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Wednesday, September 30, 2009
Frankfurt: 2010 Renault Megane Renaultsport 250
The Megane Renaultsport 250 gets a revised 2.0-litre turbocharged engine mated to a six-speed manual gearbox, producing peak power of 247bhp and 251lb ft of torque from 3000rpm. Thanks to its twin-scroll turbo, the Renaultsport 2.0-litre turbocharged engine is exceptionally responsive and particularly flexible at low revs, with 80 per cent of maximum torque available from 1900rpm.
At launch, two chassis settings will be available, a sport chassis for everyday driving enjoyment and a Cup chassis for more exhilarating performance, especially on track.
Based on the three-door Megane hatchback, the Megane Renaultsport 250 is fitted with a heft of standard equipment available on the standard Mégane, such as automatic dual-zone climate control, a hands-free card with automatic door locking as the card-holder walks away from the vehicle, the high-end 3D Sound by Arkamys and a choice of two navigation systems. Additionally, the Renaultsport 250 boasts two specific features aimed at heightening the driver’s enjoyment delivered by the vehicle’s performance.
One is the Renaultsport Dynamic Management system allows the ESC to be enabled in one of three modes: ‘On’ (the default mode), ‘Sport’ (for less intrusive ESC action) and ‘Off’ (total disengagement). The other is the Renaultsport Monitor, taking its inspiration from motor sport, provides information about real-time engine performance, gearchange warning, throttle pedal mapping, lateral acceleration, 0-60 acceleration and lap times.
In terms of styling, the the Megane Renaultsport 250 is inspired by the new Mégane Coupe. Its front bumper incorporates a blade echoing the low-slung noses of a Formula 1 car, along with extended wheel arches, side sill, rear diffuser, extended tailgate spoiler and centrally-positioned exhaust tailpipe. LED daytime running lights are a key part of the car's styling signature.
Inside, the new Mégane Renaultsport 250 is looks pretty much impressive and comfortable. There are height adjustable front seats with additional lateral support or optional Recaros, height and reach adjustable sports steering wheel, aluminium pedal covers and a new fascia design.
Tuesday, September 29, 2009
Review: 2010 Ford Taurus SEL
In 1985, when few models really stood out from the midsize pack, Ford created one of the most influential vehicles of the late 20th century: the Taurus. Radically styled and intelligently packaged, the Taurus won the hearts and minds of millions of car buyers, and for over a decade, it was a dominant force in the retail car market. Eventually, competition from the Toyota Camry and Honda Accord proved too much for Ford to handle, and the Blue Oval hung its game-changing sedan out to dry. Product development dollars were funneled to trucks and SUVs, and the Zodiac's bull died a pauper's death in 2007 after an achingly long stint as a tattered fleet Queen.
When Alan Mulally took the helm of FoMoCo, the new CEO wondered why the recognizable – if tarnished – Taurus name had been abandoned. So a branding Band-Aid was affixed to the underperforming Five Hundred sedan and, unsurprisingly, consumers saw through the botched rebadging. The "new" Taurus was still the old Five Hundred; a dynamically challenged sedan whose biggest selling point was a really large trunk. In hindsight, the move may have been a way to revive the Taurus in the public's consciousness as Mulally and company went back to the drawing board to create a new world-class sedan capable of taking on the biggest names in the segment. The 2010 Ford Taurus is here... but does it have what it takes?
Before the rebadged Taurus arrived in 2008, the Blue Oval's bull was a midsize sedan. Not anymore. The 2010 model is larger... much larger. At 202.9 inches, the Taurus spans an additional five inches over the Toyota Avalon – or to put its gargantuan length into better perspective – nearly an inch longer than a Chevrolet Tahoe. That makes it a sedan even Baby Huey can love. But the 2010 Taurus doesn't just differentiate itself from past Taurus models in size, it's more upmarket in both look and feel.
Undoubtedly, one of the primary reasons that the last Taurus reclamation project fell flat was the donor Five Hundred's utterly uninteresting exterior design. The 2008 Taurus was so bland and unnoticeable it needed a chromed, Flava-Flav three bar grille to keep other motorists from running into it. For 2010, Ford has taken a different approach, making the two-ton sedan stand out with strong character lines on the hood and beltline that create a wide, muscular and luxurious exterior.
Up front, Ford has inset a set of modern, dynamic headlamps to accentuate the Taurus' sophisticated mug. The lower fascia makes this Blue Oval appear more aggressive, with a wide, trapezoidal shape reminiscent of the so-called "Kinetic" designs found on the European Mondeo and Focus. Our only issue is with the contrived three bar grille, which contrasts nicely with the lower fascia but falls short with its odd looking holes on the top and bottom slats. Out back, Ford has attempted to recapture some of the spark from its 2003 427 concept, so the Taurus's rump receives a set of squarish taillamps and a canted stance that gives the bull's butt a dynamic presence, with a minimalistic bumper that does its best to keep the already prodigious rear overhang in check.
While there's no question the Taurus is remarkably better looking than its predecessor, if Ford wants to recapture buyers, the interior would need to be special. In the past, Ford aimed for "class competitive" interiors, and in some cases, using the term "competitive" would be... generous. Thankfully, the days of strategically placed soft touch materials attempting to hide cheap dashboard bits and mismatched plastics are a thing of the past.
Seated inside our tester's substantial cabin, Ford's upmarket assault is front and center, with a thick, leather-wrapped steering wheel (fitted to every 2010 model) and exceedingly comfortable leather thrones that wouldn't feel out of place in something costing tens of thousands more. Ford has opted for a dual cockpit approach for the all-new Taurus, with massive, symmetrical overhangs at each end and an impressive center stack sweeping back to strike a perfect balance between visual appeal and terrific ergonomics. HVAC and radio switchgear are well within reach and the controls are exceptionally easy to navigate. And while the front may be one of the best seats in the house, since the Taurus is a family sedan at heart, Ford paid special attention to the occupants in the rear. In smaller vehicles, the kiddies tend to kick the driver's seat. In the Taurus, there's more than enough legroom to accommodate your average chocolate-faced adolescent. When the time comes to haul the detritus of modern life, the new Taurus' 20 cubic-foot trunk is another big plus for the family man or woman, with ample space to fit luggage, golf clubs, groceries and some camera equipment – all at the same time.
If you get gratuitous with the options, the Taurus can easily crest $40,000 with the addition of adaptive cruise control, moonroof, navigation and all-wheel drive, but our $30,980 SEL is probably a good indication of what the average Taurus will be outfitted with, and although it didn't come equipped with Ford's excellent but pricey navigation system, SYNC was included. As we've testified before, Ford's SYNC voice-control system just works, with Bluetooth, USB and auxiliary inputs for your MP3 player or phone a few clicks and spoken words away from connection. New for 2010 is the addition of Bluetooth Audio, which allows one to connect a Bluetooth-enabled MP3 player like an iPhone or iPod Touch to the stereo without wires. We're continuously amazed at how comfortable and intuitive SYNC is, and over time, it's become a staple of the Ford Driving Experience.
After spending time inside the new Blue Oval flagship, its obvious that Ford was shooting for world class levels of equipment and materials. But while the Taurus's cabin is a huge leap forward for Ford-badged vehicles, all is not rosy. Since the interior of the Taurus is so massive, spaces needed to be broken up, and the tan, leather-clad innards of our tester joins faux wood accents to accomplish the task. We're not huge fans of fake trees, and the materials look real enough, but that doesn't mean we're partial to it. The wood – particularly with the beige interior – is just too dowdy and dull, especially when matched with such a dynamic, modern design inside and out. Further, we could have done without the oddly hidden cupholders north of the center arm rest. It's nice to have them out of view when not in use, but the lines are very visible and break up an otherwise attractive center stack.
However, none of these nits get in the way of the Taurus driving experience, as the massive sedan is a competent and coddling cruiser. At just under 4,100 pounds, the Taurus is fully 600 pound heavier than a Chevrolet Malibu, and nearly a foot longer. Despite this, the Taurus' agility is impressive for a vehicle occupying such a sizable land mass.
During a particularly healthy flogging on some twisty B-roads, the Taurus proved a relatively tight package, with limited body roll and weight-defying grip. But when pushed hard, the Taurus feels too tall, too long and too heavy. The upgraded independent multi-link suspension offers a compliant ride that doesn't come across as floaty, and while the steering is fairly precise and decently weighted, road feel is nonexistent. The new Taurus is no backroad bomber, but this hefty sedan counters with the ability to isolate occupants from the world around them. Noise levels are nicely muted, making it easy to have an "indoor" conversation with back seat occupants, and pot holes and rail road tracks are soaked up without much hassle; something we can't say for some of the Taurus' competition, let alone your average purpose-built sports sedan. Obviously, the enthusiast set isn't the fish Ford is looking to hook, so it's comfort uber alles, and at that, Ford has succeeded.
On the power front, the Taurus makes due with a carryover powertrain in the form of Ford's 3.5-liter V6. With 263 horsepower and 249 pound-feet of torque channeled through a smooth-shifting six-speed automatic transmission, the Taurus is a lackadaisical cruiser, with just enough acceleration to keep you out of trouble, but hardly enough to get the blood pumping. Naturally, those looking for more pop can opt for the 365-hp EcoBoost SHO variant, but that starts at over $37,000. We suspect the average consumer will be content with the base powertrain, as most potential Taurus buyers probably don't tussle regularly with their inner Mario Andretti. With our right foot held largely in check, we achieved 22.9 mpg in mixed driving; a respectable number for a vehicle this size, and right at the center of its 18/28 EPA numbers.
With the new-for-2010 Taurus, you get the overwhelming sense that Ford has created a vehicle that knows exactly what it can and can't do. It delivers on style, comfort and features, while leaving sportiness to lighter, more dynamic performers like Dearborn's own Fusion. That can only help the Taurus compete against the likes of Toyota and Honda, and with customers placing more emphasis on value, the 2010 Taurus could give luxury stalwarts like the Cadillac DTS, Lexus ES, Acura RL and even the Lincoln MKS, something to worry about. But that can only happen if the new Taurus is bold enough and good enough for consumers to forgive Ford for its past sins with the Taurus. It's time to get over it – and after a week – we have.
[Source: Autoblog]
Lamborghini Estoque takin' it to the streets
Lamborghini has been hemming and hawing over the production prospects of the Estoque concept ever since it was unveiled last year at the Paris show. With a front-engine, four-door layout, the family-sized Lambo wouldn't be able to share much with either of the company's current models. But with Porsche and its new Panamera now under the same corporate umbrella – to say nothing of the upcoming Audi A7 and Bugatti Galibier concept – the prospects have never looked better.
As if to lend credence to the increasing amounts of speculation, an intrepid observer snapped the Estoque recently on the streets of Cologne, Germany. Unfortunately, the vehicle in question appears to be a the original concept car, and not a developmental test mule. However, its appearance – with no license plates, mind you – has got people asking a lot of questions. And whatever the answer, it certainly isn't that Lamborghini has killed the project.
[Source: ExoticsOnRoad.com]
Montezemolo reportedly confirms Ferrari 458 Spider
Ever since the introduction of the 348 Spider back in 1993 and on through the 355 Spider, 360 Spider and F430 Spider – to say nothing of the targa variants that came before – Ferrari has always produced droptop versions of its mid-engine V8 supercars. So it should come as no great surprise that Ferrari president Luca di Montezemolo has reportedly confirmed the development of a roadster version of the new 458 Italia.
Like its predecessors, the 458 Spider will likely feature a conventional folding soft-top, and you can expect it'll be one of the lightest and quickest to deploy and retract in the business. Still, there was some speculation that Maranello would forgo building a 458 Spider altogether, leaving its sun-worshipping, V8-lovin' clientele to be tended to by the California. But while the affable marquis has been off on some statements in the past, we'll take this one at wind-in-your-face value. Expect the 458 Spider to appear in a couple of years.
[Source: Quattroroute via Euocarblog]
New Alfa Romeo MiTo Quadrifoglio Verde
2009 Sport Car Renault Megane Trophy
The 2009 Renault Megane Trophy is based on the new Megane Coupe which is powered by the Renault-Nissan Alliance’s mid-rear 3.5-liter V6 24V engine that produces 360 hp.
The front and rear light units and windscreen are from the Megane Coupe road car while flowing lines of the bodywork was designed from digital simulation technology to improve the aerodynamic.
The Renault Megane Trophy features front splitter which channel air flow to the extractors and rear diffuser and wing that generated downforce. Downforce has improved by 20 % with the refinements to the set-up and drag was reduced by 15 % , which together, represent a gain of almost 40% in terms of the new car’s aerodynamic performance over the previous generation vehicle.
Apart from that, the Megane Trophy also features butterfly doors reminiscent of the world of GT and sports-prototype racing. The V6 3.5 24V engine is mated to a semi-automatic gearbox with the same mechanical features as the current car, including an FIA-homologated sports-prototype tubular chassis, steering wheel-mounted paddle shift, double wishbone suspension with adjustable dampers, 18-inch wheels and Michelin tires.
The power of the standard 330 hp engine was boosted to 360 hp with the help from the new inlet manifold. Rebuild is still at every 5,500 km for the car’s reliability. According to Renault, with the new aerodynamic gains, the extra power from the engine will enable the 2009 Renault Megane Trophy to lap in similar times to those of a Porsche GT3.
2009 Sport Car Audi R8 GT3
The Audi R8 conforms to the production-based GT3 regulations allowing the car to be fielded in numerous national and international race series.
Because the GT3 regulations prohibit the use of four-wheel drive the Audi R8 comes with the typical GT rear-wheel drive. The power is transmitted via a newly developed six-speed sequential sports gearbox. The suspension uses almost exclusively components from the production line. A comprehensive list of safety equipment guarantees the highest-level of passive safety. A modified front end and a large rear-wing generate the required downforce for the race track.
The Audi R8, which bears the project name “R16” within Audi Sport, was developed under the direction of Audi Sport. Mid August, the first prototype successfully completed a roll-out in the hands of Audi factory driver Frank Biela.
Sport Car Ferrari F430
2009 Sport Car Lamborghini Gallardo LP560-4 Polizia
The new Lamborghini Gallardo LP560-4 Polizia, which replaces the previous Lamborghini Gallardo Police Car in use by the Italian police force since 2004 has a 560 horsepower engine that can reach speeds of up to 203 mph. The car will begin service with the Lazio Highway Police Department in order to continue accident and crime prevention to sustain security on the Italian roads.
Its predecessor is proof of Lamborghini’s outstanding product quality. Since 2004, Rome’s police force has had the first-generation Lamborghini Gallardo in regular police service. The sports car has clocked nearly 87,000 miles of patrol duty on the motorways of central and southern Italy, as well as on emergency medical transport detail.
Frankfurt Motor Show: 2010 Lexus GS 450h
The GS 450h has a 3.5-litre V6 petrol engine working side by side with the Lexus Hybrid System. Full system power is 254kW (345hp) from which an average fuel consumption figure of 35.8mpg is achieved. C02 emissions are 186g/km.
Safety has been improved with the updated Pre-Crash Safety system. The new system uses the pre-crash brake technology. Both front seats are fitted with new inflator-operated active headrests, activated by a signal from the ECU in the event of a rear-end impact. While a rear impact happens, the inflator integrated in the headrests slides a piston that unlocks a mechanism and projects the headrest forwards and upwards, reducing the risk of serious injuries.
The exterior changes include new front grille, hybrid-blue rear lamp clusters modified to incorporate larger, transparent outer lenses, and redesigned 18-inch alloy wheels for the SE-L. The range of 11 exterior colours are available including Vanilla Mist, Richmond Green and Atlantic Blue.
Inside, the 2010 Lexus GS 450h features a new hybrid-blue backlit stop/start button and grey bird's eye maple wood grain trim, and a satellite navigation system with a 40GB hard drive among others. The Lexus GS 450h range is fitted with two new audio systems, a 10-speaker Lexus premium package and a 14-speaker Mark Levinson Premium Surround Sound System giving 5.1-channel surround sound on selected CDs and DVDs.
Both systems are now DAB ready and provide USB and audio jack plug connection for fully controlled use of portable music players, and Bluetooth with an audio streaming function, and will also provide a “sound library” function, using the navigation system’s HDD to transfer and store music files from CD up to 10GB capacity.
Prices will be released closer to the launch date.
Monday, September 28, 2009
Nippon style bumper kit - UPDATE Skirts pictures
Frankfurt Auto Show: 2010 Citroen C3
When compared to previous versions, the 2010 Citroen C3 has a sportier edge that lends the car a more dynamic, yet robust appearance. The rounded shape remained. The Citroen C3 is quite more spacious with wider track. Measuring 3.94m long and 1.71m wide, it is surprising that it offers 300 liters of boot space. Buyers also can opt to have C3’s ‘Zenith’ windscreen, which runs over into the roof.
Inside, the new Citroen C3 offers USB connection, iPod and Bluetooth functionality and satellite navigation.
From launch, an HDi 90 powered version will be available emitting just 99g/km CO2 – the first full production Citroën to emit less than 100g/km. Whilst the arrival of new power plants from 2011, incorporating second-generation Stop & Start technology, will see diesel versions emitting as little as 90g/km CO2, to be followed by new generation three-cylinder petrol engines with less than 100g/km CO2.
The new 2010 Citroen C3 is set to arrive in the UK from early 2010. However, it’s really a pity that we can't buy Citroens in America anymore.
Sunday, September 27, 2009
2009 Lexus GS 450h Pictures
2009 Lexus GS 450h Pace Car
Fiat Bravo Coming in Late 2009
Once the Bravo is launched in India, it will the most expensive hatchback in the country. The idea behind launching this car is not to generate big sales numbers but rather to create a strong brand image with a high quality and truly world class product.
The Bravo in India will have a 1910cc, 16-valve turbocharged multijet engine. Developing an immense 150bhp@4000 rpm, the car will cover 0-100kph in about 9 seconds. The Bravo is a luxurious hatchback, with interiors to match.
Positioning: Transverse
Engine: 1910cc, turbocharged multijet engine
Max. Power: 150bhp @4000rpm
Length: 4020mm
Width: 1750mm
Height: 1420mm
Wheelbase: 2540mm
Best Lexus RX450h LXH
Here’s a big car that gives you more, much more, and pretends to be taking away less. Expensive, beautifully equipped, stacked with brainy hybrid technology, it’s hard to understand as anything more than a conceit. Yet for its striving for perfection alone, I loved driving it.
The hybrid system operates mainly in Eco mode which allows the electronic controller to shuttle between electric and petrol engine operation, and it’s almost totally seamless. Ev or electric only mode gives just a kilometre or two of silent-only operation. Pulling away mutes throttle response to give near silent going, but hooligans can hoof it and blow away the intent of all those azure ‘hybrid’ badges.
Fit and finish is superb as you’d expect from a R770 000 range-topping machine, and the LXH version has full array of toys including sophisticated camera-based PDC, full leather, superb 15-speaker Mark Levinson surround sound system, heated seats, electric sunroof and auto open/close boot. All useful for making the driving experience less of a chore. Lose these specifics and you have the R70k cheaper SX version. The main media interface includes a HDD navi system operated primarily through a mouse-like haptic device which is the Lexus version of MMI and iDrive. It’s a bit fussy in operation, perhaps less intuitive when there aren’t many menus to scroll through, and difficult in traffic. It works like a damped action trackball on the large format screen, with options selected via a side click. The navigation default (if you like it like that) and menu can both be accessed via two override buttons, and options can be scrolled through with a discreet up and down arrow rocker switch. But it still feels like a system that’s clawing for a point of difference rather than making a stride forward in the ergonomics department. I’m sure its fine when you have most of your defaults sorted. For me, I still find it easier to whizz through menus using a spin and push-to-select dial in the Merc, BM and Audi tradition.
For a large car with a heft of two tonnes, the handling is surprisingly good. The ride is soft without being wallowy, it goes where you point the lightly weighted steering with some precision, and while no racer by any stretch, it will handle the yumps and twists of any daily commute with aplomb and the absolute minimum of mechanical reminder. This car is seriously hushed. It feels sorted, secure and solidly engineered. After all,
Styling is surely a little generic – following the sloping back cues that have given Nissan’s Infiniti its appeal stateside, where the RX450h is no doubt going to find its biggest market. The imposing shovelhead front is good for carving through the lesser traffic. It’s still not pretty, and especially not that sharp frontal point underlined by the chin protector panels. But it contrives to look wide and substantial from behind and dead ahead, though the broad flanks and steeply raked rear roof line help to shrink the silhouette of the vehicle. It’s big, and majors on space inside, yet doesn’t look it from all angles.
Technology is a tour de force, though why it’s all necessary is another question. A whoofling 3.5 litre V6 producing 183kW/317Nm is the main event, which can kick the plot along at a credible pace if you stomp the right foot and keep the irritating CVT (continuously variable transmission) locked on the larger end of the cone, but for the most part you have to pootle along if you want fuel economy. Strident foot kicking brings out upper 11 litres/100km averages, the gentler approach can bring in mid-sevens as battery power helps subsidise things on start-up and slowdown, the latter through a regenerative braking system. Essentially it’s a front-driver with one electric motor/generator coupled to the petrol and acting as a starter/battery generator, plus another 123kw/335Nm driving the front wheels via a transaxle, and a third 50kW/139Nm electric motor driving the rear wheels only when front traction is lost, activated electronically rather than via a mechanical linkage. Total ‘system’ output is rated at 220kW. It’s no radical four-wheeler, but the ground clearance is good, and it should be capable of soaking up a few muddy roads.
As a commuter it seems quite over the top. An automotive oxymoron, if you like. Here’s this great hulking SUV that’s at the same time desperately trying to make a green statement with its expensive technology that cuts fuel consumption and emissions to that of an average sedan. It might make you feel better about the bulk and bombast, even if ultimately it’s a joke on the planet-saving index.
LEXUS RX450h LXE
HOW MUCH ? | R769 300 |
ON | Now |
ENGINE | 3.5 litre 24v V6, 183kW @ 6000rpm, 317Nm @ 4800rpm; front motor 123kW/335Nm, rear motor 50Kw/139Nm; system total 220kW |
TRANSMISSION | E-CVT continuously variable transmission, part-time four-wheel drive |
PERFORMANCE | 7.8sec 0-100kph, 200kph, 6.3 ℓ/100km, 148g/km CO2 |
HOW HEAVY/MADE OF? | 1975-2085kg/steel |
HOW BIG (LENGTH/WIDTH/HEIGHT)? | 4770/1885/1685mm |
remarkable discovery
We all remember Lance bouncing back to win more than six titles on the Tour, but do you remember Les tricolores overcoming a 14 point deficit in the ‘99 World Cup semi-final, beating the mighty All Blacks 43-31?
No, what about our very own Gary Player, winning the World Matchplay tournament at Wentworth in 1965, after trailing by seven holes?
Still no, well one comeback we all should be young enough to remember is that of Land Rover’s Discovery from vehicular villain to versatile victor of 100 international awards it has accumulated since the Discovery3 was launched. Although the issues that characterised the Discovery2 still leave a bitter German aftertaste for some, the new fourth generation builds on the more reliable Disco3 chassis. Under its Ford foster parents, the 3 made huge strides in improving their Customer Service Index ratings (think JD Power) and restoring trust in their brand and product reliability.
Unlike the Range Rover Sport, Land Rover SA have opted for an all new engine line-up for the Discovery4 including a new 3.0 TDV6 (available in S, SE and HSE trim), as well as a petrol 5.0 V8 HSE. The new direct injection V8 delivers 25% more power and 19% more torque than the previous 4.4-litre powerplant, accelerating the big 4 from 0-100kph in 7.6secs.
The pick of the range however is the twin turbo oil burner, the new 3.0 TDV6. Compared to the previous 2.7-litre diesel, the new six potter offers a 9 % improvement in fuel economy (EU combined cycle) and 10% less CO2 emissions, while increasing power by 29%. Torque increases by 36% to 600Nm, offering a claimed 0-100 kph time of 9.6 secs, which is a 24% improvement over the previous 2.7-litre.
Onroad body roll and dive under braking has been reduced thanks to stiffer and larger anti-roll bars, while the centre of gravity has also been lowered by 42mm at the front and 62mm at the rear for better mid corner poise and straight-line stability.
Off the beaten track is still where the Discovery excels though, boasting a wading depth of 700mm (in offroad mode) and the same technical enhancements as the new Range Rover Sport. These include a 'sand launch control' function which sets speed-dependent wheel-slip targets for the traction control system to permit only very limited wheel-slip on pull away. There is also a new Gradient Release Control function on the Hill Descent Control (HDC) system that reduces the lurch one feels when braking is released while descending very steep inclines, offering better control at extreme angles.
The rock crawl program also now applies a low level brake pressure when the vehicle is in first or reverse gear at speeds below 5kph, reducing the vehicle's roll tendency and the intervention of the traction control system, for a more composed drive over rocky terrain.
The Discovery4 also adopts the Sport’s exterior design with simpler surfaces at the front, including a more aerodynamic front bumper and LED lighting both front and rear. On the down side, the position of the full size spare wheel has not been addressed and remains under the rear load bay. Land Rover’s designers have also done away with the protection of the black plastic side mouldings, due to customer feedback in the US. These strips offered protection from scratches - when traversing thick bush, forests and thornveld - and aren’t even available optionally.
The hard wearing and durable plastics on the interior have also made way for more luxurious materials, to meet the cosmetic demands of the US market. While new executive toys like a keyless entry system and the Push Button start feature on the Discovery’s standard specification list, items of greater use include: a new 360-degree surround camera system (which relays views from five digital cameras to the touch-screen on the revised dashboard for easier navigation and manoeuvrability in tight confines and Trailer Stability Assist. This towing aid detects and rectifies trailer oscillations and swing by reducing engine torque and making braking interventions to bring the towed vehicle back under control.
Pricing of the new Discovery4 will be released at the vehicle's local launch toward the end of Oct 2009