Land Rover Freelander SE 2004 review

The new Freelander is testament to that, inheriting the genes of its relatives and the distinctive family face pioneered by the new Range Rover range.

The 2004 Freelander has received a much-needed makeover, changes that, combined with its tough drivetrain, make it an agile competitor on the rough stuff.

While it may not be the most obvious change, the move by Land Rover to only offer a diesel in the Freelander range is an important one. The Freelander has Land Rover's 2.0-litre, four-cylinder turbo diesel, which, while it feels slow from a standstill under the 1555kg weight, cruises smoothly.

A little on the noisy side but definitely not intrusive, the diesel produces 82kW of power and 260Nm of torque and is coupled with a five-speed electronically controlled automatic or a five-speed manual gearbox.

Gear changes are smooth in the automatic but the initial lag means it would benefit from low range or a lower first gear when tackling off-road driving. A benefit of the diesel engine is the fuel economy, with the Freelander putting out impressive figures for an off-roader, with a combined figure of 8.6 litres per 100km for the auto.

Steering kickback was felt but overall it is direct and the Freelander is well sorted on and off the black stuff.

The Freelander has mountaineering benefits including hill descent control, traction control and all-time 4WD system but is hampered by the low ground clearance.

Land Rover claims, however, that all suspension components are well shielded from off-road obstacles by a rugged alloy tray that protects the underneath of the car, including the sump.

The steering is mounted high on the bulkhead – out of the way of stray rocks and branches that could cause damage.

The Freelander enjoys a wading depth of 400mm, quite deep for a compact SUV.

The front wings are made from thermoplastic that resists marking from minor scrapes.

The most obvious change is the exterior. The front bumper, headlights and grille are all new and distinctively reflect the face of the Range Rover.

The new twin-pocket, clear-lens headlamps are similar to those of its big brother while the partly coloured bumpers create a tough, firm stance for the Freelander that screams urban attitude.

But despite its rugged good looks, the smooth lines give the Freelander a suave style of his own.

Its rear is body coloured and the tail lights have been moved to a higher position on the bumper to improve visibility.

Inside, the benefits are most noticeable. All models have been extensively restyled to improve comfort and greatly improve the overall feel and ergonomics.

New seats, facia, instruments, switchgear, door trims and upholstery fabrics greet the driver from the moment the door is opened. The quality of the fabrics used has been improved and the new premium sports seat offers better support.

The SE tested had the luxury pack, which includes leather seat trim, 17-inch alloys, rubbing strips and rear parking-distance control for $2500. The luxury pack is only available on the SE model. Parking-distance control is available for $750 on all models.

The seating position is, however, less than ideal. The seat is high and cannot be adjusted. The steering wheel does not have a reach function and the seat itself has limited track movement.

The Freelander has many stow-away compartments and the huge door map pockets keep the handy bottle strap, while larger cup holders are now mounted in the centre of the facia.

The Freelander still comes in two body styles: the three-door, which features a removable hardback or fold-up softback, and the five-door.

While the Freelander is a little more pricey than those in its class (from $39,950), the new-look interior and exterior make it a tough off-roader that now has plenty of style to match.