Range Rover Vogue Supercharged 2010 Review - International

What we liked
>> Potent, sonorous new V8 (especially supercharged variant)
>> High-quality interior
>> Formidable blend of on-road refinement/offroad prowess

Not so much
>> Frontal styling too much like Range Rover Sport
>> Pricing yet to be announced, but it won't be cheap
>> Not as nimble as BMW X5 or Porsche Cayenne

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 4.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.0/5.0

About our ratings

OVERVIEW
-- Head of state
It's a bizarre phenomenon -- the notion of a premium SUV substituting for a luxo sedan or limousine. But witness the number of VVIPs, celebrities and political bigwigs being ferried around in Range Rovers (usually black), and it's clear the horses-for-courses argument has taken a strange twist.

Company suits argue this state of affairs is the result of the Rangie's opulent living quarters, as well as the fact its image conveys a sense of gravitas and good breeding -- without being an in-your-face statement of wealth.

It's this multi-tasking ability that's enabled the British all-terrainer to transcend the boundaries beyond which most mud maulers are unable to journey. Of course, a horde of German SUVs has followed in its wake, but arguably none of these has the roll-out-the-red-carpet street cred of the Rangie.

The current-generation Range Rover launched in 2002 to widespread accolades from the motoring press, but seven years down the track it was clearly due for a round of upgrades, as in the interim BMW has rolled out an all-new X5 (not to mention the X6), Mercedes a new ML and Porsche a heavily revamped Cayenne. Then there's the Lexus LX 570, which only arrived here last year.

The key changes to the 2010 Range Rover? More potent engines, Adaptive Dynamics (conceived to improve ride and handling), bigger brakes and a revamped cabin featuring what's claimed to be the world's first automotive application of dual-view touch-screen infotainment screen technology (it allows driver and front seat passenger to view two different images simultaneously).

As for the exterior styling, it's a case of subtle evolution rather than an extreme makeover, but more on this later.

PRICE AND EQUIPMENT
-- Virtually there
Land Rover Australia spokesman Guido Schenken said the 10MY Range Rover line-up will launch in the fourth quarter of this year, but added that pricing and local spec levels were yet to be finalised. The Carsales Network will visit the home of Land Rover next month (and also drive the new RR Sport and Land Rover Discovery 4) at which time it's anticipated local spec and pricing will be announced.

For the moment, based on UK prices, we'd suggest base pricing could rise by around $10K, which suggests an entry point between $160-165K for the revamped range.

The biggest change is obviously the introduction of the new 5.0-litre V8, in naturally aspirated and supercharged guises (more on these later), but there have also been some major upgrades to the driver interface.

Key among these changes inside is a virtual instrument cluster that does away with conventional dials with real needles. What you get instead is a 12-inch TFT screen that presents all essential driver information via virtual dials and graphical displays.

The system's message centre (the area between rev counter and speedometer) can be customised by the driver to display personal prioritised information, from system warnings, ambient temperature and vehicle information to less critical data such as audio and telephone displays. The message centre also relays off-road information, such as steering angle, wheel articulation, suspension settings and Terrain Response settings.

Fingertip control of settings and menus on the TFT screen is provided by an updated steering wheel that incorporates a five-way controller.

There's also a 'dual view' infotainment touchscreen on the centre console that allows the driver and passenger to view completely different images simultaneously.  This means the passenger can watch Loony Tunes or any DVD of their choice while the driver follows navigation instructions, all on the same screen.

Other notable additions include Adaptive Cruise Control (ACC) and a Blind Spot Monitoring System that uses side-mounted radar sensors to detect vehicles and other solid objects in the vehicle's blind spot area. If an object is detected, a bright amber warning icon lights up in the driver's door mirror.

There's also a new surround-view system that uses five digital cameras to display a 'helicopter' view of the vehicle on the TFT screen. The system works at speeds up to 18km/h and includes options for selecting and zooming in to assist with close-quarter parking and towing.

MECHANICAL
-- Big cat bite
The new Range Rover carries over the existing 3.6-litre TDV8 turbodiesel engine, but the 5.0-litre petrol V8s are all-new. We've already sampled the supercharged variant in the Jaguar XFR and it's no less impressive in the significantly heavier Range Rover.

Even the naturally aspirated version is no slouch, serving up 276kW, a 25 per cent increase on the old 4.4 unit, while the 510Nm torque max is 12 per cent more than the superseded engine could manage. It's greener and leaner too, as fuel consumption is said to be 6.9 per cent lower than before, while CO2 emissions have been pared by 7.4 per cent.

The supercharged version obviously has more formidable stats -- 375kW and 625Nm, which is right up there with the Mercedes ML 63 AMG (375kW/630Nm), Porsche Cayenne Turbo (368kW/700Nm) and new BMW X6 M (408kW/680Nm). Yet it's claimed the Range Rover Supercharged is still 7.3 per cent more frugal than its predecessor.

Both engines (atmo and supercharged) also conform to stringent EU 5 and ULEV2 emissions regulations.

The key technical highlights of the V8s include multi-hole central spray-guided direct injection -- touted as an industry first -- and a high efficiency, sixth-generation twin-vortex supercharger. Torque-actuated variable camshaft timing on all four cams is also billed as an industry first, and the engine is said to use much in the way of recycled materials. Service intervals are quoted at 24,000km.

Also new for the 2010 Range Rover is an Adaptive Dynamics system that's claimed to deliver better ride quality and superior body control. It's said to be the world's first production system to employ predictive technology to continually optimise damper settings for the situation.

The predictive technology enables damper settings on each wheel to be continuously refined between 'soft' comfort-oriented settings and 'hard' firm body control settings as damper pressure on each wheel is monitored 500 times per second.

Bigger brakes are standard across the range, with the diesel and naturally aspirated models gaining the four-piston opposed caliper performance system (360mm discs at the front, 350mm at the rear) from the outgoing Supercharged model. Meanwhile, the new Supercharged model scores Brembo stoppers featuring 380mm ventilated front discs with aluminium six-piston calipers, while at the rear are 365mm ventilated discs with single piston sliding calipers.

The driver-aid arsenal is bolstered by Understeer Control and Roll Stability Control (the names basically explain their functions), while the Terrain Response system gains a 'sand launch control' setting that makes for easier getaways in soft sand.

Other new tech includes Gradient Release Control (inhibits the initial rate of acceleration when descending very steep inclines) and Trailer Stability Assist, which detects trailer oscillations and subsequently initiates engine torque reduction and braking interventions to help bring the caboose back under control.

PACKAGING
-- A case of mistaken indentity
The current-generation Range Rover was already acknowledged as a pretty well thought out package, but company execs say one of the priorities for the 10MY iteration was to bring an even more upmarket feel to the interior.

Several customers reportedly demanded "Bentley levels of interior trim", and this is what the design team has strived to deliver in the 2010 model. On the whole, we'd have to say they've succeeded, because the Rangie's cabin is an agreeable place to be.

There are now more trim/upholstery choices and you can now specify leather trim for the headlining, pillar and door casings. Fascia buttons now feature a satin chrome-plated finish, highlighted by upgraded 'waterfall interior' lighting, while expensive looking black satin and natural wood finishes add to the impression of opulence.

We've already described the new TFT virtual dials and dual-view screen in the centre console, and these bring the vehicle in line with the tech-intensive demands of many customers. The idea is that the interface should reflect the cutting-edge tech that's gone into the drivetrain and chassis.

Externally, the changes have been kept to a minimum, with the main revisions being to the face -- a subtly altered affair fronted by a mesh grille, slim-line headlight cluster (with LED indicators) and a revised bumper that curves up slightly at the outer extremities.

The front fenders gain redesigned vents, while the only real change to the rear is a new tail-light cluster that incorporates the same 'three-stripe' LED indicator theme that features at the front.

It's debatable whether it looks better than before, but what's undeniable is that it's now harder to distinguish from its Range Rover Sport sibling when viewed front-on. In a sense, this robs it of its individual identity and status.

SAFETY
-- Driver aids aplenty
The existing Range Rover was already well stocked in terms of active and passive safety gear, but the 2010 edition builds on this with the new features alluded to earlier. Key among these is the Blind Spot Monitoring System, Adaptive Cruise Control, Emergency Brake Assist, Understeer Control, Roll Stability Control and Trailer Stability Assist.

Meanwhile, the upgraded Terrain Response system (with Sand Launch Control and Gradient Release Control) make for easier and safer off-roading. Also worth mentioning are the Adaptive Dynamics system and upgraded braking packages across the range.

COMPETITORS
-- All the big-uns
Company execs say the Range Rover's competition comes from a diverse array of machinery (everything from boats to sportscars), but the vehicle's most direct opposition comes from range-topping variants of the BMW X5, Mercedes ML, Porsche Cayenne and Audi Q7. Also in the fray are relative newcomers such as the BMW X6 and Lexus LX 570.

The Rangie is more off-road-capable than virtually all of these (barring perhaps the Lexus), but the X5/X6 and Cayenne are far more agile on the blacktop. We'd argue the Range Rover has the best-appointed cabin of the lot, but then, $160K-plus isn't exactly bargain-basement territory.

ON THE ROAD
-- First Spanish steps
The drive program at the international launch, which commenced in Barcelona, comprised sections of freeway, some narrow, twisty bits and an offroad loop with terrain that would have thwarted the majority of luxo SUVs.

Our companion was the Range Rover Supercharged flagship, and the added grunt of the new blown 5.0-litre supercharged engine was immediately evident. It might weigh 2.7-plus tonnes, but the Range Rover Supercharged fairly leaps off the mark with even modest throttle applications. There's a pretty good soundtrack to be savoured too, with a beefy -- but never intrusive -- rumble emanating from the dual tailpipes.

The Rangie always feels taller and softer than, say, a BMW X5, and this means it doesn't corner with quite the same agility or crispness, but it's still a tidy handler. Our stint behind the wheel suggests the new predictive damping (standard on Supercharged models) has paid dividends, and likewise the Understeer Control, which helps the vehicle turn in better through the really tight stuff.

The big Brembo brakes are excellent, providing strong effortless stopping power, even after being punished across sinuous Spanish backroads.

The drive program included an offroad loop at the picturesque Les Comes, a 518-hectare estate that dates back to 10th century and which takes about 90 minutes to reach from Barcelona (if you're pressing on). A series of rock crawls, steep ascents and deeply rutted tracks were comfortably dealt with, reinforcing the Range Rover's status as the most off-road-capable luxury SUV.

One of the best aspects is the user-friendliness of the Terrain Response system, which automatically adapts differential/suspension settings, throttle mapping and transmission shift points to best suit the terrain being tackled. It's a true no-brainer -- once you've selected the most appropriate setting via the knob on the centre console all you have to do is brake, accelerate and steer.

Overall impressions? A worthy upgrade to the evergreen Range Rover. The looks may not be startlingly different, but the substance is better than ever.

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