Land Rover Defender

REIMAGINING THE ICONIC

DEFENDER

Combining the performance of a Wildcat Rally car, the comfort of a luxury SUV and the street cred of the iconic Land Rover Defender

 

The Wildcat Defender is for drivers who are inspired by the best extremes in British design and iconic vehicles as well as uncompromising levels of on and off road performance. Of Wildcat have worked together to create a truly world-beating Defender; combining the engineering skills and expertise of Wildcat’s Rally Raid vehicles with additional proven excellence in aesthetic development, dedicated craftsmanship and love of detail.

 

 

430 BHP

540 NM of TORQUE AT 4,700RPM

 Additional power upgrades available, providing over 550bhp

 

FACTORY BUILT

The Wildcat Defender replaces the stock diesel engine and gearbox, with a GM derived 6.2L petrol V8 and 6 speed automatic gearbox providing 430 bhp and more than 540 NM of Torque at 4,700 RPM. Additional power upgrades are available for power increases, providing over 550 bhp.

 

The 6 speed automatic gearbox is mated seamlessly to the engine with a unique inbuilt ‘intelligent’ control module. This allows the gearbox to adjust parameters according to how the vehicle is driven, and has been programmed specifically for our engine/vehicle combination. The existing vehicle management system is reprogrammed to the new engine and gearbox, resulting in all existing instruments and controls being run as used in the standard vehicle.

The Wildcat Defender is a truly ‘factory built’ vehicle and has been meticulously prototyped to ensure conformity of production and volume manufacturing reliability in every respect.

 

BESPOKE INTERIORS

 

The Defenders Interior can be completely reupholstered and every surface transformed, giving you the chance to create a cabin, specified to your exact requirement. As with all Wildcat enhancements, upgrades are available as a comprehensive package or as a selection, specified to your exact requirement. Anything and everything is possible.

 

 

The Range Rover Evoque Convertible

Land Rover has confirmed the world’s first premium compact SUV convertible will go on sale in    2016 by releasing a unique underground testing film.   

                                                             

Forty metres below the streets of London, UK, the first prototype of Land Rover’s new Range Rover Evoque Convertible was granted exclusive access to the 42km network of Crossrail tunnels for a development test with a difference. Engineers were allowed the opportunity to drive the disguised Evoque Convertible with its roof lowered in complete privacy.
The short film begins with the highly-capable convertible being lowered into the tunnel network by crane, before negotiating a range of obstacles through the 6.2 metre diameter tunnel.
Murray Dietsch, Director of Land Rover Programmes said: “The tunnels are still under construction, so we had a unique opportunity to explore the vehicle’s all-terrain ability in unchartered territory.”
The Range Rover Evoque is no stranger to subterranean adventure. At its launch in 2011 the five-door variant was driven through Edge Hill Tunnel in Liverpool, UK - the first tunnel in the world to be bored beneath a major city.
Land Rover will announce further details about its exclusive new premium compact SUV Convertible later this year. It will be built alongside the five door and coupe Evoque at Land Rover’s Halewood plant in the UK and will be on sale in 2016.

  

 

 Watch the video here    

New Range Rover Evoque Convertible: Discover an Innovative Compact SUV

Range Rover 5.0 V8 supercharged ...

                                           Introduction

         Since its inception in 1970, the Range Rover has been an exceptionally capable, upscale SUV. Redesigned for 2013, the fourth-generation Range Rover boasted the same attributes as the older variants, but in a package that weighed some 700 pounds less than previously. This almost unheard-of amount of weight loss greatly improved on-road handling, performance and fuel economy for the Range Rover without any loss of off-road capability or safety. Its lightweight aluminum structure makes the current Range Rover the best in history. For 2014, Range Rover comes in two lengths

 The big Range Rover sits at the pinnacle of the Land Rover tree, flaunting a level of luxury and performance, on-road and off, that make the large SUV stand squarely above the rest. It's larger, more luxurious and more expensive than the Range Rover Sport, and it has a different, more poised character. Staying true to the form of the original Range Rover, and following suit with the highly successful third-generation model, this fourth-generation Range Rover boasted tweaks that freshened and modernized, while keeping the car unmistakable. The five-passenger interior is more elegant and luxurious, with leather wrapping every surface, providing an environment that feels serene and comfortable, even during the most demanding off-road conditions. Most notable of the changes for the 2014 Range Rover is a switch in the base engine: from a 375-horsepower, 5.0-liter V8 to a supercharged 3.0-liter V6. Generating 340 horsepower at 6500 rpm and 332 pound-feet of torque at 3500-5500 rpm, the new V6 teams with an 8-speed automatic transmission. EPA-estimated fuel economy is 17/23 mpg City/Highway, versus only 14/20 mpg for the previous V8. Helping to boost fuel efficiency is new Intelligent Stop/Start Technology.

The 510-horsepower supercharged V8 remains in upper models, incorporating a Stop/Start feature. Signature LED headlights are standard on all 2014 Range Rover models. Options have been revised for 2014, with prices reduced for adaptive cruise control with queue assist, and intelligent emergency braking. New standard features for the top-level Autobiography edition include an active rear locking differential and a 29-speaker, 1700-watt Meridian audio system with 3D Surround Sound. A Lane Departure Warning system is newly optional. Two new enhanced parking aids for 2014 can augment the already-available Parallel Park feature: Parking Exit, to help the driver exist parallel-parking spaces; and Perpendicular Park, which can automatically position the vehicle centrally in a parking space. Also new for 2014 are the addition of long-wheelbase V8 editions of the Range Rover, along with an Autobiography Black model. Long-wheelbase models add 7.3 inches of legroom for backseat occupants. They can be equipped with either a three-person bench, or individual rear seats with a center console. When equipped with the optional executive seating package, the rear seatbacks recline by 17 degrees (versus 8 degrees in short-wheelbase form). Visually, the LWB versions do not look much different from the standard-length models, unless they are parked together. Driving character seems little affected, also. Inside the new ultra-luxury Autobiography Black SUV, offered only in long-wheelbase form, are distinct leather and veneers. The rear compartment includes reclining, extending and massage-equipped seats, augmented by custom-crafted comfort and work amenities for the two occupants. With either engine, performance beats that of the prior Range Rover generation due to the incredible amount of weight shed. That weight loss, coupled with the 8-speed transmission, increases fuel efficiency over the earlier model, as well as drastically improving on road dynamics. Off-road, the Range Rover is still the benchmark. It handles seemingly impossible obstacles with ease, leaving the driver to bask in the comfort of a luxury SUV. Land Rover's Terrain Response 2 system undoubtedly aids in improved off-roading, too. In all models, the air suspension incorporates Adaptive Dynamics damping,

 

2014 Range Rover Sport

2014 Range Rover Sport drops 800 pounds, adds V6 and third-row

 

The last in line is not nearly the least, as evidenced by the 2014 Range Rover Sport, which is being unveiled to what we're sure will be the delight of New York audiences. The middle child in the Land Rover Range Rover line-up, our initial impression is that, in terms of exterior design, it might have succumbed to the anonymity of middle-child-dom, losing the strength of its character for having to wear a couple of hand-me-downs from its bigger Range Rover sibling and a ton of hand-me-ups from its smaller Evoque sibling.

In front and in back it looks like a larger Evoque, with the Range Rover's tapering blade lights and LED day-time running lights. It shall be known by its twin-bar thematic elements such as the two-bar grille, the strakes in the side vents and the two vents on the hood. It's also got a faster windscreen angle and is more aerodynamic throughout, returning a coefficient of drag of just 0.34 for a vehicle that is 2.5 inches longer than before. The wheelbase has also been stretched by a huge seven inches.
 

Still, it's a comprehensive rework. It's new aluminum structure deletes 800 pounds of heft, and it weighs about 100 pounds less than a similarly equipped Range Rover. As with bigger bro, the Sport gets either the 340-horsepower 3.0-liter supercharged V6 or the 510-horsepower 5.0-liter supercharged V8 that are fitted with stop/start tech. Both run through a ZF eight-speed transmission, and power is put to the ground through a single-speed Torsen differential or an optional two-speed transfer case with low range.

Commanding that increased off-road capability is the Terrain Response 2 system and its new Automatic setting. It has more articulation to play with, the brand new aluminum suspension worth 21.2 degrees of articulation – and the emergency off-road high setting gets higher while the access height goes even lower.

The interior wears more soft-touch materials; features a smaller, thicker steering wheel; more sculpting and padding in the front seats and individual seating for rear occupants. With all that extra space between the wheels, the back-seaters can get inside more easily, and the "Ta da!" feature in the new Sport is a power-operated third row option for "occasional use."



Prices will begin at $63,495 for the Range Rover Sport SE and its 3.0-liter supercharged V6, then go to $68,495 for the HSE, $79,995 for the Supercharged that puts the 5.0-liter supercharged V8 underhood, and $93,295 for the Autobiography. All of those prices include the $895 destination charge.

Even with all that, we haven't begun to tell you about its new features, so have a seat and a drink while you enjoy the exhaustive press release below. We'll have live pictures coming soon from the floor of the New York Auto Show.

 

The Last Of Its Kind | The 2013 Range Rover Sport by CEC

 

The 2014 Range Rover Sport

was officially unveiled at the 2013 New York Autoshow today. From the looks of it, the new 2014 Range Rover Sport will be a natural addition to the upcoming Land Rover model lineup. The distinctive new head & tail lamp designs mated to a clean and elegant body will be the staple of the Range Rover's new design DNA. This new design language could leave some traditionalists scrambling to get their hands on a current generation Range Rover Sport, and that's exactly what one of our customers did.

This black on black 2013 Range Rover Sport was presented to us with the intention of transforming it to a modern classic.

 

 

The first modification was to swap out the factory 20" wheels with 22" CEC c883 SUV alloys wrapped in 295/30-22 Michelin Diamaris 4x4 tires. In order to keep up with the timeless silver/black theme, we opted to paint the faces of the c883 SUV wheels in gloss black while leaving the shimmering silver powder coat paint to shine through the inside surfaces of the spokes and outer lip. This inverted paint scheme has been a very popular customer trend at CEC.  

 

 

 

The lower front bumper and rear valance were painted in silver to compliment the existing silver trim on this SUV. The dark smoked taillights help simplify the rear end while elongating the side profile.

 

 

 

 

Lastly, the side fender grills have been repainted, making sure all the details have been considered. Click here to see the full gallery of this 2013 Range Rover Sport.

All modifications seen here can be provided at any CEC Tuning Center. Please call a helpful and knowledgable CEC representative at 800.766.0064 today for all inquiries

 

2013 Land Rover LR2

 2013 Land Rover LR2

There’s something that a little boy and the Land Rover LR2 have in common: They never met a puddle or hill that they didn’t think had their name written all over or in it. And in most cases they can wear mud pretty well, even if it doesn't seem like their parents want them running through the mucky stuff.

But turning to the LR2, does it duplicate the efforts of its sexier, fashionista brother, the Range Rover Evoque, now that both offer the same more powerful and more fuel efficient four-cylinder turbo engine?

Lining up behind the Evoque A five-passenger crossover with a hint of ruggedness, the 2013 Land Rover LR2 is helping to make the Ford-developed 2.0-liter turbocharged engine one of the most widely used contemporary powerplants in existence. Seen in a variety of applications ranging from the Ford Fusion to the Jaguar XF, the 2.0 manages to have just the right amount of testosterone to act like the rest of the folks at Land Rover’s big boy table.

The baby Land Rover’s version makes 240 horsepower at 5,500 rpm and 250 lb-ft of torque at 3,200 rpm. For those keeping track, that’s an increase of 10 ponies and 16 lb-ft, respectively, over the outgoing six-cylinder.

Fuel economy increases to 17/24 mpg, which is a big bump over the old six but still shy of the more svelte Evoque's 20/28 mpg.

The engine is coupled to a six-speed automatic transmission with normal and sport modes plus a manual-style gate. Befitting the Land Rover badge, it is all coupled to a full-time four-wheel drive system with a Haldex rear differential that automatically splits power between the rear wheels. Heavily biased to the front wheels under normal conditions, power nearly instantly transfers rearward when needed.
The LR2’s Terrain Response system remains one of the core features of the entire Land Rover brand, even though this little 'ute does without a two-speed transfer case. Now operated by a button controller on the center console, Terrain Response varies engine, transmission, traction and dynamic stability controls as well as changing settings for general driving, grass/gravel/snow, mud and sandy terrains. And lest anyone suggest otherwise, the LR2 is also equipped with Hill Descent Control for moderated downhill maneuvers.

At first glance

 Newly updated, the look remains the same with the addition of updated headlamps, new wheels and other minor trim enhancements. Lovers of a two-box design strategy will not be disappointed. The short front and rear overhangs help to facilitate the angle of attack that the LR2 is capable of while going up or down a hill, and the sealing around the doors help to keep the more liquid of elements at bay. We know they are not the same vehicle, yet still can’t help but see similarities between the LR2 and Ford’s circa 2012 Escape.

Inside the smallest of the Land Rover set, the interior begins to approach the refinement found in the Evoque. A pair of standard sunroofs allows light in, while a new center console features a seven-inch touch screen as well as a Meridian audio system. A rearview camera helps HSE-trim LR2s with hitch-assist for one-person trailer hitching with up to 4,000 lbs. of towing capability. We've never seen an LR2 lug anything, but the Brits enjoy hooking up their “caravans” for weekend outings.

Road warrior Cruising through Mont Tremblant’s frozen tundra proved an exercise in finesse and tiptoeing. For those of us used to dry, well-laid asphalt, prepping for the slush and snow is not a light undertaking. Our LR2 was equipped with enough safety features and nannies to make sure the shiny side stayed up in all but the most extreme cases.

The steering was well-modulated with good road feel. A well-sorted unit, it provided a firm rudder to steer the small SUV over icy patches, which crackled with each gentle rotation of the tire. We found the Terrain Response system just as easy to operate with buttons as with the previous dial. The settings were especially useful when called on to climb a hill, go over moguls, or ford a stream.

The interior was not “church mouse quiet,” which was probably due to the loudish nature of the mud and snow-rated tires. The 2.0-liter engine offered substantial motivation and torque to help it get out of dicey situations, a vast improvement over the old six-cylinder despite the modest power increase. Such was the case when going around a sweeping right-hander, and the tail decides it needs to hang out for just a moment.
An increase in throttle straightened the LR2 out and we were quickly on our way.