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Per Ineos winter testing was completed before the covid-19 distruption so they lost little of the engineering/testing schedule.

Argh. Really don't like metal encapsulated in plastic. At altitude (like Colorado) UV decimates plastic and allows moisture to finds its way to the inner structure, creating nice environments for rust.

Just wait till the Ineos Grenadier and Ford Bronco are released! This thread will last a generation ......

Its a TC design issue exposed by the case of no traction under all wheels. It's not a TC generation issue. It is why my LR4 has a rear locker.

The demo of the shortcoming of TC was a dealer sponsored weekend event. It wasn't "the Rubicon". It was a stop on the day trip where there was a typical Colorado broken down granite/shale hill that was "there for the taking". The open diff DI failed the climb early. The DII with TC made it...

You are making an assumption that the video in question, and driver, highlight. TC is reverse ABS and uses brakes to slow/prevent wheel spin and transfer torque to the opposing wheel/axle. As you note "the moment my front wheel spins (no front locker) that wheel is then locked (by brake) and I...

People admit it, TC has limitations and is designed to address the shortcomings of the driver and provide a marketing feature that convinces the potential buyer that they are getting a low cost / high feature benefit. Well that works in many situations but not all. TC is reverse ABS. Cost wise...

In many ways the hill climb reminds me of a real time demo of DII TC when compared side by side with open diff DI and a fully locked classic D90 from years ago. The surface was broken down granite, small pebbles, loose gravel with intermittant hard granite. The DI tried and failed. The DII made...

Ah, sure. Using LRs cost reduction planning. I would pass.

Or keep your D1 ............

Considering that the auto industry is worldwide with supplier networks in support of multiple manufacturers, there are few degrees of component level reliability differences. Now one vehicle may be more complex and use more components but that is product differentiation. Land Rover is no different.

They did push volumes up with aggressive marketing and discounts but the trajectory was already baked in. The Wheels Have Come Off at Jaguar Land Rover https://www.bloomberg.com/opinion/articles/2019-02-08/the-wheels-have-come-off-at-jaguar-land-rover That was the $4 Billion write down. The...

Another 4 Billion after a $4 Billion write-off. JLR had issues before covid that were aggregated by covid. Diesels sales and government push for EV hasn't helped. Not only are customers putting the brakes on new car sales the product line feels wrong. As I look across LR products there isn't a...

JLR in rescue talks with state for another $2 Billion loan and another $2 Billion in special programs as UK sales drop to levels last seen after WWII.

Yup. Upper US Midwest and northern Rockies are barren of LR dealers. LR has always been coastal and high income areas. NJ, FL, Houston, LA and Seattle. Not about manufacturing capacity. Dealer location choices are based in zip code income analysis.

Actually for a highly complex vehicle I like the idea of over the air updates. The problem is that here in the intermountain west there are significant areas with zero cell coverage, either due to lack of coverage or terrain. Our first instructions to our tourist is "here is a map, learn to read...

True but the factory receiver hitch for the LR3/4 was a joke at 550 lb tongue weight (I went Rhino class IV on my LR4). Appears the Defender is better but less than a LC. The Defender powertrain choices are still a problem.

Looks like it is 770 lbs. - https://www.landrover.co.uk/towing.html On the light side but at least not 330 lbs.

May be normal for Europe but for a "world vehicle" it is on the very low end. Most travel trailers require a tongue rate rating of at least 400-600 lbs. My point was that LR should have equip their vehicles with receiver hitch systems that EXCEED the max tow rating of the vehicle at 10-12%, not...

Here's another head scratcher. The LR3/4, characterized by many as a great tow vehicle, is rated at 7700 lbs. The hitch? .... 550 lbs or only 7%. For stability tongue weight should be at least 10% of trailer weight + margin so should be in the 800 lb range. 550 lb max tongue weight reduces the...