Range Rover Sport 2023 Review

Not surprisingly for a vehicle that moves to the same platform as the larger Range Rover flagship, integrating new powertrains and technology, the 2023 Range Rover Sport costs more than the model it replaces.

How much more? The entry price increases to the order of about $20,000, at $139,160 plus on-road costs for the diesel-powered D250 SE.

The model walk then steps up through Dynamic SE, Dynamic HSE, Autobiography and First Edition grades, each offered with a choice of new inline six-cylinder engines and, in more lavish versions, a 375kW plug-in hybrid or 4.4-litre twin-turbo V8.

For our first Australian drive, we’ve gone straight to the top, sampling the Range Rover Sport D350 First Edition, priced at $196,359 plus ORCs.

That pricing structure effectively positions the Sport about $80,000 downstream of the larger Range Rover’s starting point, and lineball with other luxury SUVs including the Porsche Cayenne (from $140,200), BMW X5 (from $134,900) and Mercedes-Benz GLE (from $120,500).

Even the most affordable version of the 2023 Range Rover Sport, the SE, gets its share of included equipment.

Standard features include 21-inch wheels, leather seats with 20-way electric adjustment up front, dual-zone climate control, a premium audio system, full LED headlights, wireless phone charging, keyless entry/start, an auto-dimming rear-view mirror plus a slew of new safety systems and technology which we’ll detail in the sections below.

Naturally, each step up in model grade adds more niceties, such as larger 22-inch rims, softer semi-aniline leather seats (with ventilation), a more powerful 3D Meridian sound system, a low-range transfer case, an electronic active rear differential and an electronically deployable tow bar. Land Rover’s ClearSight rear-view mirror is also added on.

Our flagship First Edition D350 sits atop the charts for equipment inclusions, with 22-way heated and ventilated massaging seats, four-zone climate control, extended leather pack, a suede-cloth headlining, soft-close doors and power-recline rear seats with remote buttons from the boot area.

In terms of hardware, even the most affordable version gets air suspension, Terrain Response 2 and Trailer Stability Assist.

The Range Rover Sport is backed by a five-year/unlimited-kilometre warranty in Australia and complimentary five years’ roadside assistance – provisions which align it with more mainstream brands in the marketplace.

Capped-price servicing packages are also available across the first five years of ownership. Land Rover quotes $3200 for the D350 diesel, based on 12-month/20,000km intervals.

The 2023 Range Rover Sport has been awarded a maximum five-star crash safety rating by ANCAP, based on testing conducted in Europe last year.

As you’d expect, there’s a vast array of passive and active safety features, the latter including advanced driver assist systems such as autonomous emergency braking (AEB), adaptive cruise control with steering assist, lane keep assist, rear traffic and collision monitor and a 3D surround-view camera.

The flagship also includes a park assist function and head-up display as standard.

The British auto-maker’s latest 13.1-inch infotainment system resides in the centre dashboard fascia of the 2023 Range Rover Sport, complemented by wireless Android Auto and Apple CarPlay, wireless phone charging and Bluetooth connectivity.

A separate interactive digital screen conveys key driving information in the instrument cluster.

Subjectively, both screens have been thoughtfully integrated into the cabin and don’t look as though they’ve simply been tacked on. The centre screen employs a curved design down its face, while the instrument cluster is angled cleanly behind the steering wheel.

And although there were some hiccups on the international Range Rover Sport launch, we had no such problems navigating our test car’s PiviPro software. It is quick to respond to commands, offers easy navigation and links easily with Apple CarPlay.

In order to take full advantage of the Range Rover Sport’s InControl software system, buyers need to pony up $320 for an Online Pack with Data Plan, which includes a 12-month Cloud Car subscription, three-year Connected Speech licence and a 12-month Data Plan and Amazon Alexa subscription.

The 2023 Range Rover Sport line-up employs Jaguar Land Rover’s new Ingenium six-cylinder engines together with a 375kW plug-in hybrid (PHEV) petrol and a stonking 390kW 4.4-litre twin-turbo V8 petrol engine.

Here, we’re testing the D350, a 3.0-litre inline six-cylinder twin-turbo diesel that outputs formidable 258kW and 700Nm figures.

It sends drive to all four wheels via an eight-speed automatic transmission.

The other big news item is the move to Land Rover’s new MLA Flex platform – the same as that underpinning the larger Range Rover.

Now riding on a 74mm-longer wheelbase (2997mm), the Range Rover Sport measures in at 4956mm long (+67mm).

Pop-out door handles and the hidden front and rear wipers all reduce the drag coefficient to an impressive 0.29Cd.

From the outside, the Rangie Sport appears more flush and cohesive than ever, with purportedly tighter shut lines and narrower headlights and tail-lights.

We tell you this only to point out a couple of inconsistencies with shut lines on the boot of our test example, which should be better given the outlay.

Towing capacity carries over at 3.5 tonnes braked in the new model.

For a large SUV, the 2023 Range Rover Sport D350 First Edition is quite respectable with fuel consumption.

Against an official combined-cycle claim of 7.2L/100km, we averaged 8.7L/100km on test, during which time we amassed 1000km in a range of conditions.

A healthy fuel tank size of 80 litres ensures long passages of open-road driving (circa 1000km) between refills, too.

Quite simply, the third-generation 2023 Range Rover Sport imparts a greater sense of luxury and refinement than any iteration before it.

Taking a leaf from the book of the larger Range Rover, the new Rangie Sport offers a remarkably plush ride, uber-quiet cabin acoustics and vault-like road holding – not surprising given the 2435kg weight (unladen).

Initially, light steering and minimal vibration conspire with the sumptuous interior fit-out to create a cosseting cabin environment on the road.

The inclusion of rear-wheel steering on our test car – one of several options which balloon the as-tested price to $226,367 (plus on-road costs) – means it is also a vehicle that is easy to get to grips with in tighter situations.

The system turns the rear wheels in the opposite direction of the front wheels at low speeds, effectively shrinking the footprint and tightening the Sport’s turning circle.

Even on 23-inch wheels, the ride is well controlled too, resisting any temptation to thud or crash on all but the harshest obstacles and recovering quickly from drawn-out undulations in the road.

From the outset, it’s clear the Range Rover Sport cannot match the scalpel-like handling traits of the Porsche Cayenne, but we’d argue it’s a slightly different proposition anyway.

What it does do is control weight admirably through changes in direction and offer excellent lateral grip.

Weight is a constant consideration if you decide to push the envelope further; there’s nothing squirrely about the Rangie’s on-road movements, but physics ultimately dictate its turn of speed.

Instead, open-road schlepping is the Range Rover Sport’s ultimate forte. It is the consummate tourer, with whisper-quiet progress on all surfaces and a pillowy ride reaffirmed by the well-furnished cabin.

Those traits are augmented by the Ingenium six-cylinder diesel engine, which is a brute and tractable when it counts, yet also inherently refined and devoid of both lag and clatter.

The engine works happily with the eight-speed automatic transmission low in the rev count to offer seamless transition from a standstill to around-town speeds.

Those moments segue to excellent mid-range cadence from the diesel, and plucky ratio changes from the transmission when you’re calling upon more grunt.

In highway driving, the oiler sits barely above idle to offer nonchalant open-road passage and inherent efficiency.

Changing driving modes to the most dynamic setting elicits a more muscular (albeit synthesised) soundtrack from the diesel together with more urgency. It spins cleanly to the 4000rpm cut-out and delivers a satisfying punch throughout the rev range.

To summarise, the ‘sportiness’ of the new model is as contradictory as ever. But geez it’s nice to drive.

It’s very good, even though most prospective buyers of the 2023 Range Rover Sport will be happy enough sticking to the blacktop.

The new Sport offers a maximum wading depth of 900mm, a full Terrain Response 2 suite and adaptive off-road cruise control, together with approach, departure and breakover angles of 22.5 degrees, 24.9 degrees and 21.5 degrees respectively.

Our test of the new model more or less mirrored what you’d expect to see from owners: some open fire trails and corrugated dirt roads.

Our test car withstood the rough surfaces commendably; even on 23-inch wheels, it shook off bumps without fuss and feels stable and controlled on looser gravel.

In a word, lush. The cabin furnishings in the 2023 Range Rover Sport endow it with a real sense of luxury and occasion, combining seamlessly with excellent design and technology integration.

Small, distinctive touches like the front arm rests and the dual sun visors in our test car only add to the feel-good factor, while excellent incidental storage in the doors and centre console ensure it’s practical too.

We especially like the open cubby underneath the centre console; it’s brilliant for stowing wallets and keys as well as charging phones.

All of the driver instrumentation is clear and legible, conveyed via the cleverly integrated digital display.

Form happily follows function with the installation of hard-wired switchgear within the dashboard centre fascia, too – albeit in the form of LCD buttons. It means you don’t need to dig through needless touch-screen sub-menus for basic commands like recirculated air – a big win for useability.

The Rangie’s stretched wheelbase means there’s more second-row legroom (+31mm) and knee-room (+17mm) than before, while raising the rear bench (+11mm) is claimed to improve comfort and posture for rear seat passengers.

The translation is a cavernous rear seat space that will happily accommodate a couple of adults or children on extended journeys in excellent comfort.

Integrated sun shades in the door cards and the fitment of optional ($4150) 11.4-inch rear entertainment screens on our test car reaffirm the luxury pretensions, while an open glasshouse and large rear door openings bode well for ferrying little ones about.

An arsenal of separate charging points, rear air vents behind the centre console and in the roof lining, plus a separate climate control panel are other noteworthy inclusions.

One minor bone of contention is that you cannot stow the second-row split-fold seats from the second row; you need to deploy them from the boot.

Speaking of which, luggage space has also improved to 835 litres (+55 litres), combining with a flat floor, a handy luggage divider, storage hooks and loads of space.

Occupants can raise or lower the car at will from the boot area to assist with loading or unloading, or to electronically deploy the tow ball into position.

In a huge win for practicality, a full-size 23-inch spare wheel stows neatly under the boot floor of our test car without impacting dimensions.

The third-generation 2023 Range Rover Sport charters new territory when it comes to luxury, technology and safety, while also broadening the nameplate’s dynamic envelope.

It is also a vehicle that is sadly out of reach of most Australians, and yet has created the kind of cult popularity on the street that some marques can only dream about.

We’d argue the new Range Rover Sport builds on the wares of its predecessor, setting itself up nicely to be more aspirational and in vogue than ever before.

2023 Range Rover Sport D350 First Edition at a glance:
Price: $196,359 (plus on-road costs)
Available: Now
Engine: 3.0-litre six-cylinder twin-turbo diesel
Output: 258kW/700Nm
Transmission: Eight-speed automatic
Fuel: 7.2L/100km (ADR Combined)
CO2: 190g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)