KEY POINTS:
The first-generation Land Rover Freelander (launched in 1997) was compact, comparatively cheap and had a cuddly exterior style that set it apart from larger models in the range. It was a determinedly entry-level model designed to cash in on the runaway success of Japanese crossovers like the Honda
CR-V and Toyota RAV4.
The second-generation model is somewhat different. Forget the cutesy looks and Lego-like cabin: Freelander 2, circa-2007, is larger than the old car and looks like a scaled-down Range Rover Sport, which in turn looks like a scaled-down Range Rover Vogue. You get the idea.
The new Freelander is also much more expensive than the old - at least to Kiwi buyers. You can have your choice of petrol-six or diesel-four power, but either way it will cost you a minimum of $69,990 to get the Land Rover green-oval into your garage.
Make no mistake: in Europe, base versions of the Freelander 2 still compete in the mainstream. You can buy an entry-level version that's priced exactly the same as an equivalent CR-V, RAV4 or Mitsubishi Outlander.
But Kiwi importer Motorcorp Distributors Limited (MDL) is having none of that. MDL boss Wallis Dumper says he has eschewed the "myriad of models around $45,000-$55,000" and opted for a fully loaded Freelander 2 for the local market.
"Land Rover should be a natural step up from its rivals," says Dumper. "We've purposely avoided a low-spec version because Freelander should occupy the high ground."
Nice metaphor, although it doesn't change the fact that Freelander 2 will look pretty costly to owners of the old model. Again, no problem to MDL. Dumper says trade-ins and upgrades will be welcome, but the main job of Freelander 2 is to act as a "gateway" to the brand and bring new buyers into the fold.
Whatever the pricing politics, Freelander is an impressive machine. The 171kW/317Nm 3.2-litre six-cylinder "i6" engine is borrowed from sister brand Volvo, while the strong 118kW/400Nm 2.2-turbo "TD4" diesel is the product of a joint venture between parent company Ford and Peugeot-Citroen. All good stuff.
Driving aids include full-time four-wheel-drive, a three-mode version of Land Rover's set-and-forget Terrain Response system and stability control, including a rollover mitigation function. Eighteen-inch alloy wheels are standard for the New Zealand market.
As with the previous model, Freelander is designed mainly for on-road use and tackles the tarmac with aplomb. But it's also a Land Rover and doesn't shy away from the rough stuff. Our preview drive included several lengthy gravel sections; with the Terrain Response dial clicked around to the "loose surface" setting to optimise the gearbox and four-wheel drive system, the Freelander was hugely entertaining and superbly balanced on the slippery stuff. It lacks the low-range and air suspension of other Land Rover models, but Freelander 2 still boasts an impressive 210mm of clearance and can wade through 500mm of water.
Both Freelander versions get seven airbags, leather upholstery, power-adjustable seats, a nine-speaker CD sound system with auxiliary jack for MP3 players and rear parking radar.
You might think the larger-capacity i6 petrol would be the sprightly, rev-happy one, while the torquey TD4 would provide the more relaxed driving experience. But you be wrong: the i6 sounds great when it's stirred along and is faster to 100km/h (8.9 versus 11.2 seconds). But in real-world driving it feels positively lethargic next to the TD4; both have a six-speed automatic gearbox with identical ratios, but the shift protocol for the i6 seems worryingly lazy compared with the TD4.
In short, the TD4 is a no-brainer, especially when you factor in the superior fuel economy: 8.5 litres per 100km for the diesel versus 11.2 litres for the petrol.