The Range Rover is a car designed to be one of the most luxurious in the world, while the Defender is perhaps the least. Land Rover forever languishes near the bottom of customer satisfaction surveys, yet that never seems to deter customers.

The reason for the marque’s success is that it has never deviated from its core strength of brilliant off-road ability. Good or bad, comfy or crude, big or small, every Land Rover to drive out of the Solihull gates has been outstanding off road.

I was reminded of this as I headed down an absurdly steep, slippery track in the new 2004 Freelander. Usually, when car manufacturers take journalists off-roading, we drive showroom-spec cars to the venue, where they’re swapped for versions with dedicated off-road tyres, armoured undersides and snorkel air intakes. But not with Land Rover: the Freelander that was braking by itself and finding grip in places that offered none was entirely standard. For the least able off-roader in the manufacturer’s arsenal (the only one without low gear ratios), it was fabulously capable.

If only the same could be said of its on-road performance. This Freelander might look convincingly updated, with its Range Rover headlights, new bumpers and grille, but that is mere cosmetic titivation, papering over the cracks of rapidly advancing middle age. Beneath the skin nothing has changed: the 2 litre diesel is the same, the 2.5 litre V6 still swills fuel, and neither provides remotely interesting performance. As for the petrol 1.8 litre, Land Rover wisely decided not to bring it along.

Inside the car, further effort has been made to disguise the fact that the Freelander’s sixth birthday is fast approaching, with no successor even in sight. So we find smart new instruments, revised switches and plusher upholstery. Were it not for some surviving cheap plastic, I’d say Land Rover had created the classiest cabin in the category.

And there the story of the 2004 Freelander would have ended, were it not for someone’s idea of doing a Sport version. This has no more power than existing models, so it can’t improve upon the stodgy 0-60 times, but with smart 18in wheels and suspension stiffened by around 30%, it manages to transform the lot of the enthusiastic driver saddled with the dubious pleasure of going about his business in a Freelander.

In a trice a car that felt heavy and sloppy feels taut, controlled and — most astonishingly — fun. As I punted the Sport across the Peak District I felt my face forming an expression I thought it never would while driving a Freelander — a smile. Stiffening the springs has improved the ride by removing vertical heave over crests.

Of course the diesel version of the Sport is the only sane choice, and one look at the consumption and emissions of the V6 shows why.

At 22.7mpg combined and 298g/km of CO2, it is statistically almost identical to the 400bhp Jaguar XJR — a limousine that can hit 60mph in five seconds flat.

The Td4 can take you more than 37 miles on a gallon of diesel, and because it has more torque than the V6 and develops it at low engine speed, in everyday use its performance deficit is not that noticeable. The engine’s gruff note doesn’t sound out of place in an off-roader, while those few who venture off tarmac will find its low-down response and considerable engine braking additional reasons not to finance a V6.

The standard V6 is a car I’d not wish on Ken Livingstone, while the diesel with Sport suspension is a thoroughly competent and appealing recreational off-roader. It offers strong competition to increasingly capable Japanese rivals such as the Toyota RAV4 and Nissan’s terrific X-Trail.

Prices will be around 5% higher than for outgoing models, so expect them to range from £17,500 to £24,000, with the Sport model about half way along. So positioned, it should do enough to ensure that — for now at least — the Land Rover Freelander remains Britain’s favourite off-roader, a title it has firmly held with both hands since the day it was launched.

VITAL STATISTICS

Model: Land Rover Freelander Td4 Sport
Engine type: Four-cylinder, 1951cc
Power: 112bhp @ 4000rpm
Torque: 192 lb ft @ 1750rpm
Transmission: Five-speed manual
Suspension: MacPherson struts, coil springs, anti-roll bar
Fuel/CO2: 37.2mpg (combined) / 205g/km
Acceleration: 0 to 60mph: 13.2sec
Top speed: 102mph
Price: £22,000 (approx)
Verdict: Sport suspension transforms an underachieving SUV