Range Rover Vogue TDV8 2011 Review

Range Rover Vogue 4.4 TDV8

We tried the 4.4-litre V8 turbodiesel Range Rover Vogue way back in July last year, in Portugal and despite the wait for its arrival, anticipation to try it on local roads hadn't waned. Australia is a long-term interest for Land Rover and we've been counting on the brand's robust offerings for our drought, cyclone, flood-prone terrain for decades.

The local arm sold less than 20 top-flight Range Rovers a month during 2010. That figure will increase, considering some interest, like ours, was waiting for this "super diesel" offering and demand for the 3.6 version outstripped supply.

As detailed in our international launch review, the eight-cylinder 4.4-litre turbodiesel is dimensionally larger than the outgoing 3.6-litre version, and as you'd expect, more powerful at 230kW/700Nm. The pleasant surprise is that the extra output hasn't come at a cost: rather, there are savings in fuel consumption -- 9.4L/100km -- and reduction in CO2 at 253g/km.

The 4.4-litre TDV8 is mated to Land Rover's eight-speed automatic transmission; partly credited as the source of the Vogue's better efficiency rating. It's a good match to the engine's prompt (max Nm by 1500rpm) and long-held torque delivery, and can be operated using the standard-fit paddle shift or a central dial as-seen in the latest Jaguar XJ.

The new ZF 'box is the first eight-speeder LR has applied to its vehicles. It can be left to its own devices during highway stints -- helping to turn results around 7L/100km -- and will respond decently to a kick for overtaking but we found using the paddle shift to drop two (or so!) gears a better method to move the Vogue's 3-odd tonne of opulence.

Starting at just over $160K, buyers are treated to spacious, leather-clad surrounds and the brand's very clever driver/passenger interface. Apart from the novelty of the front passenger able to watch video (even telly in some overseas regions) while the driver has access to vehicle control commands, the system is easy to use via well-displayed and well-organised menu options and operation.

Driver and front passenger have generous leg, shoulder and headroom and seating is comfortable with multi-adjustment to make most of the brand's oft-mentioned command driving position, availed by the traditional Range Rover design incorporating tall windscreen and side windows.

Accommodation for rear passengers includes a well-working ventilation system and buyers can opt for adjustable rear seating. The tester found the standard seating arrangement comfortable for its wide lower cushion and firm backrests but our (tall, male) co-driver referred to it as flat and hard. Growing families will have no problem with leg or headroom, however.

We like the MY11 exterior update (new grille, side vents) albeit subtle. This is a mid-model refresh, giving the Range Rover another two or so years of glow. We're promised an even better offering next time -- company spokesmen told the Carsales Network in Porto that stylists were sizing up more radical sheetmetal designs, however, don't expect the distinctive blockish profile to completely disappear.

Meanwhile, this Vogue is as luxurious and capable as it gets. The local drive program included a small dose of offroad activity but read our international launch review for more detail on how the RR performs in the really rough stuff.

The Vogue also excels on the road. Apart from turning economy that rivals passenger cars half its size and weight, the new diesel performs like a hefty petrol V8 and sounds like one too. The sweet whistling from the turbines is about the only indication you're driving an oiler, and turbo lag is indiscernible.

It's from low and in mid-range that the engine really impresses, with ample power to move the Vogue's bulk. Max torque from well-below 2000rpm means you're off the line quickly and from 3-4000rpm there's still more urge... This is definitely not one of those dull, slow-moving SUVs that everyone loves to hate.

As mentioned in our launch review from Portugal, the eight-speed makes the most of this low to mid-range power. It will hold a gear even while in a slight ascent and at cruising speed, and is also keen to downshift.

The auto performed equally well as-tested in the hilly surrounds of Mollymook on the NSW South Coast.

It's a pity our local market has such a heavy luxury car tax, and is only exempt for models rating 7L/100km or less... How about including super-capable vehicles accustomed to taming this wild country, and now returning sub 10L/100km figures?

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