Early Freelander 3-dr the L314 by British Aerospace was designed by Gerry McGovern in 1992 on the idea of a hippo as a water loving beast. BMW had acquired the Rover Group in 1994 that were developing the Freelander 1 running gear from a Rover Maestro van. The 2000 year and 2003 upgrades were also designed by McGovern as the urban Freelander version, wheels after year 2001 have a different fit and cannot use those made before that time, but the steel wheels seen are used after 2001 for offroad duties. Below, a hippo negotiates an empty canal bed in Poland.
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Early Freelander wagon by BAE systems has a light color interior based on the African savannah grasslands that's hippo habitat. Cloth door inserts could become dirty and the molded panels are easier to clean. The early model has a radiator grille meant to remind viewers of the L-R Series II grille recessed in the body and later after 2001, it's changed to suit BMW preferences. Polycarbonate bumpers and wheel arch trims are seen with chromed side protectors. The orange turn indicators denote the early series. The early diesel engines differ from later, BMW also improved on the early petrol engines. However many buyers avoid the early series Rover K-series engine which had head gasket failures before being improved by BMW engineers after the year 2002. These could be improved by owners following service schedules but many survive with old Rover Group cooling problems.
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>>Sloping aerial of an Austin Somerset resembles the Freelander 1 below. The first Land-Rover Freelanders were made to appeal to 1950s drivers and now extremely dated, often found where the owner cannot afford a vehicle offering comparable features in a compact enough body fitting into a standard garage lock-up. The Freelander 1 is a great summer car for lounging around, it's electric rear door window opens quickly, the side doors and roof hatches give airy seated enjoyment of tourist destinations, they're very small cars that original owners found very pleasing.
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>>Passenger Handle style and shelf above. Early Freelanders have this color of interior, the blued dials and heater vents seem tacky and hinted at the hippo being a water loving creature. The car could travel in fairly deep water provided the bow wave was maintained as directed in the Owner's Handbook, a car suited to flooded 'B' and 'C' class roads in cold seasons of the year, initially bought by the middle class countryside living elite but on becoming a best-seller, a choice of many trims were developed. Some models have tinted glass and there are many styles of alloy wheel, of which one only suits the 3-dr of each engine type. Heavier wagon models have other styles of alloy wheel that are explained in the brochures available online as pre-owned examples. Cloth, half and full leather upholstery is available, scrapyards offer better condition replacement seats and carpets. The car drives well if properly maintained but is truly awful if any one component is in substandard condition.
Early blued instrument cluster with fuel dial showing the tank is near empty. The fuel should never be allowed to fall below the 8 o'clock mark and the water temperature dial is sitting lower than usual in this early example. The rev counter and speedometer are based on Austin Maestro instrument clusters but styled after the German V.D.O. style of Mercedes, BMW and Audi-Volkswagen, appealing to many buyers in Europe.
>>Austin Somerset is a small 1950s car found in scrapyards along with L-R Freelanders, its lifting and lowering arm side turn indicator lights are particularly valued by devotees, the Freelander 1 giving a better all round driving experience compared to the Somerset but modern small SUVs are as much more efficient and capable on highways, although off road or on poor roads the Freelander remains superior, a Chinese MG SUV or Ford Kuga doesn't have the lifting side turn indicator arm of the Austin but cyclists still do, and similarly dated features are certainly despised and treated with contempt by L-R specialists everywhere.
<<Many of the 5-door Freelander wagons have interior trims in similar condition to this Austin Somerset and if not properly maintained, they won't drive much better than this example. The 3-dr Freelander is a very small car suited to small car parking bays, the 5-dr doesn't appear at times to be a lot bigger. The Somerset was developed for the East Africa rally of 1953 and are capable off road despite appearances. The Freelander 1 has a similar owner to the Austin Somerset or 1990s Maestro on which it was developed, and despite their age many survive on and off road, particularly in countryside places. Note the arm rest doubling as a door handle.
>>The side-valve engine bay of a Ford Popular (sit up and beg) is the type of comparison used to make owners of the Freelander 1 feel relatively sophisticated. These cars are capable on very poor farm roads but slow and have fragile transmissions accessed via double declutching technique. It might be added that L-R Series II are as underpowered and dated but remain popular with an ignoble L-R owning cult. Such dated country vehicles are where Freelander 1 owners are making decisions about advances in ease of driving on or off road, the seats, the steering wheel, that gear lever, the Freelander 1 does offer slightly more comfort and practicality.
<<Ford Popular (sit up and beg) are still in daily use on British farms and in country places, it is an improvement on such vehicles that the Freelander 1 owners are hoping for. The Rover K-series petrol 4-cylinder Freelander 1 is intended for farm and country estate driving and does a great job but on the highway it can be slow, although capable of doing 50 mph, in relative comfort compared to an L-R Series II or III, it is somewhat similar to these 1950s small cars, albeit with sophisticated technology including electric windows, the Freelander 1 is a very small space for two or more people to occupy, it's best for single drivers.
>>The Ford Popular resembles a few other 1930s British cars, Standard, Vauxhall, Ford, all looked alike and today, the Vauxhall Mokka SUV will vastly outperform the L-R Freelander 1 of the Rover K-series 1.8 petrol engine type although off road it might be just about as capable, because the 1.8 engine is fragile, like the Ford Pop>> its fluid levels are vital both, the oil levels in engine, transmission, and cooling need constant attention, just like the Ford Pop and it has the same clutch grab behavior causing modern Mechanics to stall it. Even so owners get used to their quirky flaws, although many would avoid any contact with them.
<<People know about Jaguar-Land Rover but the Mitsuoka version of a Nissan Micra is novel to many, the Micra is fast on highways, not quite as powerful as a Vauxhall Mokka but faster than a Freelander 1 of Rover K-series engine, the V6 Freelander is faster but handles heavily and the diesel Freelanders are really aimed at sustaining off road mud track driving. The offroad capability of diesel L-R Series II or III is apparently in the Freelander 1 because even L-R Series III were vastly underpowered and unable to climb slopes that a Freelander 1 can. The L-R Series II however is an awesome Farmer's truck and used by elderly farmers of the 1980s as a pride in the British Empire's former marketing ability, as is copying a Mk.2 Jaguar's styling into a Nissan Micra.
>>Early 1.8 petrol 4 cylinder, below the early Perkins diesel of the Austin Maestro commercial van that was fitted with Freelander running gear before the body styling was released to the public. Note the metal cooling pipes and position of the diesel dipstick that is similar in the later L turbodiesel sourced from Rover for the European market Honda Civic. Rover had been rescued by Honda of Japan who'd been tipped to take it over by stealth before the politician Michael Heseltine opted to sell the concern to BMW instead to combine the best of both worlds. The box air filter was replaced in the later diesel engines but carried on in the Rover K-series that isn't so underpowered as often suggested, since the slightly larger capacity Freelander engines are much heavier adding front weight that a driver can feel. They have to carry their increased engine weight uphill and their V.C.U. and I.R.D. can fail then if not in first class serviced condition.
<<The L-R Freelander was developed and built around the British Rover Maestro with its large glass area. The Maestro cars sold extremely well in the early 1990s. The German Evoque has a reduced glass area in common with other models in the wholly Indian owned and designed J.L-R company car products. Maestro instrument cluster from which was developed the early Freelander 1, which copied German V.D.O. clusters found in Mercedes, Audi and BMW. As a result the Freelander 1 had sold extremely well in European markets. The Maestro instrument cluster may resemble Indian consumer goods and the cars were very popular with South Asian buyers. But they didn't look as...
<<...stylish as most imported cars, that had all changed with the launch of the Freelander 1 becoming a huge sales success across Europe and the USA. Whilst underpowered many British cars imported to America were, not least the Jaguar Mk.X that ran so hot their drivers had fallen asleep at the steering wheel and were usually killed in those days although today technology is much safer.
<<Maestro diesel's commercial 3-dr Freelander, hose is disconnected below. These were initially sold with steel wheels but the cross country tires scrub away any performance and in road going versions should be fitted with premium road tires all of the same make at the same time. Most of the commercial Freelanders have been modified with sets of alloy wheels, although all four wheels must be identical, different styles cannot be mixed due to the I.R.D. and the Freelander 2 has even less tolerance in that regard. The Freelander 1 is a nice car when working as new, the 3-dr developed by teams at MG.
>>2001 commercial van has the fixed opaque quarterlight and hardtop with alloys, note the forward 2001 style radiator grille with clear glass turn indicator lights. In the background the owner's LWB Defender can be seen as a second choice to the handy Freelander 1. The 2002 model loses the orange color wing turn light for the clear lens treatment of the headlamp cluster based on the 1977 year Audi 100 headlamp, a car that was a serious rust rotter, the Freelander 1 given first rate underseal but neglected by owners and prone to rust in the underside trunk panels.
>>A body kit fitted to the 'striped' Freelander below, the form and function of which was never explained, but gave a more chunky look that children growing up with Tonka toy vehicles had found more attractive. Cross country tires seen are noisy on highways and waste engine power that just takes away from the limited capability of the car's highway speed and handling. The side protectors might aggravate rusted sills their underside anchor points often seen rusting profusely.
<<Freelander body kits of this style were very popular with a buyer in England and the wheels here had a specific purpose outlined in brochures of the time. Many are today fitted with economy tires that won't give best. Longer stopping distances, poorer wet grip, faster wear and reduced efficiency need to be taken into consideration by drivers.
>>Striped body kit wagon. Early orange turn light indicator. Enclosed branded spare tire is one of three styles included below. Gooseneck high brake light often fades to light grey and owners don't have to replace its bulb under MOT regulations, meaning neglected examples don't work. The tailgate open lever has springs that wear out and fail to work, care must be taken to oil the hinges on the heavy door so they aren't bent. The heated rear window is sought after in scrapyards with its original motor. Tires are Goodyear Efficientgrip for the 1.8L 16v petrol 4-cyl engine.
<<Striped body kit wagon. 1.8L 16V Rover K-series, no sunroof, often troublesome when fitted to these wagons and available in manual or powered versions. The powered sunroof switch is located right of the dashboard ashtray. Using premium tires is essential for best driving on roads, poor opinions of cars often stem from using budget tires as well mismatched brands. Many Freelander 1 owners are somewhat lacking in money for the best maintenance regime, but on this example expense was no problem.
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<<Freelander Rover L-series diesel (above video) engine cover of which the function isn't obvious, a Rover developed turbodiesel supplied to Honda of Japan for Honda cars like the Civic sold in Europe. Many British Land-Rover owners have a loyalty to the British turbodiesel although the European TD4 is thought more reliable long term, and BMW not strictly German but multinational, employing engineers from all over. Air filters need changed annually to maximize fuel usage and prevent carbon buildup. Ensure the engine air filter hasn't become dislodged inside its holder. Rubber hoses also have a limited mileage service life, the owner needs to check their condition regularly.
>>Jaguar-Land-Rover Exide battery in a TD4 with the new long life red hoses. Steering fluid is needing changed suggesting the service hasn't been optimal despite appearances and OEM sourced car battery. If steering fluid isn't replaced when grey the power rack will fail and prove a lot more expensive than oil change. Below, TD4 diesel engine by BMW has a Yuasa Black battery considered good enough for a diesel but the black plastic variety of car batteries are low priced and often fail meaning your car won't start.
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Yuasa Black battery is downmarket as diesels only need the battery for cranking at start-up. The sight of a Yuasa Black would be considered a low price buy and evidence of an owner skimping on servicing costs, buying the minimum quality available will extend to tires, servicing, oil changes and replacement componentry.
<<Carburetor cleaner seen on the passenger seat suggests this owner has been using low grade fuel, Freelanders are dated and don't respond well to E10 ethanol gasoline, it will foul the sparking plugs and injectors and cleaning fluids like Redex or Car Plan injector cleaner can work wonders. Disc brake cleaning is also recommended. The shift lever rubber boot is up on the dashboard shelf.
>>V.D.O. styled instrument cluster by BMW transposes sides of the petrol and temperature meters from the Rover Group original blued-look dials. The faux wood trim above, makes the cabin appear just as small as it really is, and other trim packages appear more spacious. When the odometer passes 100K the original factory struts should be replaced if they haven't been already. There are service life chores for replacing components, including oils and coolant.
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<<2003 year 3-dr has the blacker interior seen above, but retains some light trim. Later facelift versions become increasingly black inside as if led by BMW sedan car influences. The six spoke alloys are interesting as fitted to the 3-dr model, its tire walls have been shined with tire wall black. The Freelander is obviously attractive as a luxury model that can be restored using widely available parts. Restored engines are available since the upper mileage limit is only 250K miles with 150 more realistic. Neglected examples clearly fail a lot sooner. Using the car as a daily commuter would ruin it in record time if not being scrupulously maintained by a specialist shop, but the cars are thirsty and many L-R dealers have taken to driving 4 x 4 VW vans that are as compact.
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>>2002 year 'S' version (few remaining today) with the rare gunmetal color steel wheels that may differ in fit from pre-2001 steel wheel spares. They're used for off road driving across streams and so forth due to greater strength than alloys, on roads however they scrub away at performance as heavier than some but not all alloy types, certainly lighter than modern L-R alloy wheels.
<<Freelander 1 decor of the above 'S' version. Steering wheels are made of foam and some deteriorate as seen, perhaps laid up off road for too long. Take care to avoid piercing the outer vinyl skin as many crumble away severely.
>>Freelander V6 without the engine cover, the only engine found in the US market, and fitted with a Yuasa Silver battery for long life, had been scrapped for unknown reasons but the cylinder liners are known to drop and in the US are being rebuilt, but not in other markets.
<<V6 versions differ in appearances, some looking standard, others with massive front bumper details. Here in 2002 year front radiator grille guise.
>>V6 Bull bar and below, the HSE trim package with JATCO auto-box found in the TD4 diesel and V6 gasoline engines. Full and half-leather upholstery is available from scrap dealers.
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<<V6
>>Bull Bar on the Pentium Sport Facelift Freelander.
<<Commercial HSX limited edition facelift Freelander. Below, with softback or hardback totally removed for summer outings.
>>Facelift Softback 3-dr explained in the above video with I.R.D. and V.C.U. transmission systems.
>>Facelift Freelander 300TDi diesel engine, 8 years in building. Chrome side protectors. Whilst preoccupied with power for offroad use and better ground clearance, it's less ideal for road driving with noisy cross country tires.
>>Dashboard of the V6 with full featured buttons and rocker switches include heated front seats, air conditioning, cassette music system. The L-R badged service black faux leather wallet is seen in the left hand side footwell.
<<Rear trunk subwoofer mounted in the cubby hole of the V6 equipment level. Yellow knurled wheel echoes the oil filler in the engine bay.
<<U.S. market V6 L-R Freelander has a side indicator on the polycarbonate fender and roof rack hooks. Its alloys based on the steel wheels are among the most attractive.
>>L-R Freelander quarter light on the famous Freelander 'D' pillar has electric motors in the V6 3-dr but they can fail open or closed, and be troublesome. Many however survive in good working order.
<<MV53 YTZ disappeared from roads a year after being sold to its new owner, it had been undersealed but had covered 54K miles and would be nearing it's first major overhaul, if abused as a commuting vehicle and during the cheap car phase for a whole year, it was likely scrapped despite appearances as worn out.
>>Yellow Freelander of 1.8 petrol 4-cyl Rover K-series engine, suffered a from head gasket failure and was refitted with the metal one by its owner who couldn't trust his own hand and was selling it for further checking by a qualified engineer.
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How a 1.8 K-series could look today if maintained as well as this example. The original steel exhaust manifold shield is often removed allowing heat to bake the rubber cooling hose above it. An aluminum version is available at a better price than the OEM sourced L-R original. These K-Series engines need the revised BMW cooling hose revision that is very pricey.
<<Race version Rover K-Series 1.8, 16v, twin cam. The domestic K-series engine in the Freelander is a long stroke version equivalent to a diesel engine, and so not as underpowered in the Freelander 1 body as often described. The race version has a high revving short stroke and the K series long stroke Freelander isn't suited to a lot off road revving seen in the Freelander diesels, and doing them no good as yuppies enjoy off roading activity. The Freelander 1 has provision for two radiator fans and oil coolers for use in the Rallycross versions that are specially prepared for off road use.
>>Race treated Rover K-Series timing belt details. The upper left mechanism is the belt tensioner with the water pump underneath it.
<<L-R parts on internet auction sites are often boxed as if genuine parts but hide the impeller details, as does the official Land Rover computer software that gives only a line drawing of the front seen here. Genuine parts have to be sourced from reputable dealers and incur high prices for long lasting peace of mind that all is good.
<<OEM L-R, K-series 1.8L 16v, twin cam water pump has a brass impeller for which you pay ten times the price of the aftermarket water pump that is only suitable for short term race car engines rebuilt after every race, but on road cars will rust into the cooling channels and prevent efficient removal of heat.
<<After market L-R, K-Series, 1.8L, 16v water pump has a steel impeller treated against corrosion and rusts slightly at the shaft end. These rusting parts are responsible for overheating and head gasket failure in the fragile K-series engine.
<<Domestic version Rover K-Series timing belt for the Freelander 1, 1.8, 16 valve.
<<Polish wagon orange indicator light early series, with rare original color gunmetal steel wheels that usually have black plastic hub covers.
>>L-R 3-dr Freelander 2001 radiator grille, generally driven by affluent retired pensioner drivers who in the 1950s were just starting to get around. The gold L-R decals on the bonnet marks this out as the Kalahari edition being used in places like this as a grand tourer, much preferred to James Bond's Aston Martin DB5 or King Charles III's DB6. The 29th Earl of Crawford also drove a DB6 in British Racing Green, and the 3-dr Freelander 1 was developed by the MG sports car team. Most of these cars were bought as used during the cheap commuter car phase and severe neglect caused poor opinions of their abilities with budget tires and servicing options. Interest is rising in their best restored driving abilities as fun weekend second cars.
<<5-dr wagon. Below a 1990s 3-dr uses Hill Descent Control and ABS to descend a wet bank, the glass roof hatches clearly visible with the removable hardtop. Farmers regard the Freelander as 'just as a car' but they are capable off road, unfortunately the exhaust hangs quite low down and the polycarbonate trims are easily pulled off if such maneuvers are done at anything of speed, they must be performed very slowly in 1st gear, many off road drivers are very careless on account of the cheapness of an elderly Freelander.
>>Later 1.8 K-series petrol 4-cyl engine with neglect seen in the expansion tank and steering fluid reservoir. RAC battery suggests breakdown recovery in the past.
Final 1.8 16v has silver or unpainted cooling line strip on the engine instead of being painted black. The later BMW cylinder heads were made of plastic as it molded easier and was cheaper to make and replace. The Rover cylinder heads were aluminum and very expensive to buy, to make and replace.
<<Facelift TD4
<<Facelift wagon.
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>>Facelift rear
>>Facelift 3-dr hardtop.
<<Facelift commercial
>>Facelift accessories
<<Side protectors with steps at rear for children.
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<<On 4-wheel drive Freelanders the viscous coupling unit drives the rear wheels between two prop shafts disconnected in the front wheel drive only, deactivated versions. Here can be seen a V.C.U. that is driven from an I.R.D. in the gearbox using a different type of oil from the main oil cavity. At top left of picture note the anchor point for the trailing arm has been allowed to rust. These contain bushes that need to be renewed regularly, a red color type offers more precise handling and lasts much longer but gives a firmer ride and is very expensive. If not renewed the very expensive I.R.D. can be damaged through tire tread differences.
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>>Front wheel rubber bushes are found in the wishbones seen here with new drop links left. Again the red type bush can be fitted using a heavy press but most simply refit new wishbones and their rubber bushes give a superior ride comfort, if less precise than the red color new tech bushes, they are nevertheless better in ride comfort but need renewed more often. Whilst many owners retain the old wishbones, they're meant to be replaced whenever the rubber bush is visibly degraded and the car shouldn't be driven far with worn out rubber bushes since this will cause damage likely too pricey for many owners.
<<Note the wishbone mount rubbers are two dumbbell shaped bushes, one on each side that must be kept in good condition, these are today often seen in the red color material that has a longer life than the original rubber, and is extremely pricey, the wishbones above are connected through these rubbers. Note left that the jacking point has lost its cover and is being allowed to rust, this will cause rust in the sill and prove an expensive repair. All chassis rust needs to be stopped using Waxoil underseal by the company making Hammerite, but threaded bolts need other treatments. The jacking point needs to be restored and fitted with its plastic cover to avoid the rapid spread of rust rot in the sill, as it will fail an MOT.
>>Here is seen the wishbone rubber on the steering knuckle. Check the condition of your rubbers using this photo as a guide, the components should be free of rust and the C.V. joint boot seen above should be firmly clipped on each side, it must not be loose or you must have it clipped immediately or replaced. All of these components need to be rust free, treated with a wire brush, rust converter and rust paint at all times, examined and maintained. The caliper on the brake disc is temporary and will need replaced as may the disc itself.
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<<The coil spring, strut and tie rod of this TD4 are all in very good condition. Generally struts should be replaced after 100K miles and this probably explains it since not changing them could adversely affect your tire tread and I.R.D. The vented brake disc iron seen here is in poor condition and in need of replacing, both sides need to be done at once. The wishbone and C.V. flexible rubber boot can be seen below. Calipers on the disc are normally replaced when changing brake fluid at the two year mark. This is problematic on the Freelander 1 as changing the rear drums is often complicated by the state of the components connected in the rear subframe and trailing arms. These are reasons why some Freelanders might be seen in scrapyards due the high price of replacements. Brake drums have a very limited lifespan and in the Freelander poor ability to apply the handbrake despite numerous services, are a good sign that the rear underside needs a major overhaul. The condition of the vented brake disc can be seen in rusted condition of the hub visible through the rear wheels.
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>>Here the subframe of a Freelander wagon can be seen to be rusting, the metal is thin and shouldn't be allowed to rust. A wire brush needs to remove surface rust and a rust converter applied over which a Waxoil underseal should be painted every year in the autumn months in preparation for snow and salt on the roads. The threaded sections of the tracking components need to be wire brushed and overpainted with rust converter and metal protective paint. Behind the subframe is the rear diff that must not leak oil and needs changed in scheduled services. When buying wrecks restorers are advised to get photos of the underside components.
>>New trailing arms have been fitted but the subframe and exhaust must not be allowed to rust. Above a previous owner's underside care is starting to rust with a recent owner's neglect. Wire brushes and treatments need to be applied a.s.a.p. Exhausts are available that don't rust but steel ones need early treatments to ensure full working lifespan. Neglect like this is a warning to buyers of neglected servicing elsewhere and explain why Freelanders are getting scrapped.
<<Here is seen an outrigger and these often rust under the coating needing to be welded after an MOT failure. The fuel tank cradle seen also rusts away from the inside of the steel tubes, out of sight but whilst not expensive to replace, involve removal of the subframe and connected components that proves a very expensive repair albeit once renewed, allowing many other parts to be replaced at the same time. Today the Freelander 1 has such a low market value, they are often scrapped instead. When left laid up the V.C.U. oil will readily solidify and if driven destroy your transmission, care with these rusted hulks must avoid such expensive mistakes.
>>Note the fuel tank cradle seen center of photo and the rusted trailing arms, their anchors and rusted parts of the subframe, all need to be wire brushed and rust stopped, with treatments overpainted at least once a year before the cold months. Once it starts to rust it will continue under paint and must first be stopped by applying certain rust preventive treatments and only then overpainted when the rust is dead. The propeller shaft of the V.C.U. and I.R.D. must also be de-rusted and overpainted or replaced with better condition components from scrap donors.
<<An I.R.D. with blanking plate fitted is from a front wheel drive Freelander, the gear part seen drives the rear wheels when connected to the I.R.D. propeller shaft that goes to the V.C.U. and hence to rear diff. The I.R.D. cavity will still need oil changes although this is a frequently neglected cause of transmission failure and windup noise. The I.R.D. oil has to be clean and clear upon changing every 2-4 years of running life.
>>Transfer boxes differ from engine to engine and are often replaced after 60K miles, if not well cared for with periodic oil changes that aren't specified in some specialist dealer service schedules so the owner of Freelander 1 cars must get these oil changes done of their own volition. Failure of a V.C.U. generally takes the I.R.D. with it and so both must be serviced regularly by a specialist shop.
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