot space that balloons to 1,731-litres when the 40/20/40 split rear seats are folded.

Front seat occupants have access to two USB ports and three 12V power sockets for charging mobile devices.

4. Comfortable long distance cruiser

Refinement and ride comfort is good in the Velar. The engine is quiet and refined at most speeds and you are insulated from the hustle and bustle of the outside world blissfully.

The seats are comfortable and have a wide range of adjustments, while the 825W, 12-speakers Meridian Sound System turns the Velar into a mini concert hall.

And because it’s based on a car platform, the Velar will satisfy keen drivers, too with a well-oiled and accurate steering, and confident handling when the road gets twisty.

The Not So Good:

1. Transmission calibration

While the D240’s high-output 2.0-litre Ingenium twin-turbo diesel four-cylinder engine isn’t lacking in grunt, producing a respectable 177kW at 4,000rpm and 500Nm from 1,500rpm, it’s let down by the poorly calibrated 8-speed automatic.

There’s a noticeable vacuum when pulling away from a standstill, only to have a rush of torque after you’ve buried the throttle, making a smooth take off a challenge.

2. Expensive options

A regular complaint with JLR products, the Velar’s option list is longer than the queue to get into a Justin Bieber concert.

Crucially, some of the safety features are bundled into expensive options, such as the Driver Assist Pack ($3,965) that includes Adaptive Cruise Control with Steering Assist, Blind Spot Assist, 360-degree reverse camera and High Speed Emergency Braking.

Want a head-up Display? That’s $2,420. DAB+? $940, please. Want to mirror your smartphone on the infotainment screen? That will be $520, thank you very much.

Verdict

2019 Range Rover Velar D240 SE pricing and specification

Competitors: Audi Q5, BMW X4, Mercedes-Benz GLC Coupe, Porsche Macan

The post 2019 Range Rover Velar Review – The Good and The Not So Good appeared first on ForceGT.com.

The all-new Land Rover Defender has been officially unveiled. An off-road icon reimagined for the 21st century, the new Defender has been completely redesigned and modernised, signifying a new era for the adventure vehicle.

Despite the new sheet metal, a distinctive silhouette makes the new Defender instantly recognisable, with minimal front and rear overhangs providing excellent approach and departure angles. Land Rover’s designers re-envisioned familiar Defender trademarks for the 21st century, giving the new 4×4 a purposeful upright stance and Alpine light windows in the roof, while retaining the side-hinged rear tailgate and externally-mounted spare wheel that make the original so identifiable.

User-friendly features include practical touches and advanced technological innovations. Durable rubberised flooring shrugs off the spills of daily adventures and once-in-a-lifetime expeditions, providing a brush or wipe clean interior. An optional full-length Folding Fabric Roof provides an open-top feel. It also allows passengers in the second-row seats of the 110 to stand up when parked to provide the full safari experience.

At launch, a choice of petrol and diesel engines are offered in the new Defender, while a Plug-in Hybrid Electric Vehicle (PHEV) powertrain will join the range next year providing the prospect of silent EV-only progress.

The petrol line-up comprises a six-cylinder P400 (297kW), featuring efficient Mild Hybrid Electric Vehicle technology. Alternatively, customers can choose from a pair of four-cylinder diesels – the D200 (147kW) and powerful D240 (177kW).

Permanent all-wheel drive and a twin-speed automatic gearbox, centre differential and optional Active Locking Rear Differential ensure the new Defender has all the hardware required to excel in the soft sand of the desert, the freezing tundra of the arctic and everywhere in between

Configurable Terrain Response debuts on new Defender, allowing experienced off-roaders to fine-tune individual vehicle settings to perfectly suit the conditions, while inexperienced drivers can let the system detect the most appropriate vehicle settings for the terrain, using the intelligent Auto function.

The new body architecture provides ground clearance of 291mm, giving the 110 approach, breakover and departure angles of 38, 28 and 40 degrees (Off Road height) respectively. Its maximum wading depth of 900mm is supported by a new Wade programme in the Terrain Response 2 system.

On dry land, the new ClearSight Ground View technology helps drivers navigate by showing the area hidden by the bonnet, directly ahead of the front wheels, on the central touchscreen.

The new Defender will be available in 90 and 110 body designs, with up to six seats in the 90 and the option of five, six or 5+2 seating in the 110. The model range comprises Defender, First Edition and top of the range Defender X models, as well as standard, S, SE, HSE specification packs.

Customers will be able to personalise their vehicle in more ways than any previous Land Rover with four Accessory Packs. The Explorer, Adventure, Country and Urban Packs each give Defender a distinct character with a specially selected range of enhancements. The exclusive First Edition model features a unique specification and will be available throughout the first year of production.

Indicative Australian pricing for the 110 bodystyle is from $70,000 plus on-road costs, with it available from June 2020. The 90 bodystyle will be available from late 2020, with pricing to be announced in Q2, 2020.

The post First look: 2020 Land Rover Defender appeared first on ForceGT.com.

Land Rover has given a first glimpse of the new Defender ahead of its world premiere at the Frankfurt Motor Show on 10 September.

The road to reveal for Land Rover’s most capable and durable 4×4 started in one of the most land-locked locations on earth, among the towering 300m canyons of the Valley of the Castles in the remote Charyn Canyon, Kazakhstan.

Technical specifications for the Mercedes G-Class rival remain tightly wrapped, though a leak image has surfaced on Instagram showing the iconic off-roader virtually undisguised.

The new styling is a far cry from the boxy design that has shaped all previous generation Defenders, with the new look appearing less utilitarian and more sculpted. It’s a bid by Land Rover to push the Defender more upmarket to rival the G-Class.

Full details of the new 2020 Land Rover Defender will be revealed at Frankfurt.

Source: shedlocktwothousand

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Two leaks over the past few days have meant we are slowly getting closer to seeing what the all-new 2020 Land Rover Defender will look like behind the camouflage, although we’re still yet to see a real undisguised car in the flesh.

The first leak came courtesy of none other than Lego, with the upcoming Technic model of Land Rover’s most off-road-focused model accidentally being listed on UK retailer Smyths Toys’ website, before being taken down quickly after, but not before Lego enthusiast site The Brothers Brick grabbed a hold of the photos and details of the model itself.

While obviously not a dead-ringer for the upcoming off-roader, the olive green 2,573-piece model does give away a few clues as to how it may turn out.

Also worth noting is that it was revealed as part of this leak that the Defender will come with a straight-six engine as at least one option, which will likely be the new twincharged Ingenium unit that debuted stateside in the Range Rover Sport HST, and will first launch here in the 2020 Range Rover.

However, giving an even clearer picture of what is fast becoming the car industry’s worst-kept secret since the A90 Toyota Supra in the run-up to its unveiling a few months ago, another, even more revealing look at the car leaked overnight on Instagram and several Land Rover forums – namely, a shot of the Defender’s side profile as will be shown on the car’s digital instrument cluster.

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The All-New Defender! Someone managed to sneakily photograph the display cluster of the New Defender. #AllNewDefender #landroverdefender #landroverphotoalbum #landroverevolved #Defender2020

A post shared by landroverphotoalbum (@landroverphotoalbum) on Jun 24, 2019 at 2:40am PDT

As the animated shot shows, the overall shape of the new Defender will mimic that of the classic discontinued model it replaces, albeit with a more modernised overall appearance to its boxy body.

Worth pointing out is that the spare tyre is mounted on the tailgate and there are very short front and rear overhangs, all of which means it shouldn’t have much trouble clearing anything you throw it at.

Also attesting to that is the fact that another test mule was recently spotted in Kenya wearing a unique camouflaged livery quite different to those we’ve seen before, and given the way it’s being comprehensively put through its paces, we don’t doubt it’s should be able to deliver when it comes to off-road performance.

Topping off the past few days of leaks, Motor1 also published a fresh set of spy photos of both the two-door 90 and four-door 110 models in their regular camo wraps, which is the most comprehensive set yet, including underbody shots revealing the 110 riding on independent suspension with airbags all around, while the 90 rides on coil springs instead.

Currently, all that’s been revealed by Jaguar Land Rover regarding the new Defender is that it will touch down locally in 2020, while it’s likely to be officially revealed in September of this year, quite possibly at the Frankfurt Motor Show.

The post 2020 Land Rover Defender: new spy shots surface, Lego model leaks appeared first on ForceGT.com.

Need to put more than 5 bums on seats in comfort? Buy a MPV or Multi Purpose Vehicle, right?

Wrong. That was probably the right answer twenty years ago but in 2019, the SUV has become a MPV and anything in between, straddling every segment you can think of. Just ask car company executives shivering at the unstoppable decline of the traditional family sedan (or wagon) that most of us would have grown up in.

Queue the Land Rover Discovery – a 7-seat SUV (albeit optional) for SUV obsessed Australians. In fact, this isn’t the only 7-seater on offer from the British SUV specialist. Most of its line up – except for the baby Evoque and mid-size Velar – can be had in 7 seats configuration. There are plenty of choices.

So, to find out if a four-wheel drive designed predominantly for rugged off-road use is any good as a family bus, we packed the one-down-from-top Discovery SD4 HSE with seven relatives on an epic 600km one-day road-trip around Victoria.

The idea is to gauge from each occupant how comfortable their assigned seat is, as well as the adequacy of the amenities on board, and whether they would happily hop back on, or prefer to stab themselves with a chopstick instead.

Priced from $96,250 before on-road costs and options, the Discovery SD4 HSE isn’t what you’d call cheap, although you do get a generous amount of equipment to start with. There’s air suspension, twin-speed transfer box, LED headlights, auto high beam, powered tailgate, sunroof upfront and a fixed rear panoramic roof.

Inside, there are 16-way electric memory front seats with heating and cooling, power adjustable steering column, configurable interior mood lighting, Interactive Driver Display (Land Rover speak for digital instrumentation), 10-inch infotainment display with navigation, as well as a stonking 825W Meridian Surround Sound System.

Safety is taken care of by Lane Departure Warning, Hill Descent Control, Autonomous Emergency Braking, parking sensors and rear view camera.

Despite the comprehensive list of standard equipment, the Discovery’s option list is just as long. Amongst the myriad of options fitted to the test car include sliding front sunroof and fixed rear panoramic roof ($4,370), Surround Camera System ($1,650) and four-zone climate control ($950).

First impression was definitely on the positive side, as the Disco garners an admiring look from my car-loving uncle visiting from Malaysia. Spec’ed with 21-inch wheels, upmarket premium paint and a sumptuously upholstered interior, the Discovery certainly doesn’t look out of place amongst the gleaming skyscrapers of Melbourne CBD.

Climbing up the towering Disco might be akin to scaling Mount Everest for the vertically challenged but the air suspension automatically lowers the car when parked to make entry and exit easy.

Once inside, the spacious cabin endears itself to all on board, even those who are relegated to the 3rd row of seats, a triumph in itself, as they are genuinely suitable for the average adult. The 2nd row of seats slide forward for ease of access, although the opening is still relatively tight, requiring careful manipulation of one’s body to squeeze through. But once inside, there is good head and legroom to make the journey comfortable. The air-con is also powerful with all seats getting their own air vents to keep everyone happy.

The driving position is excellent too, with all controls falling easily to hand, while the power adjustable steering column moves away gracefully for ease of entry and exit.

Our first stop was the Mount Dandenong ranges for morning tea at one of the many teahouses.

With 2.2 tonne of SUV and 7 passengers on tow, the SD4’s 177kW/500Nm 2.0-litre four-cylinder twin-turbo diesel makes surprisingly easy work of hauling its load up hill, thanks to a muscular 500Nm of torque that comes on from just 1,500rpm. There is still some initial turbo lag, but once the pair of turbochargers spool up, the Disco will get up to speed quickly.

All 7 of us could have decent conversation catching up on family gossips without straining our vocals, too, courtesy of the relatively refine engine. The only time the diesel clatter makes its presence known was on hard acceleration but that’s a common trait for four-pot diesel.

The smooth shifting ZF 8-speed auto matches brilliantly with the powertrain, dishing up the right gear all the time regardless of the driving condition, making the steering-wheel mounted paddles practically redundant.

While the Disco’s new lightweight chassis has been infused with extensive aluminium to give it a lighter feel, there is no escaping its heft on the twisty road that snakes its way up to Mount Dandenong. Turn in is sharp for a heavy-duty four-wheel drive but there is significant vertical movement even on the posted speed into a corner.

It’s steering isn’t the most communicative, either, making it hard to place the Disco’s stubby nose exactly where you want it to be. SUVs have come a long way in terms of how car-like they are to drive but the Disco just can’t completely mask its rugged underpinnings in this regard. Those expecting it to drive like a ‘regular’ SUV will be slightly disappointed.

After a couple of delicious scones topped with velvety homemade cream and decadent jams washed down with milky lattes at the Olinda Tea House, I punched in the route for the Mornington Peninsular on the widescreen sat-nav and headed back down the hill.

Land Rover’s satellite-navigation is one of the better ones, with crisp modern graphics and easy to use lane guidance. You can also drag your finger on the screen to look at the route ahead or pinch out for an overview.

Out on the freeway, the Disco claws back points it lost in the handling department. With the suspension in ‘comfort’ mode, the Disco is a marvellous long distance cruiser, munching away at the miles with a comfortable and plush ride.

We reached the Mornington Peninsular just after lunchtime and headed straight for the Cape Schanck Lighthouse. Built in 1859, the 21m tower was built from limestone and is still a working lighthouse to this day.

The view out the Bass Strait was truly Instagram worthy even on a scorching 38-degree day when we were there. There were a few other brave folks like us with their selfie sticks but other than that, it was relatively deserted.

With the prerequisite photos done, we rushed back to the baking Disco and fire up the air-con at full blast to cool us down. It works surprisingly well given the large glasshouse and the ventilated front seats certainly help drop our temperature back to a more comfortable level.

After a late lunch and a beer at a local wine bar, we made our final 1.30 hour track towards Phillip Island via the Bass Highway.

At this stage, a few of the Disco’s occupants have dosed off, leaving my uncle and I to chat about the Disco. He loved the configurable digital instruments and found it classy and easy to use, especially with the map sandwiched in between.

We both agreed that the Disco made perfect sense for those who want a versatile and comfortable premium SUV as a family bus, but also its excellent off-road capabilities.

The journey on the Bass Highway was relatively monotonous and is best handled by the cruise control, although we question the lack of adaptive cruise control as standard for the price bracket.

We made it to Phillip Island just in time for an early relaxing dinner at the local fish and chips before joining hundreds of other visitors at the popular Penguin Parade at sunset.

With batted breath, we all sat and waited for the parade to begin. First we saw a few tiny heads bobbing in and out of the waves before noticing a raft. Then as the sun drops below the horizon, the little penguins came out of the water and congregate at the shore, scooping for danger and waiting for the perfect opportunity to make the long track back to their nests on shore.

They waited and waited until one brave penguin decides it’s safe and the rest of the colony follow suit. It’s truly magical to see so many of these tiny creatures emerge out of the ocean and waddle their way home.

With the last of the penguins safely home, we thought we’d call it a night and make our own 90-minute track back to Melbourne.

Verdict

2019 Land Rover Discovery HSE SD4 pricing and specification

Competitors:

Audi Q7, BMW X5, Lexus LX, Mercedes-Benz GLE, Porsche Cayenne, Volvo XC90, Maserati Levante, Infiniti QX80

The post 2019 Land Rover Discovery SD4 7 seats Review appeared first on ForceGT.com.

Luxury mid-size SUVs are big business these days, as affluent buyers ditch the saloon car to climb into one of these glitzy urban haulers. The segment has seen rapid growth in recent years, played by nameplates such as the BMW X4, Mercedes GLC Coupe, Audi Q5 and Lexus NX. And there’s the one model that stands out the most – the Range Rover Velar.

Plugging the gap between the smaller Evoque and larger Sport in Range Rover’s own SUV portfolio, the Velar is in the ‘sweet spot’ in terms of size, spacious enough for a family yet not too big for the cities. It’s arguably the most stylish of all mid-size SUVs, yet, being a Range Rover, it should be pretty good at the rough stuff, too.

So, let’s take a closer look at one in top-spec P380 R-Dynamic HSE guise.

On the outside

Use any words to describe the looks of the Range Rover Velar and it’s most probably a combination of these: elegant, sleek, modern, expensive and even beautiful. Regardless, this thing is such a head turner. From the pioneering deploy-able flush door handles to the 3D bejeweled headlights, the Velar is a triumph of modern industrial design. It’s hardly surprising the Velar has been crowned the winner of the World Car Design awards last year.

Our test car came draped in a stealthy Santorini Black paint work and rolls on optional 21-inch split-spoke ‘Style 5047’ alloy wheels. If the latter was also painted a matching gloss black or matte grey, we would have had ourselves a gangsta Velar that wouldn’t at all look out of place in the set of Man in Black.

The R-Dynamic trim brings beefier front and rear bumper design to the Velar, which we would highly recommend in order to ‘complete the look’, while LED lights are standard fare on all exterior illumination, including cornering lights, daytime running lights and fog lights.

On the inside

If the Velar’s exterior is a masterpiece, then its interior is simply a work of art. There’s really no word to describe it, the Velar’s cabin is absolutely in a class of its own. And we utterly dig the beautifully crafted brown/black leather upholstery in our test car. If this interior isn’t inviting enough for you to jump in, we aren’t sure what is.

Pretty much what you see here is standard fare in the range-topping HSE trim, bar the carbon fibre with copper wire weave door trim finisher ($3,020) and configurable ambient interior lighting ($540).

It’s certainly a screen galore up front. There’s a fully digital and customisable 12.3-inch TFT instrument cluster right in front of the driver. To its left is a 10-inch touchscreen for the infotainment system and right below it another 10-inch touchscreen for the climate control, terrain selection and various other functions. The infotainment screen rests flush with the leather-wrapped dashboard but gracefully tilts forward the moment you start the engine. The sequence reverses when you switch the ignition off. Now that’s cool.

While the infotainment touchscreen interface is fairly intuitive, the one below it takes a bit of getting used to. And you have no escape since most of the car’s functions are accessed via the low-mounted touch screen using the two rotary dials that adapts to the menu selected. It looks space-age and is a clever design no doubt, but the dynamic menu structure is not as straightforward as buttons and knobs. Comfortingly however, it deals with the controls you’re likely to use less often.

In a similar fashion to the touchscreen’s dynamic controls, the steering wheel buttons can also be re-purposed according to the function selected. They are touch-sensitive and stroke-responsive, with dynamic backlit typography and pictograms that change with the situation and function selected.

All screen graphics are super high-res and crisp, though the head-up display projection still vanishes under intense sunlight and behind polarised lenses.

The Velar is one of the longest cars in class and you’d expect that to translate to class-leading legroom. Only that it isn’t quite the case due to the bulky seats robbing precious interior space. Granted, the seats are superbly supportive, plush and comfortable, and with them subtly decorated with Union Jack motive, they also look absolutely amazing.

Headroom front and rear is vast though thanks to Range Rover’s signature straight ‘floating’ roof line that unlike many rivals, doesn’t impede on interior vertical space. Across the rear bench, three passengers can easily make themselves comfortable, although the center passenger has to content with a transmission hump, which isn’t as intrusive as some rivals.

It’s a practical cabin, with decently sized storage compartments and door bins that are big enough to swallow a 500ml bottle plus some. Pop the Velar’s electric tailgate and you get one of the biggest boot spaces in class – 558 litres of carrying capacity that can be expanded to a voluminous 1,616 litres by folding down the 40/20/40 split rear seat. Air-sprung models (like our HSE) will lower automatically when parked for ease of access, too. The foot-operated hands free tailgate function however is a hit-and-miss affair.

Under the skin

The Range Rover Velar P380 is powered by a gutsy 3.0-litre supercharged V6 petrol engine that delivers 280kW at 6,500rpm and a stout 450Nm at 3,500-5,000rpm, capable of a hot hatch rivalling 0-100km/h sprint of just 5.7 seconds. Want anything more powerful and you’ll need to step up to the Velar SVR that comes packed with a fire-breathing supercharged V8.

With all-wheel drive, the Velar is certainly quick off the line and can continue to carry good pace well over legal freeway speeds, but it doesn’t feel that particularly fast owing to a rather muted soundtrack and a not very enthusiastic eight-speed automatic gearbox.

The engine itself is refined, responsive and revvy. It’s the same unit found in the Jaguar F-Type V6 S and XE S, but tuned for refinement rather that outright performance like in the sports cars. And it’s mostly fine for a big, hefty family SUV, but we’d hope the R-Dynamic badge would uncork some of that magnificent blown V6 theatrics.

On the road

All Velar V6 models come standard with electronic air suspension that lets you adapt the car to your driving style or terrain. In Comfort mode, the 1841kg SUV manages road imperfections with good damping authority, serving up a smooth and relaxing ride that is very car-like. It may be slightly wafty but there’s enough body control to prevent it from wallowing about in corners.

Flicking the drive mode to Dynamic will deliver a sharper, tauter handling that is more in tuned with the driver’s inputs, but it still lacks the athleticism of some of its rivals, including platform-mate, the Jaguar F-Pace. There’s noticeable lean in corners and you are constantly reminded of the Velar’s heft. That said, grip from those fat, sticky tyres is excellent, keeping things neat and tidy even if it’s far from being the most agile mid-size SUVs in class.

Cruising on the freeway or open roads, the V6 is near silent which leads to an incredibly hushed cabin. It’s generally peaceful around town, too, with the V6 emitting no more than a pleasant howl as the revs dance around in urban traffic.

Being a Range Rover, the Velar is also not shy of dirt and sand, although you’ll have to spend an extra $1,700 on the off-road pack with Terrain Response 2 for the pleasure. The system allows drivers to select one of several modes that optimise traction on a variety of different surfaces. They also have the option of letting the Velar sense and adjust to the appropriate combination of terrain response settings automatically.

In the long run

Despite equipped with engine idle stop start (that oddly hardly activates), the supercharged V6 in the P380 is one thirsty donk, averaging 11.1L/100km at the end of our week-long test. That’s over a litre adrift from its rated 9.4L/100km figure.

In terms of servicing, the Velar is eligible for fixed-price service plans for the first five years or up to 130,000km, which bring reduced servicing costs compared to paying for individual services. It also has a long servicing interval, with maintenance due once every 12 months or 26,000km, keeping running costs relatively low long after the end of free servicing.

Warranty for the Velar is 3 years or 100,000km, which ever come first.

Verdict

2019 Range Rover Velar P380 R-Dynamic HSE pricing and specification

Competitors:

BMW X4, Mercedes-Benz GLC Coupé, Porsche Macan, Audi Q5, Jaguar F-Pace, Lexus NX, Volvo XC60

The post 2019 Range Rover Velar P380 R-Dynamic Review appeared first on ForceGT.com.