Range Rover Sport SDV6 HSE Dynamic 2016 Review

Range Rover Sport SDV6 HSE Dynamic
Road Test

There's something about Jaguar Land Rover products that sets them apart from their Teutonic rivals. Sometimes it's a big-ticket item, like all-aluminium construction or real off-road capability, but other times it's something seemingly inconsequential or even practically intangible – like a very pukka British character, for instance.

The Range Rover Sport shares that essential characteristic with other JLR products. But it's subtle. No walnut veneers were to be seen anywhere in the performance version of JLR's turbo-diesel V6 – which, though high-grade, was still not at flagship level.

In addition to its standard features, the test vehicle also came with a sliding panoramic sunroof, a stealth pack, a 19-speaker Meridian audio system, 22-inch alloy wheels, metallic paint, front/rear heated seats, blind spot monitoring, a tow hitch receiver with electrics, a front centre console with cooler and InControl Apps. Collectively, these added more than $21,000 to the price.

Of all the options fitted, the two I would personally consider worthwhile are the $950 tow hitch and the $1420 blind spot monitoring. The metallic paint – and I don't know of anyone who would appreciate paying $2100 for such an option – is nonetheless a must-have too.

Even in standard form, the Range Rover Sport is comfortable, quiet and presentable, yet also delivers strong performance and enjoyable driving dynamics.

On the road our test car was properly insulated from the worst excesses of NVH. The diesel V6 emitted a sporty warble under load, but was also free of the sort of harsh, labouring vibration often encountered in diesels at lower revs, whether cruising or slogging uphill in a high gear.

At a steady 100km/h there was a light rumble from the drivetrain and a whisper of wind accompanied by minimal tyre noise. By diesel V6 standards this is a quiet, off-road-capable SUV – although still marginally noisier than the V8 model tested last year. That vehicle was equipped to the same level – notwithstanding a different selection of options fitted. The earlier review provides a good run-down of the Range Rover Sport from the packaging and off-roading perspective.

Fuel consumption was 10.5L/100km for the week. That was slightly worse than the figure achieved in the V8 diesel Range Rover Sport tested last year, but the V6 spent a lot more time in the suburbs. And by any measure, it's still a respectable number for an SUV weighing more than two tonnes.

In a comparison with the BMW X5 xDrive30d a couple of years back, colleague Bruce Newton noted that the Range Rover Sport with this engine was more susceptible to turbo lag. That's certainly true, but if you really need to lay rubber on a drag strip in the Sport you can always hold the brake pedal with the left foot and build up some revs first. For most users on public roads, the turbo lag is unlikely to be a deal breaker.

As with other JLR products, the test vehicle's engine was matched to the very competent ZF eight-speed automatic transmission which needs no introduction. It's a very smooth unit that features a very close cluster of ratios for use in the unlikely event of racing the clock.

In the 2014 comparison mentioned above, it was noted that the Range Rover Sport was more truck-like than the BMW, which was appropriate for a vehicle that will truly go off-road. After driving the plug-in hybrid variant of the BMW a week before, I also found that to be the case. The X5 was fun and frugal – even though it was heavier, courtesy of the added weight of its lithium-ion battery pack – and felt lighter and ultimately more agile.

But while the X5 xDrive40e is undeniably car-like on the road, that's not to say the Range Rover Sport is a sow's ear. Given the split-personality nature, it's remarkably refined.

It will hook into corners adeptly and can be hurried along when required. On a damp road the front-end grip was dogged, although it did threaten to let go before the back end. The stability control system and cornering brake control operated seamlessly in Dynamic mode, gently moderating the car's stance in trying conditions without overcompensating in an ungainly way. In short it works with, rather than against the driver.

Despite its size the Range Rover Sport is no lumbering behemoth. It can be placed quite precisely on the road and the steering – for an electrically-assisted system – is surprisingly communicative although it does feel lighter at speed than I would personally prefer. At much lower speeds it’s actually a bit heavier than ideal, although that doesn't detract from the ease of parking.

The Range Rover Sport is one of the easiest cars around to reverse, thanks to the flip-down mirror on the passenger side and the combination of reversing camera and acoustic guidance  -- and that was without the parallel parking assist fitted as an option to  the V8 Range Rover Sport tested last year. The Rangie might be easier still if it had the 360 degree camera facility of cheaper BMW X5 variants.

Ride quality was well controlled and there was no impact harshness over bumps and potholes.

The xenon headlights were effective on low beam and the High Beam Assist responded quickly to street lighting in built-up areas and to the headlights of oncoming cars.

Seats were more comfortable than I recalled of the previous Range Rover Sport and climbing in and out wasn't unduly difficult for a vehicle perched high to climb over ruts and rocks. That's primarily due to the new Auto Access Height facility.

There were no complaints from the rear seats either as occupants enjoyed the easy entry and roominess in all directions. Our five-passenger Rangie was equipped with optional rear-seat heating as well.

The large boot contained a full-size spare with matching alloy wheel – which is basically a must for a vehicle that is intended to head bush every once in a while (Although just how willing would an owner be, taking the Range Rover Sport out of the suburbs on the attractive, optional black-finished 22-inch alloy wheels? And that's to say nothing of the road-focused Continental tyres).

The test vehicle also came with the standard Gesture Tailgate. Introduced as a standard item with the last model-year update, the feature worked as promised. I admit, however, to lacking the knack of opening a tailgate by swiping a foot under the car. It's not just JLR products; it takes me two or three kicks to get these things to open, whatever the brand.

In the Range Rover Sport the 'kick' is delivered from the side of the car, under the rear quarter panel, as a safety measure. While you're unbalanced on one leg, you won't be collected by a passing car or fall over on a slick, oily road surface.  Whether or not it's a hangover from R&D for LHD markets, the tailgate could also be opened with a swipe from the driver's side rear quarter panel.

It is new features like this that are helping JLR catch up with the Germans in a tightly contested market.

Although that suggests JLR has been lagging when it comes to high-tech comfort and convenience features it’s a fact that, even if it's not at the very pinnacle of automotive development, the Range Rover Sport is still a desirable vehicle with a point of difference to distinguish it from those Germans.

2016 Range Rover Sport SDV6 HSE Dynamic pricing and specifications:
Price: $160,740 (as tested, plus on-road costs)
Engine: 3.0-litre V6 turbo-diesel
Output: 225kW/700Nm
Transmission: Eight-speed automatic
Fuel: 7.5L/100km (ADR Combined)
CO2: 199g/km (ADR Combined)
Safety Rating: TBA

Also consider:
>> Audi Q7 TDI (from $103,900 plus ORCs)
>> BMW X5 xDrive40d (from $118,900 plus ORCs)
>> Mercedes-Benz GLE 350 d (from $104,900 plus ORCs)