Range Rover Sport 2009 Review - International

Range Rover Sport 10MY

What we liked
>> Super comfortable and good-looking interior
>> Impressive offroad ability
>> Supercharged model's response; quiet and capable V8 and V6 TDI options

Not so much
>> Big bucks for 'basic' options
>> Could look sportier; needs more differentiation to Vogue

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW
-- Rangie's rascal
Land Rover says its new Range Rover Vogue is now the ultimate limousine, peoplemover and offroader rolled into one. If that's the case, the Sport model is allowed to be a little freer of those more grown-up tasks. Instead, LR has packed all its latest offroad tech and luxury equipment fit into the range's less-conservative model while attempting to keep its relatively daring, sporty style codes.

The brand's design language for its big offroaders got a little more exciting with the arrival of the Sport, but drivers met with disappointment behind the wheel. In 10MY form Land Rover has worked over previous issues with the car's driving dynamics helping it to better live up to its 'Sport' tag.

Best of the range revisions is an engine line-up including three all-new powerplants and updates to Land Rover's laudable four-wheel-drive system. Styling has also taken a turn for the better, especially for the cabin which benefits from a substantial revision and the company's experience in delivering its own stamp of luxury appointments.

PRICE AND EQUIPMENT
-- Big bang, big bucks
Four RR Sport models will be available Down Under, starting with the 3.0-litre V6 turbodiesel at $99,900. The diesel is one of three new engine options, developed in conjunction with Jaguar.

The Sport's two petrol V8 options are also new: the 5.0-litre V8 model starts at $125,900 or $138,900 for the Luxury specification, and the supercharged version starts at $159,900.

The 3.6-litre diesel V8 is carried over from the previous line-up, starting at $120,500 or $135,500 for the Luxury spec.

All engine options are mated to an updated version of the smooth ZF six-speed auto.

From the V6 diesel model up, the Range Rover Sport is well equipped, but basic additions to the options list -- like metallic paint for $1800, or even contemplating active cruise control ($5300!) -- quickly ups the asking price.

The Supercharged V8 and turbodiesel V8 models come with Land Rover's Dynamic Response system but V6 diesel buyers need to pay $4190 more for the feature. It is not offered on the atmo V8s.

Adaptive Dynamics -- a computer-controlled 'active' adjustable suspension system -- is fitted to the Supercharged V8 and 3.6-litre V8 TDI Luxury model and is a $2240 option on the standard V8 turbodiesel. It is not offered on any other model.

Only the 'base' 3.0L TDI misses out on a rear camera. The option for V6 buyers is a hefty $1050.

The $100K start-up does, however, include decent standards like leather trim and high-grade interior embellishments, xenon headlights with cornering lamps, rear park assist, rain-sensing wipers, electronic seat adjustment for front passengers, climate control, navigation system and a high-end Harman Kardon audio system.

The Luxury specification adds paddleshift control for the autobox, the dual-view 'Hybrid TV system', front park assist, 20-inch 15-spoke alloys, keyless entry, premium leather trim with adjustable bolsters for the front seats and stainless steel door sill plates.

Supercharged models are fitted with 20-inch five-spoke wheels, performance brakes and come with LR's Adaptive Dynamics and Dynamic Response features as standard (see below). The other models come with 19-inch wheels.

All models feature a 5-inch TFT (thin film transistor) LCD screen displaying driver information such as offroad functions and, usefully, where the car's wheels are pointed when in tough terrain. The driver info screen can be replicated for passengers in the central screen.

The central infotainment screen was developed in-house with Jaguar, using Parallax layer technology. The makers claim it as world-first application in the auto industry.

MECHANICAL
-- Three strikes
There are four engines in the range but we drove the three new options: the twin turbo 3.0-litre V6 diesel and two new petrol V8s; one supercharged.

The new 5.0-litre direct-injected petrol V8s replace the outgoing 4.4-litre and 4.2-litre (supercharged) V8 options. In naturally aspirated form, the new V8 betters the outgoing offering with 276W/510Nm and boasts 6.8 per cent fuel economy gain, using around 14L/100km for a combined cycle.

The supercharged V8 is rated at 375kW/625Nm. In 5.0-litre form, gains over the 4.2-litre model equate to 29 per cent more power and 12 per cent more torque. On EU cycle figures, fuel consumption is cut by 6.9 per cent CO2 emissions are reduced by 7 per cent.

The JLR twin turbo V6 diesel engine is unique, say the makers, for its parallel sequential turbocharging system, used for gains in economy and response. It features two different sized turbos, however, during most running conditions only the single variable geometry blower is providing boost. Above 2500rpm a smaller, fixed geometry turbo boosts engine power seamlessly, LR says.

This new twin-turbo 3.0-litre V6 TDI replaces the 2.7-litre version used in previous generation Land Rover vehicles and provides 29 per cent more power, now at 180kW, and 36 per cent more torque, at 600Nm. This, with a consumption saving of 8.9 per cent -- now 9.2L/100km (EU combined) -- and better emissions rating at 243gm/km.

Of all figures, LR's claimed 500Nm -- 83 per cent of available torque -- arriving in 500 milliseconds from idle is most interesting... And speaks volumes for the responsiveness of the new turbodiesel powerplant.

The V8 diesel is the carryover 3.6-litre engine from the earlier models, good for 200kW at 2000rpm, and 640Nm from 2000rpm.

All models come with the ZF six-speed but the 10MY versions are available with paddle shift. LR says its own engineers revised the transmission for class-leading gains in economy.

Diesel models are fitted with 360mm front ventilated disc brakes (the rotors are not cross drilled, for reasons (mud) obvious to offroaders) and 350mm versions at the rear. The atmo V8 comes with 380mm front and 350mm rear brakes, while the supercharged model gets Brembo-designed six-piston callipers, 380mm front rotors and 356mm at the rear. Remember, there's upwards of 2.5 tonne in weight to rein in and LR has accommodated well.

Land Rover's Terrain Response four-wheel-drive system is now tuned to suit Sport buyers confined to highway driving via a Dynamic mode. The feature is much like other versions offered across the automotive spectrum -- it adjusts steering assistance, throttle sensitivity and gear shift response. The updated all-wheel-drive system also features a 'sand launch' function, whereby the traction control system manages some slip to prevent bogging.

Steering response has been improved, says LR, thanks to revised front suspension design and a new variable ratio steering rack which is sharper at larger lock angles but reduces "twitchiness" at higher speeds.

Apart from Sport-special wheels (see above) the model wears specific (dark-coloured) grille treatment designed to give it a different identity to the top-notch Vogue. LEDs are the new black in auto circles it seems and the 10MY LR models -- right down to Disco and including the Sport -- get the fancy lights front and rear.

This is a model makeover so vital statistics remain the same in terms of passenger and cargo space. Based on the Discovery, the Sport is smaller than the seven-seater Vogue and cargo room is lacking, considering it looks and feels like a big SUV. It did manage to store two large wheelie bags, laptops and camera gear, however, and height for storage is reasonable.

Sport has room for four passengers, or five if at least one's a child. Up front passengers are treated to generous legroom and spacious seats that err on the side of comfort, rather than sport and support. The up-spec models feature side bolsters that can be adjusted inwards, however, for a more restrained feel.

This tester especially likes LR's rework of the dash and driver cockpit for the 10MY cars. The sloping design allows better forward vision and is less obtrusive than the flat-faced version of the outgoing model, and switchgear -- pared down by 50 per cent -- is well laid-out.

Offroad systems (ie: controls for the Terrain Response system) are easily identified and accessed. The TFT screen is also neat, allowing a lot of information on its wide display. The central touchscreen, however, suffers like all touchscreens: dull display in certain light after a few dabs from passengers.

That's not normally a big issue, but remember the screen in question is JLR's fancy dual-view version allowing passengers to watch television or a DVD while drivers get satnav and onboard info. The Parallax view works best if you're off to one side or the other of the screen, and combined with a used (finger-marked) touchscreen, vision can be blurry. Better, in our opinion, would be to leave it all to an info access control like BMW's iDrive or Benz's Comand systems.

Rear passengers have decent legroom but headroom would be an issue for tall adults, and door space is tight. The doors allow for large side windows, however, and there's good forward vision from the back seats. The rear seat is wide and comfortable, and the climate control worked well throughout the cabin, though it must be said we were in the northern hemisphere for the arrival of a UK autumn -- hardly testing conditions.

Some of the Sport's brattish looks have disappeared with the 10MY makeover. The Vogue is blocky and bland, and the new Sport seems to have adopted its conservatism... The grille treatment has been toned down but get more interesting with this, LR! And why not a Disco Sport?!

Most Range Rover Sport owners won't care to know but for the record: ground clearance is 227mm; approach angle is 34.6 degrees, departure 29 degrees, and ramp angle is 25 degrees. All of it, including the Sport's wading depth up to 700mm, was well confirmed during the launch's offroad component...

SAFETY
-- Surround sight
For an additional $1810, or $2860 for the (rear camera-less -- as standard) TDV6 model, owners have access to a five-camera view, enabling almost 360-degree sight around the car. The large central screen makes good use of the feature, offering well-sized views which can be arranged to suit the driver.

Having five cameras around a large car is convenient and adds safety benefits. However, $5300 for adaptive cruise -- arguably also a safety feature -- is asking a lot.

As standard, the Range Rovers get mandatory active and passive safety kit and also the latest in offroad support. That is, full size driver and front passenger airbags, driver and front passenger side and head airbags and rear outboard passenger head airbags, ABS with electronic brakeforce distribution and brake assist, traction control and stability control and even understeer control.

In terms of offroad/recreation kit, the Sport comes standard with hydraulic rear brake boost, roll stability control, trailer stability assist, and hill descent control with gradient release control.

Euro NCAP has not published crash test results for the 10MY Range Rovers. The original (2002-onwards model) scored four stars on adult protection and only one for pedestrian protection.

Considering this is a mid-life makeover -- albeit significant -- there is little reason to believe the cars will rate worse; and in fact should fare better at least on pedestrian protection -- an ongoing concern for the company in terms of the current range vehicles' size, LR head of design Gerry McGovern told the Carsales Network.

COMPETITORS
-- The large and lordly
Land Rover invented luxury SUVs via its Range Rover sub-brand but there are others now profiting from the UK brand's pioneering.

Arguably, the 'sporty' bent of the Range Rover Sport sees it pitched closer to the opposition's luxury offerings than the standalone Vogue.

Porsche has launched into the segment to good gain with the Cayenne range and even more popular is BMW's X5 and, more recently, its X6 offshoot. Mercedes-Benz's ML and GL also put in a fair showing in terms of profile.

Of the above, only the Porsche and the Benz GL have low-range gearing standard. To add the functionality to an ML you must specify Mercedes-Benz's OFFROAD Engineering Pro Pack -- a hefty investment.

In the lesser-luxury stakes, VW's Touareg is another worthy contender. The Touareg, and by association Cayenne, is within a model year of an all-new model, so stay tuned.

Rural roads and farmyard runs abounded; not least of all a couple offroad courses set up with permission from property owners the likes of the Duke of Roxburghe at his Floors Castle estate in Kelso.

Metre-high water crossings weren't an issue for the Sport. We were asked to take it slowly, merely because the cars wore highway-friendly rubber and the large river rocks were sharp underneath. Select 'low', raise the adjustable suspension and choose 'ice and rocks' mode in Land Rover's trademark Terrain Response all-wheel-drive system, and on you go... Remember, though, LR had spent a good deal of time planning the course and checking terrain.

Considering the offroad tracks had endured countless attempts by motoring journalists from around the world by the time we got there (and had more to come), the course was familiar and downright easy for the fleet. Still, LR had back-up Discos with tow-ropes at the ready...

Impressive was the Sport's ability to head its two-plus tonne heft nose-first down slopes and slush, with hill descent control in-hand and only a couple groans from the brakes. Muddy ascents were equally fuss-free, including deeply potholed hills where a wheel would be suspended momentarily while the others bit in.

All this rather tough stuff outside and not a creak or groan to be heard inside.

The cabin is well insulated, though on the highway we detected a lot of tyre noise, especially from the 20-inch shod Supercharged model. On the other hand, it was very windy during our drive time but the Sport's cabin sealed well against it.

In any form the RR Sport offers a smooth-operating drivetrain, thanks to the excellent ZF six-speed, but no surprises the Supercharged model stars for its grunt and growl. By comparison the uncharged version is forgettable but we'll get back to you after a seven-day test for liveability and economy between the two.

Up front, the new V6 diesel is the pick of the bunch, due to its gutsy pick up and quiet operation. But either way, this is a clever, capable car. Pity most owners won't know the most of it...

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