Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Michael Van Runkle – April 25, 2026

Review: 2026 Land Rover Defender Octa

When Land Rover axed the classic Defender SUV in 2020 after 37 years of production – depending on how one interprets the model’s extended timeline – the controversial next generation entirely overhauled the iconic SUV’s characteristics. No more solid axle suspension, no more clattering diesel and underpowered gasoline engines, and no more boxy steel body panels. Instead, the new Defender takes a solid step into the modern luxury arena, with a playfully plasticine exterior design hiding plenty of tech on the inside and underneath the hood. The Defender then reached entirely new heights with the 2025 debut of a range-topping Octa trim, which swaps in a 626-horsepower BMW V8 and supercar-derived suspension. Fender flares over bigger tires and a wider track bulk up the Octa’s beefy stance, hinting at perhaps even more off-road capability than the venerable Defender Classic. And then, Land Rover entered an even more hardcore variant of the new SUV into the grueling Dakar Rally, as a testament to this newfound performance. While the Dakar raged in Saudi Arabia, I took an Octa loaner in Los Angeles, curious to discover where in the spectrum between luxury SUV, supercar, and rock-crawler the Octa winds up, especially after an admittedly disappointing first experience in a base Defender 130 from the new generation just over two years prior. As good as the Octa looks, with the improved proportions playing up that rally-racing aesthetic, the powertrain proved impossible to ignore. Land Rover actually sourced the twin-turbocharged 4.4-liter V8 from BMW, where the internal-coded “S68” engine motivates the current M5, X5M, and X6M. Paired to the same ZF eight-speed automatic, in this case 626 horsepower and 553 lb-ft of torque unlock a claimed 0-60 time of four seconds flat – not bad considering the Octa weighs in just shy of 6,000 pounds. Every time I pushed the start button early in the morning, I felt a twinge of pity for my neighbors as the grumbling exhaust fired up. Any sense of sorry immediately evaporated when I punched the gas pedal, though, which inevitably sends the rear suspension into a strong squat. Suffice to say, I fully believe rumors that with enough grip for a hard launch off the line and the airbags set to Comfort, the Octa can actually wheelie the front two tires off the line. Luckily, an enormous set of six-piston front and four-piston rear brakes can haul down that speed and weight with surprising ease. Now imagine a Defender Classic trying to rip around like a supercar. Guess again. At the moment, the Octa package only comes on the 110 chassis, not the longer 130 (which unlike the Classic, actually shares the same wheelbase but adds a longer trunk for increased cargo capacity and a third row of seats). Nor on the short-wheelbase Defender 90. Using the 110 as a base results in impressive approach and departure angles of 40.2 and 42.8 degrees, respectively, or a steep line from the tires to the Octa-specific front and rear bumpers – all the better for conquering obstacles without scraping. <- Gallery -> To test the Octa’s off-road cred, I headed out to familiar trails in the Southern California desert for some high-speed ripping and low-speed rock-crawling. Unlike the Defender Classic, the new generation switched to independent suspension all around, which typically means less articulation and reduced traction when the trail gets tough. But the Octa’s model-specific hydraulic roll control system, which Land Rover dubbed “6D” because it manages body motion in all directions by replacing the sway bars used on lower trims, maxes out potential wheel travel as much as possible. Especially with the air suspension pumped up to the tallest ride height, I rarely noticed a tire lift off the dirt. Though in fairness, doing so lifted the body so much that even at six-foot-one with long legs, I often struggled to climb in and out of the driver’s seat. Unlike my legs, the Octa never struggled too much going up a steep incline with plenty of ruts and rocks exposed after recent Southern California rainstorms. Provided that is, I found the proper mode and setup. But that was easier said than done, because in typical British automaker fashion, the user interface left me more than frequently frustrated. For one thing, physical switchgear for off-road settings inexplicably hide within the climate control panel. Other settings can only be accessed via the central touchscreen. But sometimes, to activate off-road modes, playing around in the gauge cluster via the steering wheel controls becomes necessary – including to adjust the tire pressure monitoring settings to then turn on Octa mode via the big button at the bottom of the steering wheel. The logic loop of so many settings and features will boggle the minds of even experienced off-roaders who know what every term means. Why not use dedicated buttons for each individual mode? Or at least make everything accessible via the touchscreen, rather than prompting to other menus that take forever to find? Well, Land Rover seems to want to inspire trust in the machine – no matter how much I wanted to control each individual setting without having to stick in Custom Terrain mode and fiddle through the menus constantly. Best practice, instead, was to give up on trying to lock the rear differential via the icon that looks just like a button. Just set it and forget it via the drive modes, and let the powertrain do the work. That made me a little nervous while trying to find the four-wheeling limits of a $170,200 SUV (as tested). But even though the computer needs to react to changing terrain, traction, and driver inputs, the powertrain and suspension do work together to get the job done. If not particularly pleasantly, precisely because the driver’s ability and vision get entirely removed from the equation. Also, because the stiff hydraulic pressure in the suspension and the overall weight resulted in plenty of clunks, crashing sounds, and unwelcome trundling up harder aspects of the climb. I barely needed low range, which improves the crawling capabilities thanks to a shorter 3.73:1 rear axle ratio, because the BMW V8 simply puts out so much torque. The transmission refused to stay in first gear when in four-low anyhow, which kind of makes the exercise futile in the first place. And the whole rig seemed much happier at higher speeds to completely unlock the booming BMW engine’s horsepower. Still, we’re a long way off from Land Rover’s D7X-R Dakar racecar, which skips out on the hydraulic 6D suspension in the name of custom Bilstein shock dampers and coilovers all around. The D7X-R also gets a roll cage, an absurdly enormous 145-gallon fuel cell, and steps up to larger 35-inch tires, too. On my tester, a set of Khaki and Ebony “Ultrafabric” seats played up the off-roady theme, and the same for the optional 20-inch wheels that I believe should be mandatory versus the larger 22-inchers that then rule out BFGoodrich’s mid-tier Trail Terrain A/T tires. I found the suspension actually preferred running the tires at slightly lower pressure, 42 psi front and 44 psi rear, but personally, on my own Octa I figure a set of bigger and beefier KO3s should do much better. Just don’t ask about fuel economy – I averaged almost exactly 13 mpg over the course of a week and a few hundred miles, which sets this Defender into solid full-size pickup truck territory. At this level of aspirational adventure SUV, the Octa more accurately splits the gap between Mercedes-Benz’s stalwart G-Wagen and Ford’s impressive Bronco Raptor. But the base G only comes with a hybrid inline-six now, and stepping up to the AMG G 63 in the name of a V8 engine then ups the price tag nearer to $200,000. The Bronco Raptor, meanwhile, stickers well below six figures with a bit more rugged and truly hardcore trail-ready capability thrown in. Yet both the G and the Bronco feature similar interior volume issues as the Octa, which never feels roomy or comfortable despite the larger footprint compared to the “base” Defender 110 that start at a much more reasonable $63,500. For the 2026 model year, Land Rover will add a 1.7-inch bigger central touchscreen across the lineup, a blacked-out exterior package, and new headlights. When those options arrive, they won’t change too much of the Octa’s character as mall-crawler extraordinaire. For those who truly know what they’re looking at, the Octa might pique the right amount of interest from 4x4 fans, too. It can certainly do the off-roading capably, if not enjoyably – and from style points alone, clearly takes the cake in the Defender lineup. Now, if only Land Rover took the next logical step to bolt those fender flares and the bigger tires onto a short-wheelbase Defender 90 with the supercharged V8, the more traditional suspension, and a starting price tag more reflective of true capability, then the Octa might occupy a more appealing and unique slot in the off-road market. View All Land Rover Defenders For Sale Images: Michael Van Runkle

By Gabriel Vega – July 22, 2022

2022 Land Rover Defender 90 V8 Review: Improving A Best-S...

Nearly three years after its official launch in 2019, the Land Rover Defender has proven itself a top-notch product. Whether crawling rocks or malls, this swanky off-roader has ultimately won the hearts and wallets of its target demographic. The secret behind its success comes mainly from its dual personality, effortlessly delivering terrain-conquering abilities without on-road comfort drawbacks. The question is, then, how do you improve a vehicle that already offers so much? According to Land Rover, the answer involves extra cylinders, a supercharger, and a re-tuned chassis. Enter the 2022 Land Rover 90 V8 Carpathian Edition. As its lengthy name suggests, this trim is the most luxurious and expensive variant of the two-door Defender. After a week of tackling off-roading trails and city streets, it's clear that this version of the Defender won't be for everyone. Defender owners that use these SUVs exclusively to commute won't be sitting in rush hour traffic patting themselves on the back for shelling out an extra $19,000 over the top I6-powered model to get the biggest engine. However, for the folks that will put all 518 horsepower to use, either tackling off-roading trails or big open highways, the addition of the new engine is a proper game changer. 2022 Land Rover Defender 90 V8 Design/Styling Most of the changes introduced for the 2022 Land Rover Defender 90 V8 live under its hood. From afar, it looks like any other Defender. Only minor details such as the quad exhaust tips, trim-specific 22-inch wheels, and Xenon Blue brake calipers set it apart. I'm glad they didn't mess around with the styling. Thanks to its baseline good looks and distinctive boxy shape, it doesn't lose any of its original appeal. Plus, considering it is a proper off-roader, it would've been a huge mistake to widen its body and potentially limit its ability to conquer tight trails. While only the eagle-eyed among you will be able to distinguish it from its siblings, my Carpathian Edition tester is an exception. For starters, it's finished in Carpathian Grey, with a contrasting Narvik Black hood roof and tailgate. However, its stain look doesn't come from the paintwork itself. Instead, Land Rover installs a satin protective film that changes this SUV's finish and protects against scratches and off-road debris. This should incentivize owners to go out and explore without worrying too much about their six-figure ride. Final touches such as the Carpathian Edition badges, Carpathian Gloss finished skid plates, and front grille bar rounds up the list of changes. While this unique trim doesn't revolutionize the Defender's look, it gives it a darkened aesthetic that is equal parts sleek and aggressive. It may cost $7,000 more than a standard V8 model, but its unique look and factory-installed PPF soften the upcharge's blow. 2022 Land Rover Defender 90 V8 Engine/Performance The 2022 Land Rover Defender 90 doesn't change much in the styling department, but its powertrain is a different story. Under its hood lives JLR's well-known supercharged 5.0-liter V8, developing 518 horsepower and 461 foot-pounds of torque. It sends power to all four wheels via an eight-speed automatic transmission. Despite its 5,445-pound curb weight, this two-door SUV hits 60 mph in 4.9 seconds before continuing to a top speed of 149 mph. If that sounds sports car quick, it's because it is. The V8-powered Defender rockets off the line, leaning back as its suspension tries to keep its high-riding body in check. With peak torque at a relatively low 2,500 rpm, this off-roader pulls hard to redline with peak power at 6,000 rpm. There is no situation where this Defender feels slow, and its transmission is quick during hard accelerations and smooth the rest of the time. Around town, it feels like any other Defender, civilized, refined, and quiet. However, one blip of the throttle reveals a nasty bark from those quad exhaust tips. Just like in the F-Type R and the Range Rover Sport SVR, this engine is eager to deliver a guttural growl leaving passersby to wonder if that cute boxy SUV really just made that sound. After leaving a congested Los Angeles behind, I took my tester out to Hungry Valley to hit some off-roading trails. This included rock crawling, sandy dunes, and plenty of tight maneuvering. This two-door example did great, fitting in almost anywhere. Thanks to its larger engine, it's eager to power out of any situation and delivers the occasional controlled slide. With the engine blaring in the background and ample power on offer, the V8's appeal becomes apparent. It's just a far more exciting vehicle to drive than its siblings. Thanks to its retention of all the standard off-road modes, you don't lose on capabilities to score the added fun. To handle all of the added power, Land Rover implemented new suspension tuning with new springs, damper rates, and an Electronic Active Rear Differential. In practice, these help the Defender V8 deliver a driving experience that is exhilarating but not out of control. A new Dynamic setting within the onboard Terrain Response system firms up the suspension, sharpens throttle response and puts the engine in its most aggressive setting. While the updated tuning doesn't turn this off-roader into a sports car, it has all the necessary tools to handle the added power. At no point does it feel like the powertrain overwhelms the rest of the vehicle. 2022 Land Rover Defender 90 V8 Interior/Tech Step inside the Defender 90 V8's interior, and a host of new materials will meet you at the door. The Carpathian Edition takes the standard Ebony Windsor leather seats and adds Miko Suedcloth and Robustec accents. There's also a new Alcantara-wrapped steering wheel and illuminated tread plates. While these new materials add plenty of luxurious textures to the Defender's interior, they don't quite make sense in a serious off-roader. As mentioned in the intro, my specific tester isn't for everyone. For those who want to do a bit of serious off-roading in their new Defender, materials such as suede and Alcantara won't do well once you introduce ordinary dirt and grime from the outdoors. In contrast, this version of the V8 would do great in city environments. Its interior feels decidedly upscale, well put together, and aesthetically pleasing. Perhaps most importantly, this Defender is exceptionally well insulated, adding to its luxurious vibe. On the tech side, the Defender V8 has plenty to offer. In front of the driver, you'll find a 12.3-in digital instrument cluster that's both highly configurable and easy to read at a glance. It's supplemented by an updated 11.4-in screen in the center of the dashboard powered by the latest Pivi Pro infotainment system. Navigating its many menus is a breeze as the system is excellently laid out and offers high-quality graphics. While there's Apple CarPlay and Android Auto connectivity as standard, the central screen's primary purpose is to help the driver interact with the various off-roading modes and camera systems. While off-roading multiple camera angles will populate the display, assisting the driver in tackling challenging trails without needing a spotter. Digging through the menus reveals further fine-tuning options of the standard drive modes to best use the available hardware. Overall, this onboard system delivers a sleek user experience with a surprisingly low learning curve. 2022 Land Rover Defender 90 V8 Pricing The Land Rover Defender 90 is a premium product with a price to match. The standard V8 starts at $104,200. This is $19,000 more than the most expensive I6-powered variant. Stepping up to my Carpathian Edition tester brings that price tag up to $111,200 before destination and additional fees. The two Defender 110 V8 trims start at $107,500 and $114,400, respectively. 2022 Land Rover Defender 90 V8 Closing Thoughts After a week with the new Land Rover Defender 90 V8, it's clear that the British carmaker's formula to spice up its latest best seller is an effective one. By shoving an enormous engine under its hood, Land Rover has given the Defender a more aggressive personality with looks to match. It's quick, loud, and engaging to drive. However, it remains to be seen whether or not this will be enough to sway buyers. In most scenarios, the V8 Defender behaves just like its I6 and I4 siblings, blending comfort, luxury, and convenience in a properly off-road capable package. When you leave congested roads behind, this newest Defender makes a case for itself, delivering excitement its siblings can't match. It will be up to potential buyers to determine if they will often be in these environments to allow this SUV to shine. To commute, an X-Dynamic HSE with the efficient I6 engine is ideal. However, for a blast through the desert or an open road, the Defender 90 V8 is tough to beat. View All Land Rover Defenders For Sale

By Andrew Nabors – December 06, 2017

Reviewed: 2018 Land Rover Discovery HSE

A good name is more desirable than great riches. That is the logic behind Land Rover's choice to name their new SUV the Discovery. This year marks the introduction of the 5th generation Disco. We've known it as the LR2 and LR3 in the US, and it has been ingrained in our popular culture as a rugged machine.They are beginning to trickle across the pond, so we were elated to find a new one waiting at our front door. We spent a week with a new HSE Luxury TD6, and it didn't disappoint. Starting with a solid foundation, it is the first unibody Discovery, sharing the same aluminum construction methods with the Range Rovers. Not only is it stronger, engineers were able to shed 1,058 lbs along the way.Holding up the body are coil springs, leaving air suspension as an option. Another rugged feature is a low-range transfer case. It allows the locking differential to crawl over tough obstacles. It makes them look easy with 443 lb-ft of torque available. The 3.0 liter V6 makes 254 horsepower thanks to oil power. Diesel is back, and cleaner than ever. In the collection downstairs is a 1985 Defender 130 with a TD5 diesel, and it is fun to have that level of power available. We can't compliment the engine enough because you will forget you are driving a diesel. The 20" wheels are decent, but something more aggressive would be nice.As part of the HSE & Luxury packages, the interior is spared no expense. Windsor leather covers the 16-way adjustable seats, as you serenaded by the 825-watt Meridian audio system. If you aren't familiar with their abilities, they have developed and patented several reference-level systems for theater audio and video. Found in only the highest level Jaguar and Land Rover models, the audio quality is unmatched.2018 Land Rover Discovery Drives Over World’s Largest Lego StructureEven with speakers hidden behind every surface, the Discovery is still able to ford water to a depth of 33.5". A trademark of the Land Rover brand, Discovery has no fear of leaving the pavement and getting muddy. Loaded with coworkers, the acceleration seems identical to a solitary driver. Brake-boosting allows for a furious launch, as the terrain-response system deals with the immense torque. You will have great visibility thanks to large windows and a traditional tailgate. If you have a few toys, the Disco can tow. It is rated to pull 7,716 lbs, handy when your friend's dump truck breaks down.Also along for the ride are all the latest safety gadgets. Lane-keeping assist, blind spot monitors, and driver condition system will make sure you and your surroundings stay safe. All this can be yours for $87,110. The price isn't too steep considering the amenities, but it would be nice to have more horsepower for highway passing. The brakes are another area for improvement, as the pedal takes some time to learn. If you feel up to a new Discovery, click below to find our nearest dealer and stay with us for all your Land Rover updates. Browse Land Rover Discovery For Sale

By Edward Jones – December 21, 2016

2016 Land Rover Range Rover Sport HSE Td6

Exterior:If you've ever liked the look of a Range Rover, then the new 2016 Land Rover Range Rover Sport HSE Td6 is right up your alley. Its Xenon automatic headlights with LED lights start in the front, which are separated by a thin grille. In the rear are bright twin tailpipes that give a "sporty" look to match the model name. Honestly, if you've seen a Range Rover before, you've seen this one. Is that bad? Not at all, considering this SUV looks fantastic.Interior:Inside, the cabin retains the luxuries and comfort you'd expect in any Range Rover. The leather seats, fine-wood trim and spacious layout will provide drivers with a delightful drive. What's more, this cabin is insanely quiet. From the engine, the only thing you'll hear is the slight tick of the diesel engine thanks to the firewall. As far as road noise goes, you'll hear next to nothing. And that's great, considering how great the Meridian audio system is.Power:This Range Rover's 3.0-liter V6 turbodiesel engine is quite potent. This engine has 254 hp and 443 lb-ft of torque on tap. Route this power through the 8-speed automatic transmission, and it will run 0-60 mph in 7.1 seconds. Sure, the Td6 isn't as fast as the supercharged V8 engine, but it's fuel economy rating is where it shines: 22 mpg (city), 29 mph (highway) and 25 mpg (combined).Drive:Like I mentioned earlier, the Range Rover Sport HSE Td6's drive is as quiet as a whisper from the inside. When it comes to the actual drive and handling of the SUV, it acts as you'd expect. Because of its turbodiesel setup, it has enough torque, but it lacks on the top-end. But, if you find the sweet spot, you'll have plenty of power through gear changes.Overall:To put it plainly, this SUV is a great option for those looking to drive a Land Rover, but don't want to be at the gas station too often. It has the luxury and style you'd want from a Range Rover, but without a high fuel economy rating. Sure, it's not going to be exciting as the SVR, but its MSRP of $67,650 is much more desirable.

By Andrew Nabors – September 20, 2016

In the Driver's Seat: 2016 Range Rover LWB

Most Americans don't realize Land Rover offers the Range in two sizes. To see how their latest build compares against other luxury SUVs they sent us a fully loaded Range Rover for a week of testing.Everyone knows someone obsessed with Land Rover products. Much like Chevy guys or Ford fans, they can't immediately quantify why they love them, maybe it's genetic. Driving by our headquarters you will see several late model Rovers along with a classic Defender 130. So we have ample opportunities to experience them. But nothing could have prepared us for the power. The 5.0 liter supercharged V8 makes 510 hp and 461 lb-ft of torque. With the low gearing needed for 4WD, it is one of the fastest SUVs we have driven.Once your passengers stop giggling from the acceleration, you begin to notice how much detail goes into the interior. It takes some time to learn the unique placement of the controls, but its a nice change of scenery from the rest of the automotive world. Sound and heat insulation have been taken to the next level, almost making us forget about Florida. One of our major gripes has been the touch screen, so this year it is larger with a much-improved menu. Amazing audio is by Meridian is rated at 825 watts. Four-zone climate control and piano black wood trim are just a few of the ways it will surpass your expectations.But there are a few things you need to know. Because the windows are flat and almost vertical, glare and reflections can be distracting at night. English roads are not as wide as ours, so the Land Rover isn't as wide as domestic SUVs. The quality overcomes this, but if you need maximum cargo space look elsewhere. The belt driven intake manifold makes more power than you will ever need, but it also makes for a thirsty drive. Rated at 14 mpg city and 19 mpg highway, only high octane can be used.The aluminum body rides on air suspension that can be adjusted on the fly. Mood lighting and massaging seats are a nice touch after a long day, and your kids will like the reclining rear seats. If you thought soft close doors and panoramic roofs were exclusive to Germany, the latest from Land Rover will surprise you. The window sticker added up to $109,190, which is a significant investment. But if you need the best in luxury along with the world's most capable off-road platform, your Range is waiting for you.View Range Rover For Sale

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