Bosch European Motors
You don't know exactly what the grip levels are like, but you have a pretty fair idea of how hard you can push before things get expensive. Normally, at this point, I'd mention the off-road prowess of the Sport. Unfortunately, being December, I didn't have a chance to go off road (Ewing's review has a great recap of the Sport's off-road chops). I did, however, test the Sport out in some slick, icy, white stuff and found it more than up to the task. This was a seriously sure-footed steed on Michigan's icy roads, whether manually switched to Grass/Gravel/Snow or left in Auto. The Sport's newfound sense of agility is provided not just by this generation's aluminum-intensive chassis and body construction, it's also aided by its steering. The electric power-assisted rack feels rather natural in its weighting, building progressively from its somewhat light on-center effort and into something with some degree of heft behind it. You'll still know you're driving a 5,100-pound vehicle when working the Sport's tiller, but it never feels like a real hindrance.
While that鈥檚 true those motors also became notorious for blowing head gaskets and in some cases whole engines from excess turbo boost. If we consider those as turbo-related failures then the cost of the GT鈥檚 turbo problems are similar or less. For as long as I can remember Bentley and Rolls-Royce called for replacement of brake hoses every 5-10 years. Other high-end car companies have similar maintenance requirements. 5k most places, at current prices. This is actually less than the comparable job on earlier series cars, and yet owners express surprise when we report the need. As these cars age we are seeing their air suspensions fail in a predictable pattern. First one airbag or line develops a small leak. This causes the car to change height slowly whenever it is parked. This movement accelerates sensor wear, but more significantly it strains the compressor which soon wears out and sets "slow to pump up" faults.
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It鈥檚 a pretty neat look. Aside from those changes, the Land Rover Discovery SVX still seats seven people in comfort. The second- and third-row seats lay down to reveal 85 cubic feet of cargo volume. Having the third row in place does limit the cargo volume to a rather small 9.1 square feet. The Land Rover Discovery SVX foregoes the standard Disco鈥檚 3.0-liter gasoline and diesel V-6 options and goes right for the 5.0-liter supercharged V-8. This marks the first use of the V-8 in the new Discovery. In this application, the supercharged V-8 makes 518 horsepower and 561 pound-feet of torque. It comes mated to the ZF eight-speed automatic with unique programming for SVX duty. Behind that is the Discovery鈥檚 two-speed transfer case for the full-time 4WD system. It offers both high- and low-range gearing paired with Land Rover鈥檚 Active Center Differential. The widely praised Terrain Response 2 system is the brains of the operation, controlling what wheels get torque and how to best apply it. There鈥檚 an Auto mode that adjusts the suspension and other settings according to the terrain, but the driver can also choose exactly what terrain he鈥檚 driving on.
Customers will be able to choose from three interior color combinations and different interior finish options. Material choices include Resolve textile on standard models while 鈥楽鈥?and 鈥楽E鈥?trims feature Grained Leather combined with a durable Robust Woven Textile featuring higher Decitex fibers for added strength in areas subjected to the most wear. 鈥楬SE鈥?models bring high grade Windsor Leather, while the Defender X features Windsor Leather in combination with Steelcut Premium Textile accent for enhanced durability. There鈥檚 also a wide choice of veneers and finishes, including rugged rough-cut Walnut or Natural Smoked Dark Oak Veneer. A Defender has to be very capable off the beaten track and Land Rover says it accomplished that thanks to the all-aluminum D7x platform. The lightweight all-aluminum monocoque construction of the new D7x platform also results in the stiffest Land Rover body ever created 鈥?three times more rigid than traditional body-on-frame designs. This provides a great basis for the fully-independent suspension, twin-speed transfer box and permanent four-wheel drive.
