2002-2005 Land Rover Freelander: Road Test

Because the Freelander is heavy for a compact SUV, progress off the line is soft. Thus, the subpar 10.3 seconds for 0-60 mph acceleration in our tests. Underway, too, acceleration is far less lively than a class-leading V6 Escape, and no more responsive than the four-cylinder CR-V. Manually shifting the automatic transmission improves midrange response considerably. Fuel economy is marginal for a compact. Freelander's overall average of 16.4 to 17.6 mpg falls between the thirstier Jeep Liberty and the more-frugal V6 Ford Escape. Freelanders use regular-grade fuel. This Land Rover is among the best-riding compact SUVs. Compliant but not sloppy, it takes bumps in stride and is steady on wavy surfaces. Occupants are impressively isolated from road vibrations. Steering is tight and accurate, though some drivers might consider it slow and heavy at low speeds. A Freelander is admirably stabile at speed and in turns. Body lean is evident, but moderate. Road grip is secure in rapid changes of direction. Brakes are strong, but pedal feel is heavy and spongy, and simulated panic stops induced severe nosedive. In quietness, Freelander scores ahead of the compact-SUV pack. You can expect modest tire whine on coarse surfaces. and the V6 is throaty under power. There's little wind noise, though one new test model suffered a whistling wind leak from the driver's side door. Instruments are readable in a businesslike array; but some control markings are cryptic. Power-window switches are lit, but buried in the central console. The manual-gear selection is displayed conveniently near the speedometer. No navigation screen is included; instead, audible directions issue from radio speakers. The hood release is inconveniently located in the right front footwell. Overall, the cabin is less posh than the Land Rover name suggests. The thick-rim steering wheel has a classy feel, and cloth on upper doors is dapper. But hard plastic dominates the dashboard and console, spoiling any upscale mood. Test examples have suffered from an inoperative power driver's window, and malfunctioning keyless-remote fob. Comfortable front seats are bolstered by wraparound backrests, but might be slightly narrow for large bodies. The high-set driving position and standard heated mirrors are nice touches. So is the class-exclusive electrically heated windshield, though heating elements can generate reflections from outside light sources at night. Rearward visibility is interrupted by the brake light support arm. It's worse to the rear corners in the SE3, due to that model's roof styling. The SE3's removable roof panels lack sunshades. Knee clearance in the rear is good, with generous foot space on the chair-height seat. The roof kick-up gives fine rear head room, too. Pop-out cupholders are mounted in the center armrest. Narrow doors on the wagon give no serious impediment to entry/exit. Getting into the SE3 demands the typical crouch-and-crawl, worsened by the fact that front seats don't automatically slide forward. Though wide, the cargo bay is not long. The rear seat is counterbalanced to spring forward easily, but fold-down releases may be difficult to reach from side doors, requiring stretching over the rear bumper and through the cargo hold. The retracting tailgate window is a nice innovation in this class, but determining which operations are controlled by the key fob, dashboard button, and tailgate key lock can be confusing. Good interior storage includes ceiling nets (in the wagon), big map pockets, and handy dashboard cubbies. Removing the SE3's rear hardtop is a tedious task.

Value for the Money
Freelander may be faulted for premium pricing, prosaic interior decor, and awkward details--like the debatable design of the rear-seat releases. For the SE3, add poor rear visibility and entry/exit. At the same time, Land Rover deserves credit for making its compact model solid, comfortable, and competent. Overall, however, its key asset is whatever cachet the Land Rover image conveys.