The Freelander is the motoring child of a broken marriage. First with Rover, then BMW and now Ford, the small 4x4 has nonetheless survived its traumatic early years well, despite going slightly astray early on in terms of reliability.
Not only did the product reflect the varied history of Land Rover over its years, but also the changing fashions and styles within the car industry. Land Rover was regarded as the king of all it surveyed; an opinion sometimes warranted, other times less so.
Then the Japanese arrived. First they took on Land Rover in its working role, and then moved up to the more roadworthy market. Undoubtedly Land Rover held its own with some very strong products, none more so than its old reliable Defender.
However, the Japanese were the more innovative when it came to spotting new market trends. Enter Toyota with its RAV4, a far smaller "off-roader" and something that mixed family hatchback with 4x4 height. A generation of 4x4s that seemed to have been shrunk in the wash was set to emerge. No sooner than this happened than in comes Honda with its CR-V.
The ladies and gentlemen at Land Rover must have been perplexed. After all, "Japanese cars were fine for the riff-raff seeking a mobile washing machine, but for the off-roaders and horsey set, there really was only one marque: Land Rover".
Surely such a prestigious brand shouldn't be seen to play follow the leader with these upstarts? Good Lord, it was the marque of the real landowner with a 500-acre estate, not some oik with a window box.
Yet in 1997 they bit the bullet and came out with the most effete off-roader in its range, the good looking and rugged Freelander, catering for those increasingly confused urbanites who long for a bit of country living. Since the mid-1990s everybody has spotted the potential in off-roading and what is now termed "soft-roading", the polite way of describing those that choose tall four-wheel-drives as a town runaround.
In fact the 'soft-road' reputation is a little unfair to the Freelander,given its pedigree combined with a permanent four-wheel-drive system and short overhangs that all contribute to its off-roading capabilities.
It's got all the gear and far more of it is now coming as standard. The excellent hill-descent system is complimented by traction control, both working through the ABS system. Hill Descent emulates the pace of a low-range gearset by limiting speed on steep downhills to eight kilometres an hour, and works both in first and reverse gears. That's a lot more than many of its competitors, particularly the petrol-only models.
Yet that's not what it's about for the Freelander fans. They want a butch off-roader that's easy to handle in tight car parks and with a sportier feel on the road, however oxymoronic such an idea might be to the auto-purist. And that's exactly what Land Rover is offering them now, with its Sports variants, an option in the new range.
To get the mix right, the springs and dampers are made firmer, the body sits 1.2 inches lower and the wheels become hefty 18-inch items, with wide, low-profile tyres. We tested this model and expected a jarring ride, particularly on back roads. However, we found it offered us a spirited drive, very like a sporty family hatchback on the roads.
Of course the most dramatic change to the new model range is not just the inclusion of Sports options, but the new nose. Taking its cue from the rest of the market, a wire grille is fitted, like a grimacing snarl. Much more aggressive, the body-coloured grille along with the Range Rover headlights gives the Freelander a more distinctive and familial look.
Considering the front panels remain unchanged, it's amazing how dramatically its appearance has changed with so few actual alterations. It also doesn't hurt that the new twin-pocket headlamps provide 70 per cent brighter illumination.
Yet the telltale signs of its broken home can be seen at the heart of the Freelander. Despite the most recent takeover - by Ford - back in 2000, the Americans have opted to leave well alone for the time being. Engine choices reflect the fact that Land Rover used to be part of the Rover Group, itself bought by BMW from British Aerospace. Then BMW off-loaded Rover, and sold the Land Rover part separately to Ford to become part of the Premier Automotive Group.
So the engine choices reflect the turmoil: two petrol engines come from UK Powertrain, now separate from MG Rover but owned by MG Rover's masters, and the two-litre turbo-diesel we drove comes from BMW. It seems Ford has decided to wait for the all-new version due out in a couple of years before introducing its own range of engines.
Of the three engines on offer - 1.8- and 2.5-litre petrol and 2-litre turbodiesel - the diesel is the best option for its all-round ability and it seems more at ease with the overall Freelander package, particularly in terms of transmission.
During our short drives of the two petrol versions we found the gearbox rather awkward, unlike in the diesel model where it meshed well. It also performed admirably during motorway driving and we were able to shoot past loitering traffic by slipping down a gear.
Engine noise is significant, particularly when cold, but then what do you expect from such a vehicle. There was also some road noise from the 18-inch wheels. Handling was good and the steering responsive. While it might not compete in terms of outright power with some of its petrol competitors, it has more than enough torque to push it along nicely.
Inside, and we were delighted to see a reworking of the Freelander's cabin. Easily the biggest complaint from prospective purchasers was that the previous model's interior was rapidly ageing. The latest version has been extensively updated with a new instrument pod and a completely new centre stack. The window switches have been moved from the centre console to the door where they belong and there's even two large usable cup holders. The biggest disappointment with our Sports model was the new rubbery seat fabric that seems entirely out of place and too industrial. The little indents mean it's like sitting on a lumpy doormat.
At the moment, the Freelander is the only soft-roader really flying the flag for Europe in the soft-roader market. However, European manufacturers are striving to end Japan's near monopoly with BMW entering the fray with its X3 early next year and Volvo with its XC30 in a couple of years.
The niche, created by the Toyota Rav4 and Honda CRV in the mid 1990s, is highly profitable. Compact off-roaders generate half of total 4x4 sales internationally.
But this child from the broken home in Britain has scrubbed up well for the next tussle and will hold its own until the completely new replacement comes our way as a fully-fledged Ford project.