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EXTREME SPORT
Slotting between the Discovery3 and the luxurious Range Rover comes the Range Rover Sport, the company’s most dynamic vehicle ever. Andy Enright reports…

You could hear it a long time before you could see it. The distinctive throb of a V8 engine pulling hard from low revs metamorphosed into a harder edged yowl as a dazzling set of driving lights crested the rise to the Karusell at Germany’s Nurburgring race track. The vehicle may have been plastered with duct tape to disguise its detailing but it was obvious by the car’s poise through the corner and the giveaway lower roof line that this was no ordinary Range Rover. It was some time later that we realised what we’d been watching that chilly September morning had been a Range Rover Sport.

Perhaps the ‘Range Stormer’ concept vehicle that was first aired at the 2004 Detroit Motor Show had primed us for something a little more extreme in its execution, but the Range Rover Sport isn’t the head turner many expected it to be. In fact, only the more trained eye will be able to differentiate between one of these and the existing luxury Range Rover flagship. Park the two vehicles side by side, however, and the changes become a good deal more obvious. As well as the lower roof, the wheelbase is also a good deal shorter, giving the Sport a far more pugnacious look than the majestic Range Rover. Prices start at £35,750. The wheelarches are subtly flared, thin side vents sit behind the front wheels and there’s a sharp swage line that runs along the car’s hips. The windscreen is sharply raked back and the perforated front grille looks like a set of expensive kitchen knives. The biggest change from the show car is the move from three doors to five and if there was a feeling that the design has been unacceptably watered down, the detailing of the Range Rover Sport could well change your opinion. It’s beautifully executed. It’s also a landmark vehicle for a company with a whole lot more autonomy. Just five years ago, Land Rover could never have built a car of this kind. Their owners at the time (BMW) didn’t want a sports crossover vehicle like this poaching sales from their all-conquering X5. It was only as recently as 2000 that plans were first laid for a chassis platform that would spawn two very different vehicles. The first was the Discovery3 and the second was this, the Range Rover Sport. Both ride on a monocoque chassis and double wishbone suspension that offers far better on-road ride and handling than any previous Land Rover product.

"This isn’t just a typical Chelsea tractor. It’s a Land Rover product"

The Range Rover Sport features an even more focused set up. The steering rack has been replaced by a quicker item, offering more road feedback and quicker responses. To help cut the pitch and roll that quick changes of direction tend to generate, Land Rover have also upgraded the springs and dampers and lowered the car’s roll centre. Perhaps the most innovative feature of the Sport’s underpinnings is Dynamic Response, a set of anti roll bars that can be engaged or decoupled according to demand. Standard on the flagship supercharged model and an option on the other models in the range, Dynamic Response also decouples when off roading in order to allow greater wheel articulation. The engines are worth examining. Naturally the one that will garner the most column inches is the 4.2-litre supercharged V8. In case it’s already popped a lightbulb in your head, the engine is based on the Jaguar AJ-V8 unit although it has been adapted for use in a Land Rover product. This involves waterproofing, adjusting the engine’s torque response and fitting additional oil baffles to allow it to operate reliably at unusually steep angles. With 390bhp on tap, this is a very serious piece of engineering and will generate 410lb/ft of torque. It’s enough to propel the Range Rover Sport through 60mph in 6.8 seconds and on to a top speed of 140mph. The maximum velocity would be a good deal higher were it not for the tyre rating. The Continental rubber features tread that extends high onto the sidewalls as if to remind rivals that this isn’t just a typical Chelsea tractor. It’s a Land Rover product. Two other engines are also offered, both diesels. There’s the biggest seller of the range, an entry-level 190bhp TDV6 common rail turbodiesel, again of Jaguar origin. Alternatively, the top diesel unit is the potent 272bhp TDV8. Trim levels on the TDV6 range from S through SE and HSE to HST, with only the top HSE and HST trims offered on the TDV8 and the supercharged V8 petrol engine. Under normal conditions, drive is split 50:50 between the front and rear axles although it can instantaneously switch according to demand. The Sport also gets the Terrain Response system first seen in the Discovery3. This is virtually akin to having an expert sitting alongside you, helping to get the best out of the vehicle, on or off road. The driver chooses one of five terrain setttings via a rotary knob mounted on the centre console. There’s a general driving programme plus one for slippery conditions (dubbed ‘grass/gravel/snow’) and three specialist off road modes (mud/ruts, sand, rock crawl). The system will then automatically select the optimum setup for the electronic controls and the traction aids. This encompasses ride height, torque response, hill descent control, electronic traction control and transmission settings. The interior of the Range Rover Sport is a little more conventional than the Discovery3, with many of the controls angled towards the driver. Although rear seat space isn’t the greatest, the payoff is the biggest boot in its class. An aluminium hatch with separately opening rear window glass is a neat finishing touch. Land Rover are bullish about the Range Rover Sport’s prospects, expecting it to shift around 35,000 units a year in a turbulent market sector. They could well be pleasantly surprised.

Facts At A Glance CAR: Range Rover Sport range PRICE: £35,750-£59,895 - on the road INSURANCE GROUP: 13-17 CO2 EMISSIONS: 271-374g/km PERFORMANCE: [V8 Supercharged] Max Speed 140mph / 0-60mph 7.2s FUEL CONSUMPTION: [TDV8] (urban) 19.3mpg / (extra urban) 31.4mpg / (combined) 25.5mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ETC, EBA, DSC WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4695/1915/1891mm

LIVING THE HIGH LIFE
4x4’s don’t get more luxurious than the Range Rover and Range Rovers don’t get more luxurious than the Autobiography. Steve Walker takes a look.

The Autobiography models sit at the top of the Range Rover range offering upgraded trim materials and additional equipment to really underline the big 4x4’s classy pretensions. It all works very well too. You really will struggle to acquire a more luxurious 4x4 than this one, the only catch being the price.

Once upon a time, the Autobiography trim designation appeared only on the rear ends of bespoke Range Rovers, models whose owners had been given free reign in the manufacturer’s product brochure to specify their car according to their own lavish tastes. The Autobiography Range Rovers were the cream of the crop then and very little has changed today, except for the fact that the Autobiography badge has been subsumed into the standard Range Rover line-up where it adorns the grandiose flagship models. A Range Rover Autobiography isn’t as bespoke as it once was but it’s still the pinnacle of luxury in the most luxurious of 4x4s. It’s hard to believe that in the years since the third generation Range Rover first appeared, the competition has not closed materially. Yes, we’ve seen cars like the Porsche Cayenne, Volvo XC90 and Audi Q7 appear but none of these vehicles had the same opulent focus as the Range Rover and none could boast its impeccable pedigree. The Autobiography models only serve to underline that gap in class. Two engines are offered in the Range Rover and both are deemed worthy of being made available in Autobiography trim. If you haven’t driven a Range Rover for a bit, then you won’t have had a chance to experience the Jaguar-derived supercharged petrol V8 powerplant. This supercharged 4.2-litre engine cranks out 400bhp and 420lb/ft of torque. An adaptation of the Jaguar XJR’s unit, this will get you to 60mph in just 7.6 seconds. Most owners however, will (rightly) go for the TDV8 diesel. It makes the sprint to 60mph to 8.5 seconds on the way to a top speed capability of 124mph – easily enough for high-speed intercontinental ballistic cruising. Refinement is impressive too. The progress served up by both power options is suitably effortless and composed. The diesel is slightly louder but has the edge in terms of running costs.

“If you want the best luxury 4x4 money can buy, the Range Rover delivers”

The TDV8 is claimed to be 75 per cent quieter overall than the old 3.0-litre diesel and you won’t need to rev it until its valves bounce because the almost obscene torque figure of 472lb/ft comes on stream from just 2,000rpm. Almost two thirds of that figure is on tap from just 1,250rpm, which is more than the old engine could make at full chat. The petrol unit is lightweight and employs a sophisticated torque-based engine control system that continually adjusts the engine to return optimum performance, fuel economy and emissions. Both engines are mated to a ZF six-speed automatic gearbox with a centre differential and a proper low range box. The Range Rover’s interior has always been a very special place to sit out a journey but the Autobiography trim level takes thinks to a new level. Every surface that they could cover in leather is covered in leather. It’s no ordinary leather either, carefully selected from the finest hides and subjected to the minimum of processing, it’s designed to age over time gaining character. If it’s not leather inside the Autobiography, it’s wood so the whole interior environment surrounds its occupants in high quality natural materials. Together with the classy design and healthy equipment levels it’s an integral part of the Range Rover experience. As well as being faster, the Range Rover is also quieter than before, all engines doing better in terms of noise, vibration and harshness than their predecessors. Notwithstanding this fact, Land Rover have also isolated the engines from the interior more effectively. The front side glass is now laminated to cut down on noise and the A-pillar has been reprofiled to reduce wind roar at high speed. The Range Rover’s prodigious exterior dimensions don’t translate all that well into interior space and while the rear seats are roomy enough, they don’t quite live up to the car’s luxurious billing. Access through the rear doors is also an issue. As you might imagine, the Range Rover Autobiography is overflowing with equipment. To differentiate this range-topping version from lesser Range Rovers, the car features special 20" alloy wheels, a half wood steering wheel and a matching wood insert for the gearshift but you also get the generous standard specification that’s standard on the other cars. Pricing is relatively high but this level of luxury doesn’t come cheap. Across the Range Rover line-up there are high tech features such as a DVD satellite navigation that provides both on and off-road guidance, a Logic 7 harman/kardon audio system boasting 14 speakers and 710 watts of power, and a personal integrated telephone system. This latest in-car phone is Bluetooth-enabled and can be voice, touch-screen or steering wheel operated. Cradle-mounted phone handsets also allow for SMS text messaging (via an on-screen keyboard). A touch-screen is standard on all models. It has clear resolution for easy visibility in all kinds of light and provides an interface for audio, navigation, on-board computer, telephone, and 4x4 information and settings. It’s impressive stuff. You don’t buy a Range Rover and expect to have an easy time of it running costs-wise. The most ostentatious vehicle in the market’s most profligate sector is always going to take a relaxed approach to economy and emissions. The TDV8 engine performs best with 25mpg combined economy and is the only engine with CO2 emissions that dip under the 300g/km barrier – even if 299g/km is unlikely to make it the vehicle of choice for Greenpeace members. The supercharged 4.2-litre range-topper can only muster 17mpg and 376g/km of CO2. At least the Range Rover holds onto its value with more tenacity than it does its fuel. The Range Rover badge still carries serious clout and second-hand examples don’t come cheap. The build quality and general toughness of the design also helps here and with few models being given regular off-road workouts, the vehicles make safe and highly desirable second-hand buys. Car buyers in the hunt for the most luxurious 4x4 out there will have a tough job looking beyond the Range Rover Autobiography. This flagship model takes the already highly plush Range Rover and takes things to a new level with an abundance of leather and wood as well as some choice equipment upgrades. The Autobiography badge used to signify a bespoke designed Range Rover but given the choice, most customers would order their something like this. It’s reassuring to know that if you want the best luxury 4x4 money can buy, the Range Rover delivers. Nothing can touch its accomplishment both on and off road and although most will never see anything more arduous than a gravel track, it’s good to know you’ve got capability in reserve. Most important of all, the Range Rover is socially presentable - its target clientele being very sensitive about brand values and badge equity. If you have the means and require the definitive article, accept no substitute.

Facts At A Glance CAR: Range Rover Autobiography PRICES: £72,995-£76,495 - on the road INSURANCE GROUPS: 16-18 CO2 EMISSIONS: 299-376g/km PERFORMANCE: [TDV8] 0-60mph 8.5s / Max Speed 124mph FUEL CONSUMPTION: [TD V8] (urban) 19.6mpg / (extra urban) 31.2mpg / (combined) 25.1mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4950/1863/1863mm

BIG IS BEAUTIFUL
The Range Rover already had a good diesel engine. Now it has a great one. Andy Enright reports on the TDV8 model…

As good as the six-cylinder diesel engine fitted to the Range Rover Td6 was, it was difficult to hide the suspicion that this unit was punching above its weight. While it was a great engine for cars the size of a Jaguar S-TYPE or, indeed, a Peugeot 407, expecting it to power a Range Rover against the likes of the Volkswagen Touareg V10 TDI was asking a bit much. The Volkswagen skewed the market in terms of what we expect our big diesel 4x4s to do and Range Rover has responded with the TDV8, a diesel engine that’s good for 272bhp.

Leaving aside the freakish Volkswagen for a moment, this power output is enough to put clear air between Range Rover and the top diesel engines fitted to luxury 4x4 models from Mercedes (221bhp), BMW (218bhp) and Audi (230bhp). It’s also an engine that’s more befitting of a vehicle that needs a truly imperious powerplant. Range Rovers don’t do ‘average’ or ‘run of the mill’ at all well. The brand positioning dictates that a Range Rover should be the top of the tree and a 188bhp diesel just didn’t offer that sort of kudos. Eight cylinders are always a good start and the Range Rover makes the most of its octet of oil-squashing pots. It’s more than just the old six cylinder plus two. Compared with the outgoing engine, it’s 54 per cent more powerful, delivers 64 per cent more torque but, crucially, offers similar fuel economy. As you’d expect with that sort of power gain, acceleration is vastly improved, slashing the sprint to 60mph to 8.5 seconds and giving a top speed capability of 124mph – easily enough for high-speed intercontinental ballistic cruising. Refinement has been improved too. The TDV8 is claimed to be 75 per cent quieter overall and you won’t need to rev it until its valves bounce because the almost obscene torque figure of 472lb/ft comes on stream from just 2,000rpm. Almost two thirds of that figure is on tap from just 1,250rpm, which is more than the old engine could make at full chat.

"Progress usually comes in small incremental nibbles. The Range Rover TDV8 has taken a Great White sized bite out of the opposition here"

This means that acceleration feels effortless. The 12.7 second sprint to 60mph of the old car was a bit embarrassing and the midrange performance has been transformed. The engine exceeds Euro4 emissions standards and a combined fuel economy figure of 25.3mpg is a decent return for such a sizeable and swift hunk of automotive real estate. Many will labour under the misapprehension that this powerplant is the TDV6 with a couple of extra cylinders grafted onto the end but it’s far from it. Whereas the six-cylinder V6 had a bank angle of 60 degrees between the two sets of cylinders, the V8 has a 90-degree angle which is often regarded as the most efficient configuration of an eight-cylinder engine’s balance and refinement. Displacing 3.6-litres, the TDV8 uses a revolutionary Compacted Graphite Iron (CGI) engine block that offers better fatigue strength than aluminium with less weight than a ‘standard grey’ iron casting. So confident are Land Rover that they can virtually match the refinement of a petrol engine that they’ve felt the need to develop a patented device for the Range Rover TDV8’s fuel filler neck, to avoid the risk of inadvertently fuelling from the green pump. A glass-reinforced nylon engine cover and sound-deadening rubber covers wrapping the fuel injectors mute the high-frequency thrash that often comes from powerful diesel engines. This being a latest model year Range Rover, you also get a number of added technologies and interior tweaks. New gadgets include Land Rover’s superb ‘Terrain Response’ system that makes this car even easier to use in the unlikely event that you venture off road. There’s also an electronic park brake and an electronic rear ‘e’ differential. The improved cabin meanwhile. gets extra stowage space, enhanced finishes and more effective air conditioning – plus the option of cooled front seats. If you’re used to older versions of this current shape Range Rover, you’ll also notice that at the wheel of this new one, the steering has been tweaked for better feel and the air suspension has been revised to offer better on-road comfort and off-road performance. The interior is, as we’ve suggested, a major selling point of this vehicle. Jet/jet is an all-black colour scheme that works wonderfully with black leather and black metallic paint whereas ivory/jet lightens the tone a little and looks good with classic green, blue and red exterior finishes. As well as being faster, the Range Rover is also quieter than before, all engines doing better in terms of noise, vibration and harshness than their predecessors. Notwithstanding this fact, Land Rover have also isolated the engines from the interior more effectively. The front side glass is now laminated to cut down on noise and the A-pillar has been reprofiled to reduce wind roar at high speed. A wide range of electronic functions is available, including a rear camera for easier reverse parking, a tyre pressure monitoring system and adaptive front headlamps that swivel when cornering to improve illumination. A rear seat entertainment system is also on offer, with two headrest-mounted 6.5-inch screens, a six-disc DVD auto-changer, infra-red remote control, wireless headphones and sockets for auxiliary media sources (such as an MP3 player or games console). The latest models also benefit from an electronic park brake, more effective four-zone air conditioning – plus the option of cooled front seats. There’s also a ‘climate control’ windscreen and side glass, available in conjunction with automatic rain and light sensing. Other luxury appointments include a DVD satellite navigation system that provides both on and off-road guidance, a Logic 7 harman/kardon audio system boasting 14 speakers with 710 watts of power, and a personal integrated telephone system. This latest in-car phone is Bluetooth-enabled and can be voice, touch-screen or steering wheel operated. Cradle-mounted phone handsets also allow for SMS text messaging (via an on-screen keyboard). A touch-screen is standard on all models. It has clear resolution for easy visibility in all light and provides an interface for audio, navigation, on-board computer, telephone, and 4x4 information and settings. It’s impressive stuff. Land Rover started its wholesale refurbishment of its range with the Discovery and now the Range Rover and Freelander are getting into step. The TDV8 is just one small step in the relentless march towards total 4x4 domination. You can’t forestall inevitability.

Facts At A Glance CAR: Range Rover TDV8 range PRICES: £58,695-£72,995 - on the road INSURANCE GROUPS: 16-17 CO2 EMISSIONS: 299g/km PERFORMANCE: 0-60mph 8.5s / Max Speed 124mph FUEL CONSUMPTION: (combined) 25.3mpg STANDARD SAFETY FEATURES: Twin front, side and driver’s knee airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4950/1863/1863mm

BLOWN IDOL
Want the best 4x4 but have no pressing budget considerations? The answer is obvious thinks Andy Enright

Those of us who get that oddly unsettling feeling at the end of the month when slotting our card into an ATM don’t live in the same galaxy as buyers interested in Range Rover’s 4.2-litre V8 Supercharged model. For these plutocratic purchasers, the buying decision is no more involved than establishing what the best 4x4 money can buy is, working out where the nearest sales outlet resides and placing an order. The accountant will then need to find a way to make the £76,495 asking price tax deductible.

Of course, there will be those who prefer a top end Porsche Cayenne, a BMW X5, a Mercedes M Class or a Volkswagen Touareg and each of these vehicles has much to commend it. None of them has anything quite like the sense of occasion and style of the Range Rover however, and in Supercharged 4.2-litre V8 guise, there’s 400bhp to play with to boot. Despite this prodigious power figure, the Range Rover isn’t devastatingly rapid due in no small part to the fact that it puts the scales onto their bumpstops with a reading of 2,572kg. By contrast, a top of the line BMW 750i weighs 1910kg. A Cayenne with a family of four weighs about the same. This means that the sprint to 60mph will take 7.1 seconds – quick, but not neck snapping. It also brings into question the raison d’etre of this car. If cruising quickly is one of your key 4x4 priorities, there are many better options. The TDV8 diesel edition of the Range Rover isn’t slow, but the upgrade to supercharged specification from there costs £3,500. And this for a car that will consume almost twice as much fuel. Now you can see why this car is marketed at genuine money no object clientele. The design of this vehicle highlights this fact. Fuel economy is predictably poor at around 17mpg although you will dip into single figures in town and during spirited use. This is offset by the 100-litre fuel tank which means that you’ll see over 400 motorway miles before being forced to mix with the lumpen proletariat in a filling station. Likewise the fact that the engine emits more carbon dioxide than a G8 summit meeting will be of only peripheral consequence.

"The world’s most desirable 4x4 just got better"

This supercharged edition is offered only in range-topping Autobiography guise and is overflowing with equipment. To differentiate this version from lesser Range Rovers, the car features special 20" alloy wheels, a half wood steering wheel and a matching wood insert for the gearshift - plus you also get the generous standard specification that’s standard on the other cars. In recent years, the Range Rover line up has received a whole host of improvements. Land Rover’s superb ‘Terrain Response’ system now features and makes this car even easier to use in the unlikely event that you venture off road. There’s also an electronic park brake and an electronic rear ‘e’ differential. The improved cabin meanwhile, gets extra stowage space, enhanced finishes and more effective air conditioning – plus the option of cooled front seats. Some things didn’t need changing. The steel unitary body is still outstandingly resistant to the sort of torsional stresses that taking the Range Rover off road generates, and results in a smoother ride on road, the Electronic Air Suspension able to do its job without having to contend with chassis flex. Think of a massively rigid road car – for example a Lotus Elise, a car that is built around a bonded aluminium tub. The Range Rover body is three times stiffer than an Elise. This translates into superb road manners. Despite the car’s leviathan bulk, the airiness and all-round visibility of the cabin engenders enormous confidence. Never mind the quality, you’ll certainly feel the width on city streets but front and rear parking sensors take the worry out of delicate manoeuvres. Get the Range Rover out onto the open road and you’ll marvel at the body control. Corner a previous generation model with any gusto and you needed to be brave, well insured and with the neck muscles of Iron Mike. Yaw and pitch seem to have been expunged from the current car’s pilot’s manual. Although the air suspension is occasionally caught on the hop by sharp intrusions such as a cat’s eye, it’s a beautiful system. Initially troubled by why the Range Rover V8’s ride was so redolent of the Mercedes S-Class, it was only when I realised that both were ‘pneumatically suspended’, so as to speak, that the picture became clear. Anybody who’s been lucky enough to drive the big Mercedes will know what high praise this is. There’s no shortage of technology built into the latest car. The automatic gearbox includes all the proper off-road functions Range Rover buyers now expect, such as a high/low transfer box and Hill Descent Control. A Steptronic manual override option allows drivers to switch ratios ‘manually’ and the stability control system can also be disabled. The air suspension system that allows the car to be lowered for dignified mini-skirted exits. Although this Range Rover may be used as the ultimate urban battle bus, should the need to take it off-road beckon, a Torsen centre differential should make sure you return safely. To discover that the Range Rover can still cut it off road comes almost as a bonus. With Terrain Response, Hill Descent Control, Dynamic Stability Control, ABS with Electronic Brakeforce Distribution and Brake Assist you’ll go some to relinquish control. The Electronic Air Suspension utilises terrain sensing software to establish whether the car is off road or not, softening the ride and allowing maximum articulation if it believes you’ve left the metalled road. Wheel articulation, for those that scoff at the off-road abilities of a vehicle with a unitary chassis, is significantly better than the previous generation Range Rover. The road-biased tyres obviously limit ultimate grip but it’s doubtful too many owners are going to sink something this beautiful up to its sills in slurry. Life is full of tough decisions. If you have the means, this purchase shouldn’t need to be one of them.

Facts At A Glance CAR: Range Rover V8 Supercharged Vogue SE PRICE: £76,495 - on the road INSURANCE GROUP: 17 CO2 EMISSIONS: 376g/km PERFORMANCE: Max Speed 130mph / 0-60mph 7.1s FUEL CONSUMPTION: (combined) 17mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4950/1863/1863mm

THIRST AMONG EQUALS
Andy Enright Considers The 4.4 V8 Version of the latest Range Rover…

It’s difficult to imagine a UK equivalent of America’s Robb Report. Ostensibly a lifestyle manual for the super rich, it has trumpeted the Range Rover as the Millionaire’s Choice Sport Utility. For once, a nation that so often misunderstands British tastes has hit the nail on the head. Look at the target demographic for the latest Range Rover 4.4-litre V8 and you’re dealing with the rarefied levels of seriously high earners. These customers expect the best and Land Rover appear to have hit the bullseye.

For these people the V8 model’s average fuel economy figure of 17mpg is of less importance than the 100-litre fuel tank which means that the behemoth Range Rover can travel a distinctly convenient 490 motorway miles between top ups. Use the car as an urban scoot and the 12.7 mpg showing will mean the car can still crawl 278 miles before you’d need to visit a petrol station. Likewise the fact that the engine emits more carbon dioxide than the annual Trade Union Congress shindig at Brighton will be of peripheral concern. As will prices which start at £55,100. Of far greater import will be the silky manners of the latest 305bhp 4.4-litre Jaguar-sourced V8 engine. Compared to the old 4.4-litre BMW engine, the current V8’s power has been increased by over 20bhp and the sprint to sixty slashed by around a second. This lightweight powerplant uses an advanced torque-based engine management system that, together with drive-by-wire throttle control and variable camshaft phasing, continually adjusts the engine to deliver optimum performance, fuel economy and emissions. For buyers who don’t mind burning even more unleaded, there’s always the supercharged version.

"The latest Range Rover has moved the art of super luxury 4x4s on quite significantly…."

For the Range Rover, the Jaguar-sourced engines have been further developed to offer more torque at lower revs and to operate at more extreme angles to cope with tough off-roading. They have enhanced protection from dust and rocks, and are also better water-proofed for Land Rover's tough river-wading requirements. The engineers decided to match this 4.4-litre V8 to the latest-generation ZF six-speed automatic electronically controlled transmission, which claims (and delivers) outstanding smoothness and response. The current model also includes Land Rover’s superb ‘Terrain Response’ system that makes this car even easier to use in the unlikely event that you venture off road. This latest Range Rover is not only fast: it’s also quiet. The 4.4-litre engine offers better NVH (Noise, Vibration and Harshness) qualities than its predecessor and is also better isolated from the interior. Cabin noise is significantly reduced. The front side glass is now laminated to cut out more external sound and the profile of the A-post has been modified to reduce wind noise. The result is probably the quietest Range Rover ever. A wide range of electronic functions is available, including a rear camera for easier reverse parking, a tyre pressure monitoring system and adaptive front headlamps that swivel when cornering to improve illumination. A rear seat entertainment system is also on offer, with two headrest-mounted 6.5-inch screens, a six-disc DVD auto-changer, infra-red remote control, wireless headphones and sockets for auxiliary media sources (such as an MP3 player or games console). The latest models also benefit from an electronic park brake, more effective four-zone air conditioning – plus the option of cooled front seats. There’s also a ‘climate control’ windscreen and side glass, available in conjunction with automatic rain and light sensing. Other luxury appointments include a DVD satellite navigation that provides both on and off-road guidance, a Logic 7 harman/kardon audio system boasting 14 speakers and 710 watts of power, and a personal integrated telephone system. This latest in-car phone is Bluetooth-enabled and can be voice, touch-screen or steering wheel operated. Cradle-mounted phone handsets also allow for SMS text messaging (via an on-screen keyboard). A touch-screen is standard on all models. It has clear resolution for easy visibility in all light and provides an interface for audio, navigation, on-board computer, telephone, and 4x4 information and settings. It’s impressive stuff. Otherwise, it’s as you were. Despite the car’s leviathan bulk, the airiness and all-round visibility of the cabin engenders enormous confidence. Get the Range Rover out onto the open road and you’ll marvel at the body control, so to discover that the car can still cut it off road comes almost as a bonus. With Terrain Response, Hill Descent Control, Dynamic Stability Control, ABS with Electronic Brakeforce Distribution and Brake Assist, you’ll go some to relinquish control. The Electronic Air Suspension utilises terrain sensing software to establish whether the car is off road or not, softening the ride and allowing maximum articulation if it believes you’ve left the metalled road. Wheel articulation, for those that scoff at the off-road abilities of a vehicle with a unitary chassis, is superb. The steel unitary body is outstandingly resistant to the sort of torsional stresses that taking the Range Rover off road generates, and results in a smooth ride on road, the Electronic Air Suspension able to do its job without having to contend with chassis flex. Think of a massively rigid road car – for example a Lotus Elise, a car that is built around a bonded aluminium tub. The Range Rover body is three times stiffer than an Elise. Make no mistake, the Range Rover is the state of the art of super luxury 4x4s. The best 4x4xfar? That’s about the size of it…

Facts At A Glance CAR: Range Rover V8 PRICE: £55,100 - £74,820 - on the road INSURANCE GROUP: 16 CO2 EMISSIONS: 389g/km PERFORMANCE: Max Speed 130mph / 0-60mph 9.2s FUEL CONSUMPTION:(urban) 12.7mpg / (extra urban) 22.4mpg / (combined) 17.4mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4950/1863/1863mm

EXTREME SPORT
Land Rover has put a seriously punchy diesel in the Range Rover Sport. Andy Enright reports

Though it sold well, there was one thing that the original Range Rover Sport needed. A more powerful diesel. The TDV6 that was originally on offer was a worthy unit but other competitors offered more grunt. Hence the introduction of the TDV8 version we’re looking at here. Though the TDV6 continues, its more powerful 3.6-litre stablemate gives the range a worthy diesel flagship.

With the TDV8, the modest 188bhp of the 2.7-litre TDV6 was transformed into a lusty 272bhp with the addition of another couple of cylinders and a big injection of attitude. This powerplant dwarfs that of the Mercedes ML320CDI (221bhp), the BMW X5 3.0d (231bhp) and the Audi Q7 3.0TDI (230bhp). It’s also an installation that’s more befitting of a vehicle that needs a truly imperious engine. Although the Sport is, in effect, the diffusion line of the Range Rover sub-brand, it’s still perceived as a prestige choice. The TDV6 continues as an entry-level choice but the V8 is a far more desirable piece of engineering. Stretch to £54,250 if you can. Eight cylinders are always a good start and the Range Rover Sport makes the most of its octet of oil-squashing pots. It’s more than just the TDV6 plus two. Compared with that engine, it’s 42 per cent more powerful, delivers 45 per cent more torque but, crucially, offers similar fuel economy. As you’d expect with that sort of power gain, acceleration is vastly improved, slashing the sprint to 60mph to 8.6 seconds and giving a top speed capability of 124mph – easily enough for high-speed intercontinental ballistic cruising. Refinement has been improved too. The TDV8 is claimed to be significantly quieter overall and you won’t need to rev it until its valves bounce because the almost obscene torque figure of 640Nm comes on stream from just 2,000rpm. Fully 500Nm of torque is on offer between 1,500 and 3,700rpm, giving the Sport real ‘step off’ ability – handy if you need to put a move on someone away from the lights.

"The Sport badge looks a little incongruous on the back of the TDV6. The TDV8 has no such self consciousness"

This means that acceleration feels effortless. The 12.7 second sprint to 60mph of the TDV6 wasn’t premier league standard and the midrange performance has been transformed. The engine exceeds Euro4 emissions standards and a combined fuel economy figure of 25.5mpg is a decent return for such a sizeable and swift hunk of automotive real estate. Many will labour under the misapprehension that this powerplant is the TDV6 with a couple of extra cylinders grafted onto the end but it’s far from it. Whereas the six-cylinder V6 has a bank angle of 60 degrees between the two sets of cylinders, the V8 has a 90-degree angle which is often regarded as the most efficient configuration of an eight-cylinder engine’s balance and refinement. Displacing 3.6-litres, the TDV8 uses a revolutionary Compacted Graphite Iron (CGI) engine block that offers better fatigue strength than aluminium with less weight than a ‘standard grey’ iron casting. Now that the Sport is becoming a familiar sight on British roads it’s clear what a deft piece of styling it represents. Although some were a little dismayed at first that the look was so restrained, this shape has more legs than a more extreme design. The wheelarches are subtly flared, thin side vents sit behind the front wheels and there’s a sharp swage line that runs along the car’s hips. The windscreen is sharply raked back and the perforated front grille looks like a set of expensive kitchen knives. It’s also a landmark vehicle for a company with a whole lot more autonomy. Just five years ago, Land Rover could never have built a car of this kind. Their owners at the time (BMW) didn’t want a sports crossover vehicle like this poaching sales from their all-conquering X5. It was only as recently as 2000 that plans were first laid for a chassis platform that would spawn two very different vehicles. The first was the Discovery3 and the second was this, the Range Rover Sport. Both ride on a monocoque chassis and double wishbone suspension that offers far better on-road ride and handling than any previous Land Rover product. As you might expect, the Range Rover Sport features a much more focused set up than the Disco. The steering rack has been replaced by a quicker item, offering more road feedback and quicker Reponses. To help cut the pitch and roll that quick changes of direction tend to generate, Land Rover have also upgraded the springs and dampers and lowered the car’s roll centre. Perhaps the most innovative feature of the Sport’s underpinnings is Dynamic Response, a set of anti-roll bars that can be engaged or decoupled according to demand. Standard on the flagship supercharged model and an option on the other models in the range, Dynamic Response also decouples when offroading in order to allow greater wheel articulation. Under normal conditions, drive is split 50:50 between the front and rear axles, although it can instantaneously switch according to demand. The Sport also gets the Terrain Response system first seen in the Discovery3. This is virtually akin to having an expert sitting alongside you, helping to get the best out of the vehicle, on or off road. The driver chooses one of five terrain settings via a rotary knob mounted on the centre console. There’s a general driving programme plus one for slippery conditions (dubbed ‘grass/gravel/snow’) and three specialist off road modes (mud/ruts, sand, rock crawl). The system will then automatically select the optimum setup for the electronic controls and the traction aids. This encompasses ride height, torque response, hill descent control, electronic traction control and transmission settings. The Range Rover Sport diesel looked a little self conscious in TDV6 form, with just 188bhp of engine powering it. Now that the diesel Sport flagship is packing 272bhp, the situation has been well and truly rectified. Top step of the podium again.

Facts At A Glance CAR: Range Rover Sport TDV8 range PRICES: £54,250 - on the road INSURANCE GROUPS: 16 CO2 EMISSIONS: 294g/km PERFORMANCE: 0-60mph 8.6s / Max Speed 130mph FUEL CONSUMPTION: (urban) 19.3mpg / (extra urban) 31.4mpg / (combined) 25.5mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ETC, EBA, DSC WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4695/1915/1891mm

BLOWN IDOL
Want The Best 4x4 But Have No Pressing Budget Considerations? The Answer Is Obvious As Andy Enright Reports

Those of us who get that oddly unsettling feeling at the end of the month when slotting our card into an ATM don’t live in the same galaxy as buyers interested in Range Rover’s Supercharged Vogue SE. For these plutocratic purchasers, the buying decision is no more involved than establishing what the best 4x4 money can buy is, working out where the nearest sales outlet resides and placing an order. The accountant will then need to find a way to make the £74,820 asking price tax deductible.

Of course, there will be those who prefer a top end Porsche Cayenne, a BMW X5, a Mercedes M Class or a Volkswagen Touareg and each of these vehicles has much to commend it. None of them has anything quite like the sense of occasion and style of the Range Rover however, and in Supercharged Vogue SE guise there’s 400bhp to play with to boot. Despite this prodigious power figure, the Range Rover isn’t devastatingly rapid due in no small part to the fact that it puts the scales onto their bumpstops with a reading of 2,572kg. By contrast, a top of the line BMW 750i weighs 1910kg. A Cayenne with a family of four weighs about the same. This means that the sprint to 60mph will take 7.1 seconds – quick, but not neck snapping. It also brings into question the raison d’etre of this car. If going quickly is one of your key 4x4 priorities, there are many better options. The standard V8 Vogue edition of the Range Rover has had its power boosted from 282 to 305bhp and isn’t slow, but the upgrade to supercharged specification from there costs a whopping £12,000. Now you can see why this car is marketed at genuine money no object clientele. The design of this vehicle highlights this fact. Fuel economy is predictably poor at around 17mpg although you will dip into single figures in town and during spirited use. This is offset by the 100-litre fuel tank which means that you’ll see over 400 motorway miles before being forced to mix with the lumpen proletariat in a filling station. Likewise the fact that the engine emits more carbon dioxide than a G8 summit meeting will be of only peripheral consequence.

"The world’s most desirable 4x4 just got better"

This supercharged edition shares with the rest of the Range Rover line up a whole host of improvements. Land Rover’s superb ‘Terrain Response’ system now features and makes this car even easier to use in the unlikely event that you venture off road. There’s also an electronic park brake and an electronic rear ‘e’ differential. The improved cabin meanwhile, gets extra stowage space, enhanced finishes and more effective air conditioning – plus the option of cooled front seats. Some things didn’t need changing. The steel unitary body is still outstandingly resistant to the sort of torsional stresses that taking the Range Rover off road generates, and results in a smoother ride on road, the Electronic Air Suspension able to do its job without having to contend with chassis flex. Think of a massively rigid road car – for example a Lotus Elise, a car that is built around a bonded aluminium tub. The Range Rover body is three times stiffer than an Elise. This translates into superb road manners. Despite the car’s leviathan bulk, the airiness and all-round visibility of the cabin engenders enormous confidence. Never mind the quality, you’ll certainly feel the width on city streets but front and rear parking sensors take the worry out of delicate manoeuvres. Get the Range Rover out onto the open road and you’ll marvel at the body control. Corner a previous generation model with any gusto and you needed to be brave, well insured and with the neck muscles of Iron Mike. Yaw and pitch seem to have been expunged from the current car’s pilot’s manual. Although the air suspension is occasionally caught on the hop by sharp intrusions such as a cat’s eye, it’s a beautiful system. Initially troubled by why the Range Rover V8’s ride was so redolent of the Mercedes S-Class, it was only when I realised that both were ‘pneumatically suspended’, so as to speak, that the picture became clear. Anybody who’s been lucky enough to drive the big Mercedes will know what high praise this is. There’s no shortage of technology built into the latest car. The automatic gearbox includes all the proper off-road functions Range Rover buyers now expect, such as a high/low transfer box and Hill Descent Control. A Steptronic manual override option allows drivers to switch ratios ‘manually’ and the stability control system can also be disabled. The air suspension system that allows the car to be lowered for dignified mini-skirted exits. Although this Range Rover may be used as the ultimate urban battle bus, should the need to take it off-road beckon, a Torsen centre differential should make sure you return safely. To discover that the Range Rover can still cut it off road comes almost as a bonus. With Terrain Response, Hill Descent Control, Dynamic Stability Control, ABS with Electronic Brakeforce Distribution and Brake Assist you’ll go some to relinquish control. The Electronic Air Suspension utilises terrain sensing software to establish whether the car is off road or not, softening the ride and allowing maximum articulation if it believes you’ve left the metalled road. Wheel articulation, for those that scoff at the off-road abilities of a vehicle with a unitary chassis, is significantly better than the previous generation Range Rover. The road-biased tyres obviously limit ultimate grip but it’s doubtful too many owners are going to sink something this beautiful up to its sills in slurry. Life is full of tough decisions. If you have the means, this purchase shouldn’t need to be one of them.

Facts At A Glance CAR: Range Rover V8 Supercharged Vogue SE PRICE: £74,820 - on the road INSURANCE GROUP: 17 CO2 EMISSIONS: 376g/km PERFORMANCE: Max Speed 130mph / 0-60mph 7.1s FUEL CONSUMPTION: (combined) 17mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4950/1863/1863mm

A QUESTIONABLE SPORT?
The Range Rover Sport may have a plutocratic reputation, but in the 2.7TDV6, Andy Enright finds a vehicle that has a firm grounding in reality

Cards on table time. I’m not the biggest fan of Land Rover’s Range Rover Sport. There are two main reasons. Firstly, I think Land Rover bottled it with the design. Anyone who saw the Range Stormer concept car knows what the Sport should look like. Secondly, Sports are being bought by a certain type of person around my way, namely blokes who don’t seem to have gainful employment but can afford a £60,000 car with 20-inch chromed alloys and blacked-out windows. Strangely, it’s the least sporting Sport of the bunch that I’ve got a bit of a soft spot for.

The 2.7 TDV6 diesel model isn’t an instant candidate for the Sport treatment. For a start, it’s only got a 188bhp engine with which to haul about a vehicle that weighs more than the Lusitania. Okay, that’s a mild exaggeration, but you’ll still have to wait a good 11.9 seconds before it lumbers up to 60mph, eventually hitting a top speed of 120mph. Unlike the V8 petrol versions however, fuel economy is respectable with an everyday usage figure in the low to mid twenties as far as miles per gallon is concerned. Yes, your Range Rover Sport may be outjuiced in the horsepower stakes by some Skodas but where this model scores is in a completely unexpected area. Most would probably slap an expected price somewhere around £45,000 on a model like this but Land Rover instead ask just £35,750. Suddenly Range Rover ownership is a viable proposition to all of those who had decided that they were Jeep Grand Cherokee people. BMW will sell you an X3 that’s pricier. Admittedly, we’re comparing top of the range with bottom of the range and the S specification Range Rover Sport isn’t exactly laden down with gadgetry, but it’s all the more appealing for it. Remember the way that the original Spen King-designed Range Rovers were effortlessly cool with their pared down design and basic equipment list? The base Range Rover Sport TDV6 is the closest thing we’ve got these days.

"The TDV6 version of the Range Rover Sport shouldn’t work but it does"

Ride quality is acceptable on 19-inch rims although it does degrade a little if you start specifying bigger alloy wheels that would look more at home in a gangsta rap video. The engine is a version of that found in Jaguar’s S-TYPE and XJ models and although it’s not endowed with the broadest spread of torque in the world, the six-speed automatic gearbox is well capable of plugging you into the meat of the powerband again and again, making the Sport TDV6 a whole lot quicker feeling than that puny horsepower figure would suggest. It’s especially good off the line, where the sophisticated electronics, all-wheel drive traction and instant-on diesel urge allowing it to get the drop on far more powerful cars. That 0-20mph bound is often all you need to establish dominance in the city and the Sport TDV6 excels here, with excellent visibility and surprisingly good manoeuvrability for such a hefty piece of real estate. The 324lb/ft of torque is about what you’d expect to find shoehorned into the middle end of something like a Ferrari F430, so you’re not short of muscle when you need to effect an overtaking manoeuvre. If we hadn’t been spoiled by the Range Stormer, the Sport’s styling would probably have received a little more kudos. The wheelarches are subtly flared, thin side vents sit behind the front wheels and there’s a sharp swage line that runs along the car’s hips. The windscreen is sharply raked back and the perforated front grille looks like a set of expensive kitchen knives. The biggest change from the show car is the move from three doors to five and if there was a feeling that the design has been unacceptably watered down, the detailing of the Range Rover Sport just might change your opinion. It’s also a landmark vehicle for a company with a whole lot more autonomy. Just five years ago, Land Rover could never have built a car of this kind. Their owners at the time (BMW) didn’t want a sports crossover vehicle like this poaching sales from their all-conquering X5. It was only as recently as 2000 that plans were first laid for a chassis platform that would spawn two very different vehicles. The first was the Discovery3 and the second was this, the Range Rover Sport. Both ride on a monocoque chassis and double wishbone suspension that offers far better on-road ride and handling than any previous Land Rover product. As you might expect, the Range Rover Sport features a much more focused set up than the Disco. The steering rack has been replaced by a quicker item, offering more road feeback and quicker reponses. To help cut the pitch and roll that quick changes of direction tend to generate, Land Rover have also upgraded the springs and dampers and lowered the car’s roll centre. Perhaps the most innovative feature of the Sport’s underpinnings is Dynamic Response, a set of anti roll bars that can be engaged or decoupled according to demand. Standard on the flagship supercharged model and an option on the other models in the range, Dynamic Response also decouples when off roading in order to allow greater wheel articulation. Under normal conditions, drive is split 50:50 between the front and rear axles although it can instantaneously switch according to demand. The Sport also gets the Terrain Response system first seen in the Discovery3. This is virtually akin to having an expert sitting alongside you, helping to get the best out of the vehicle, on or off road. The driver chooses one of five terrain setttings via a rotary knob mounted on the centre console. There’s a general driving programme plus one for slippery conditions (dubbed ‘grass/gravel/snow’) and three specialist off road modes (mud/ruts, sand, rock crawl). The system will then automatically select the optimum setup for the electronic controls and the traction aids. This encompasses ride height, torque response, hill descent control, electronic traction control and transmission settings. The interior of the Range Rover Sport is a little more conventional than the Discovery3, with many of the controls angled towards the driver. Although rear seat space isn’t the greatest, the payoff is the biggest boot in its class. An aluminium hatch with separately opening rear window glass is a neat finishing touch. The TDV6 diesel is never going to be the poster child for the Sport line up, but less, in this instance at least, is most unambiguously more.

Facts At A Glance CAR: Range Rover Sport 2.7 TDV6 range PRICE: £35,750-£47,700 - on the road INSURANCE GROUP: 14 CO2 EMISSIONS: 271g/km PERFORMANCE: Max Speed 120mph / 0-60mph 11.9s FUEL CONSUMPTION: 27.mpg (combined) STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ETC, EBA, DSC WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4695/1915/1891mm

BIG IS BEAUTIFUL
The Range Rover already had a good diesel engine. Now it has a great one. Andy Enright reports on the TDV8 model…

As good as the six-cylinder diesel engine fitted to the Range Rover Td6 was, it was difficult to hide the suspicion that this unit was punching above its weight. While it was a great engine for cars the size of a Jaguar S-TYPE or, indeed, a Peugeot 407, expecting it to power a Range Rover against the likes of the Volkswagen Touareg V10 TDI was asking a bit much. The Volkswagen skewed the market in terms of what we expect our big diesel 4x4s to do and Range Rover has responded with the TDV8, a diesel engine that’s good for 272bhp.

Leaving aside the freakish Volkswagen for a moment, this power output is enough to put clear air between Range Rover and the top diesel engines fitted to luxury 4x4 models from Mercedes (221bhp), BMW (218bhp) and Audi (230bhp). It’s also an engine that’s more befitting of a vehicle that needs a truly imperious powerplant. Range Rovers don’t do ‘average’ or ‘run of the mill’ at all well. The brand positioning dictates that a Range Rover should be the top of the tree and a 188bhp diesel just didn’t offer that sort of kudos. Eight cylinders are always a good start and the Range Rover makes the most of its octet of oil-squashing pots. It’s more than just the old six cylinder plus two. Compared with the outgoing engine, it’s 54 per cent more powerful, delivers 64 per cent more torque but, crucially, offers similar fuel economy. As you’d expect with that sort of power gain, acceleration is vastly improved, slashing the sprint to 60mph to 8.5 seconds and giving a top speed capability of 124mph – easily enough for high-speed intercontinental ballistic cruising. Refinement has been improved too. The TDV8 is claimed to be 75 per cent quieter overall and you won’t need to rev it until its valves bounce because the almost obscene torque figure of 472lb/ft comes on stream from just 2,000rpm. Almost two thirds of that figure is on tap from just 1,250rpm, which is more than the old engine could make at full chat.

"Progress usually comes in small incremental nibbles. The Range Rover TDV8 has taken a Great White sized bite out of the opposition here"

This means that acceleration feels effortless. The 12.7 second sprint to 60mph of the old car was a bit embarrassing and the midrange performance has been transformed. The engine exceeds Euro4 emissions standards and a combined fuel economy figure of 25.3mpg is a decent return for such a sizeable and swift hunk of automotive real estate. Many will labour under the misapprehension that this powerplant is the TDV6 with a couple of extra cylinders grafted onto the end but it’s far from it. Whereas the six-cylinder V6 had a bank angle of 60 degrees between the two sets of cylinders, the V8 has a 90-degree angle which is often regarded as the most efficient configuration of an eight-cylinder engine’s balance and refinement. Displacing 3.6-litres, the TDV8 uses a revolutionary Compacted Graphite Iron (CGI) engine block that offers better fatigue strength than aluminium with less weight than a ‘standard grey’ iron casting. So confident are Land Rover that they can virtually match the refinement of a petrol engine that they’ve felt the need to develop a patented device for the Range Rover TDV8’s fuel filler neck, to avoid the risk of inadvertently fuelling from the green pump. A glass-reinforced nylon engine cover and sound-deadening rubber covers wrapping the fuel injectors mute the high-frequency thrash that often comes from powerful diesel engines. This being a latest model year Range Rover, you also get a number of added technologies and interior tweaks. New gadgets include Land Rover’s superb ‘Terrain Response’ system that makes this car even easier to use in the unlikely event that you venture off road. There’s also an electronic park brake and an electronic rear ‘e’ differential. The improved cabin meanwhile. gets extra stowage space, enhanced finishes and more effective air conditioning – plus the option of cooled front seats. If you’re used to older versions of this current shape Range Rover, you’ll also notice that at the wheel of this new one, the steering has been tweaked for better feel and the air suspension has been revised to offer better on-road comfort and off-road performance. The interior is, as we’ve suggested, a major selling point of this vehicle. Jet/jet is an all-black colour scheme that works wonderfully with black leather and black metallic paint whereas ivory/jet lightens the tone a little and looks good with classic green, blue and red exterior finishes. As well as being faster, the Range Rover is also quieter than before, all engines doing better in terms of noise, vibration and harshness than their predecessors. Notwithstanding this fact, Land Rover have also isolated the engines from the interior more effectively. The front side glass is now laminated to cut down on noise and the A-pillar has been reprofiled to reduce wind roar at high speed. A wide range of electronic functions is available, including a rear camera for easier reverse parking, a tyre pressure monitoring system and adaptive front headlamps that swivel when cornering to improve illumination. A rear seat entertainment system is also on offer, with two headrest-mounted 6.5-inch screens, a six-disc DVD auto-changer, infra-red remote control, wireless headphones and sockets for auxiliary media sources (such as an MP3 player or games console). The latest models also benefit from an electronic park brake, more effective four-zone air conditioning – plus the option of cooled front seats. There’s also a ‘climate control’ windscreen and side glass, available in conjunction with automatic rain and light sensing. Other luxury appointments include a DVD satellite navigation system that provides both on and off-road guidance, a Logic 7 harman/kardon audio system boasting 14 speakers with 710 watts of power, and a personal integrated telephone system. This latest in-car phone is Bluetooth-enabled and can be voice, touch-screen or steering wheel operated. Cradle-mounted phone handsets also allow for SMS text messaging (via an on-screen keyboard). A touch-screen is standard on all models. It has clear resolution for easy visibility in all light and provides an interface for audio, navigation, on-board computer, telephone, and 4x4 information and settings. It’s impressive stuff. Land Rover started its wholesale refurbishment of its range with the Discovery and now the Range Rover and Freelander are getting into step. The TDV8 is just one small step in the relentless march towards total 4x4 domination. You can’t forestall inevitability.

FACTS AT A GLANCE CAR: Range Rover TDV8 range PRICES: £54,020-£68,850 - on the road INSURANCE GROUPS: 16-17 CO2 EMISSIONS: 299g/km PERFORMANCE: 0-60mph 8.5s / Max Speed 124mph FUEL CONSUMPTION: (combined) 25.3mpg STANDARD SAFETY FEATURES: Twin front, side and driver’s knee airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4950/1863/1863mm

ONWARDS AND UPWARDS
The Range Rover was already clearly the best luxury 4x4. Now it moves even further ahead of the pack. Andy Enright reports…

It’s hard to believe that in the years since the third generation Range Rover first appeared, the competition has not closed materially. Yes, we’ve seen cars like the Porsche Cayenne, Volvo XC90 and Volkswagen Touareg appear but none of these vehicles had the same opulent focus as the Range Rover and none could boast its impeccable pedigree. Given that it was so far ahead of any comparable rival, are the most recent model year updates really necessary?

The answer back in 2006 was probably yes. The 3.0Td6 diesel was lagging behind established rivals and was rightly dumped in favour of an all-new 272bhp TDV8 powerplant that has seen sales rise by over 20%. At the same time, to further emphasise this car’s off road excellence, a class-leading ‘Terrain Response’ system was added to help the tiny proportion of customers brave enough to subject £60,000 of luxury 4x4 to extreme off-tarmac conditions. That only left gadgets, equipment and interior tweaks, all vital elements in this market. An electronic park brake and rear ‘e’ differential have in recent times been joined by extra stowage space, enhanced finishes and more effective four-zone air conditioning – plus the option of cooled front seats. There’s also a ‘climate control’ windscreen and side glass, available in conjunction with automatic rain and headlight sensing. Wood is more copiously used around the cabin (with a choice of veneers) and there is now a wider range of exterior and interior colours from which to choose. There are also new wheel styles, new exterior colours and optional wood and leather heated steering wheels. Satellite navigation and Hybrid TV are now available as standard. Prices start at £58,695.

"Target customers are used to not only having their cake and eating it, but also having preferential stock options in the cake factory"

If you haven’t driven a Range Rover for a bit, then you won’t have had a chance to experience the Jaguar-derived supercharged petrol V8 powerplant. This supercharged 4.2-litre engine cranks out 400bhp and 420lb/ft of torque. An adaptation of the Jaguar XJR’s unit, this will get you to 60mph in just 7.6 seconds. Most owners however, will (rightly) go for the TDV8 diesel. It makes the sprint to 60mph to 8.5 seconds on the way to a top speed capability of 124mph – easily enough for high-speed intercontinental ballistic cruising. Refinement is impressive too. Most owners however, will (rightly) go for the TDV8 diesel. It makes the sprint to 60mph to 8.5 seconds on the way to a top speed capability of 124mph – easily enough for high-speed intercontinental ballistic cruising. Refinement is impressive too. The TDV8 is claimed to be 75 per cent quieter overall than the old 3.0-litre diesel and you won’t need to rev it until its valves bounce because the almost obscene torque figure of 472lb/ft comes on stream from just 2,000rpm. Almost two thirds of that figure is on tap from just 1,250rpm, which is more than the old engine could make at full chat. If you’re used to older versions of this current shape Range Rover, you’ll also notice that at the wheel of a new one, the steering has been tweaked for better feel and the air suspension has been revised to offer better on-road comfort and off-road performance. The supercharged version needs some serious stoppers to control its mass and is fitted as standard with Brembo front brakes and a revised suspension set-up aimed at quelling body roll, pitch and dive. The interior is, as we’ve suggested, a major selling point of this vehicle and in the supercharged petrol model, it looks even better. Jet/jet is an all-black colour scheme that works wonderfully with black leather and black metallic paint whereas ivory/jet lightens the tone a little and looks good with classic green, blue and red exterior finishes. As well as being faster, the Range Rover is also quieter than before, all engines doing better in terms of noise, vibration and harshness than their predecessors. Notwithstanding this fact, Land Rover have also isolated the engines from the interior more effectively. The front side glass is now laminated to cut down on noise and the A-pillar has been reprofiled to reduce wind roar at high speed. A wide range of electronic functions is available, including a rear camera for easier reverse parking, a tyre pressure monitoring system and adaptive front headlamps that swivel when cornering to improve illumination. A rear seat entertainment system is also on offer, with two headrest-mounted 6.5-inch screens, a six-disc DVD auto-changer, infra-red remote control, wireless headphones and sockets for auxiliary media sources (such as an MP3 player or games console). Other luxury appointments include a DVD satellite navigation that provides both on and off-road guidance, a Logic 7 harman/kardon audio system boasting 14 speakers and 710 watts of power, and a personal integrated telephone system. This latest in-car phone is Bluetooth-enabled and can be voice, touch-screen or steering wheel operated. Cradle-mounted phone handsets also allow for SMS text messaging (via an on-screen keyboard). A touch-screen is standard on all models. It has clear resolution for easy visibility in all light and provides an interface for audio, navigation, on-board computer, telephone, and 4x4 information and settings. It’s impressive stuff. It’s reassuring to know that if you want the best luxury 4x4 money can buy, the Range Rover delivers. Nothing can touch its accomplishment both on and off road and although most will never see anything more arduous than a gravel track, it’s good to know you’ve got capability in reserve. Most important of all, the Range Rover is socially presentable - its target clientele being very sensitive about brand values and badge equity. If you have the means and require the definitive article, accept no substitute.

Facts At A Glance CAR: Range Rover range PRICES: £58,695-£76,495 - on the road INSURANCE GROUPS: 16-18 CO2 EMISSIONS: 299-376g/km PERFORMANCE: [TDV8] 0-60mph 8.5s / Max Speed 124mph FUEL CONSUMPTION: [TD V8] (urban) 19.6mpg / (extra urban) 31.2mpg / (combined) 25.1mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4950/1863/1863mm

THE HST WITH THE MOST
When nothing but the most extreme Land Rover product will do, try the Range Rover Sport HST. Andy Enright encounters a force of nature…

The swelling mass of strings is instantly recognisable. It may be overplayed and rather overblown but the Ride of the Valkyries certainly has presence. Wagner makes good use of the whole orchestra, using it as sections rather than focusing so much on individual instruments. The main theme is anchored by a powerful brass backbone, with harmony provided by wind and strings. It could almost have been written for the Range Rover Sport HST.

Some cars have a noticeable sense of presence. Others don’t. It’s not always solely down to price either, as some small cars feel genuinely special. They rarely feel like forces of nature, however. For that you need dimensions. You need a huge engine, searing performance and more attitude than a US college football team. In short, you need this top spec Range Rover Sport. There were many buyers who never overcame their disappointment that the Range Rover Sport never ended up looking like the astonishing three-door Range Stormer concept car shown at the 2004 Detroit Motor Show. If you’ve never seen that vehicle, don’t go Googling for it. It’ll spoil you. Nevertheless, the HST is a good deal more extreme than conventional Range Rover Sport models. The styling will probably divide opinion but it’s certainly eye-catching and adopts a number of Range Stormer design cues, the work being done by the same team that styled the Stormer. A flush-fitting front bumper and a gaping grille at the front end will dispatch traffic from their path with devastating alacrity, the HST looking like a looming mako shark in a rear view mirror. A lower air intake may well compromise off-road performance, but let’s not kid ourselves. This vehicle is more about creating an impression on the road than playing in the mud. Front fog lamps peer out of the spoiler section, giving the car an aggressive squint.

"If Range Rover spells green wellies and Barbour jackets to you, the Sport HST has the power to change that image very rapidly"

Move round the car and you’ll spot colour-keyed lower door sections and sills, giving the HST a ground-hugging appearance. A revised tail spoiler is featured and the rectangular tail pipes again hark back to the Range Stormer concept. The chromed aluminium side vents and body-coloured door mirrors are also HST-specific while the 20-inch ‘Stormer’ alloy wheels give this Range Rover Sport a real concept car look. Even if some of the exterior detailing is a little eccentric for your palate, just enjoy the Sport HST for what it is, get inside, savour the smart interior design, switch the thing on and press the throttle pedal. Firmly. If you can suppress a guilty giggle at the way the supercharged HST accelerates, you’ve been endowed with admirable self control. The supercharger doesn’t need to overcome initial lag in the same way a turbocharger does and the 385bhp soon makes itself apparent. Equipment highlights include a body coloured lower body and tailgate mouldings, an electric sunroof, privacy glass and deep sculptured front and rear bumpers with integrated rectangular exhaust tailpipes. Full leather trim is standard. There’s also an electronic active locking rear differential for more tactile handling. If you must insist on taking your HST off-road, you’ll be relieved to know that the chin spoiler is removable at the front. Just watch those alloys if you’re negotiating ruts. One well embedded stone could prove very costly. Like all Range Rover Sports, the HST features a steering rack that’s a whole lot sharper than the conventional Range Rover item, offering more road feedback and quicker responses. To help cut the pitch and roll that quick changes of direction tend to generate, Land Rover have also upgraded the springs and dampers and lowered the car’s roll centre. Perhaps the most innovative feature of the Sport’s underpinnings is Dynamic Response, a set of anti roll bars that can be engaged or decoupled according to demand. Standard on the flagship supercharged model and an option on the other models in the range, Dynamic Response also decouples when off roading in order to allow greater wheel articulation. Under normal conditions, drive is split 50:50 between the front and rear axles although it can instantaneously switch according to demand. The Sport also gets the Terrain Response system first seen in the Discovery3. This is virtually akin to having an expert sitting alongside you, helping to get the best out of the vehicle, on or off-road. The driver chooses one of five terrain setttings via a rotary knob mounted on the centre console. There’s a general driving programme plus one for slippery conditions (dubbed ‘grass/gravel/snow’) and three specialist off road modes (mud/ruts, sand, rock crawl). The system will then automatically select the optimum setup for the electronic controls and the traction aids. This encompasses ride height, torque response, hill descent control, electronic traction control and transmission settings. You probably won’t use it but it’s good to know it’s there. Of more importance to typical supercharged HST buyers will be the car’s ability to bludgeon its way to 60mph in just 7.2 seconds and on to a top speed of 140mph. The 374g/km emissions figure or the 17mpg combined fuel economy figure probably won’t cause too much concern if you’re a typical target buyer. It’s worth remembering that there’s also a diesel HST powered by the 3.6-litre TDV8 engine and to be honest, this is the variant that most people will end up buying. With 272bhp, it can’t offer the same performance but fuel economy is far more manageable. Stumping up £60,000 for what is often a third or fourth vehicle means that HST buyers are some of the most well-heeled automotive customers around. Whoever said money couldn’t buy happiness had obviously never acquainted the throttle pedal with the carpet in one of these.

Facts At A Glance CAR: Range Rover Sport HST PRICE: from £59,895 - on the road INSURANCE GROUP: 16-17 CO2 EMISSIONS: 294-374g/km PERFORMANCE: [TDV8] Max Speed 140mph / 0-60mph 8.6s FUEL CONSUMPTION: [TDV8] (urban) 19.3mpg / (extra urban) 31.4mpg / (combined) 25.5mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ETC, EBA, DSC WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4695/1915/1891mm