This is only the fourth new Range Rover since the first in 1970 – which came with an asking price of £1,800.
Range Rover II arrived in 1994 and ‘Series III’ in 2002. Range Rover III abandoned a separate chassis for unitary bodywork, albeit reinforced for off-road use. It might have broken a Land Rover tradition at the time but that was when it broke into the luxury car class – and there was no going back.
Range Rover IV is also new from the ground up and just as radical a departure.
Range Rover II arrived in 1994 and ‘Series III’ in 2002. Range Rover III abandoned a separate chassis for unitary bodywork, albeit reinforced for off-road use. It might have broken a Land Rover tradition at the time but that was when it broke into the luxury car class – and there was no going back.
Range Rover IV is also new from the ground up and just as radical a departure.
In a first for the large SUV sector body construction is aluminium. Bonded and riveted (rather than welded) it was developed by Jaguar for its XJ and XK cars. Here it is reinforced by some esoteric alloys and composites with magnesium employed too.
A claimed 420kg weight-saving is the result but, with a few options and a passenger or two on board, this is still a two and a half tonne car in ball-park terms. That said a reduction of this order is no mean achievement. Lighter bodywork should lead to better dynamics (cornering, body control, steering) fuel consumption and emissions.
The new Range Rover certainly feels more agile and nimble. It leans less in corners with no hint of the old ‘top-heavy pendulum syndrome’ of days gone by. Ride quality is very good due in no small part to a refined air-suspension system which allows “trim-down” for high speed on-road driving but “lift-up” if venturing off-tarmac.
Steering is a tad light and lifeless (uncommunicative) on-road but detracts little from the vehicle’s poise and composure whatever the conditions. An effortless long-distance touring car it retains the elevated ‘command’ driving position and (now) adjustable-length front seat squabs giving plenty of support for taller, leggier drivers.
All-round visibility is excellent and it is an easy car to drive in congested town traffic. Off road, approach and departure angles are good even for quite severe terrain as is ground clearance generally – a maximum wading depth of 900mm is 200mm better than before. Four wheel drive remains both permanent and ‘intelligent’ with a broad spread of high and low ratios across an 8 speed automatic gearbox.
Manual ‘boxes a dim a distant memory with these luxury SUVs now, unfortunately, and the conventional handbrake’s gone too – replaced by one of those electric switch affairs which are next to useless in really demanding conditions.
Apart from the powertrain arsenal at one’s disposal, the raft of electronic braking, traction and stability controls are an acronym-fest comprising half the alphabet. All of this comes together via Land Rover’s Terrain Response to set up the machine for what might be ahead. But, if all that’s “just too much”, no worries, the new Range Rover will sort it all out automatically.
The 4.4 litre V8 diesel (£78,095) has been uprated from 308bhp to 334bhp and this is joined by a 3.0 V6 255bhp now too (£71,295). Both employ turbochargers but the top of the range 5.5 litre V8 (98,395) is supercharged and pumps out 503bhp. Proof of the pudding, weight-wise, is that the V6 is more than up to the job and is certain to be the big draw here. Used value predictions for the diesels look good.
Standard equipment, on the ‘cheapest’ model, includes leather upholstery, electric-adjusted and heated front seats, climate control air-conditioning, electric windows, cruise control, multi-speaker audio with CD/MP3/Bluetooth connection, rear parking audio-visual assist and 19” alloy wheels. Safety systems are also comprehensive.
TDV6 headlines are: 130mph; 0-62mph 7.4 seconds. Fuel consumption 37.7mpg (official combined figure); CO2 - 196g/km (Road Tax.’J’/£250). Insurance Group: 45. Max (braked) trailer weight is an impressive 3,500kg.
The new Range Rover is a towering achievement which moves the game on from almost every aspect. Mercedes-Benz GL or Toyota LandCruiser V8 (‘Amazon’) might be able to keep up off-road but neither come close as an all-round luxury 4x4.
By Huw Thomas
A claimed 420kg weight-saving is the result but, with a few options and a passenger or two on board, this is still a two and a half tonne car in ball-park terms. That said a reduction of this order is no mean achievement. Lighter bodywork should lead to better dynamics (cornering, body control, steering) fuel consumption and emissions.
The new Range Rover certainly feels more agile and nimble. It leans less in corners with no hint of the old ‘top-heavy pendulum syndrome’ of days gone by. Ride quality is very good due in no small part to a refined air-suspension system which allows “trim-down” for high speed on-road driving but “lift-up” if venturing off-tarmac.
Steering is a tad light and lifeless (uncommunicative) on-road but detracts little from the vehicle’s poise and composure whatever the conditions. An effortless long-distance touring car it retains the elevated ‘command’ driving position and (now) adjustable-length front seat squabs giving plenty of support for taller, leggier drivers.
All-round visibility is excellent and it is an easy car to drive in congested town traffic. Off road, approach and departure angles are good even for quite severe terrain as is ground clearance generally – a maximum wading depth of 900mm is 200mm better than before. Four wheel drive remains both permanent and ‘intelligent’ with a broad spread of high and low ratios across an 8 speed automatic gearbox.
Manual ‘boxes a dim a distant memory with these luxury SUVs now, unfortunately, and the conventional handbrake’s gone too – replaced by one of those electric switch affairs which are next to useless in really demanding conditions.
Apart from the powertrain arsenal at one’s disposal, the raft of electronic braking, traction and stability controls are an acronym-fest comprising half the alphabet. All of this comes together via Land Rover’s Terrain Response to set up the machine for what might be ahead. But, if all that’s “just too much”, no worries, the new Range Rover will sort it all out automatically.
The 4.4 litre V8 diesel (£78,095) has been uprated from 308bhp to 334bhp and this is joined by a 3.0 V6 255bhp now too (£71,295). Both employ turbochargers but the top of the range 5.5 litre V8 (98,395) is supercharged and pumps out 503bhp. Proof of the pudding, weight-wise, is that the V6 is more than up to the job and is certain to be the big draw here. Used value predictions for the diesels look good.
Standard equipment, on the ‘cheapest’ model, includes leather upholstery, electric-adjusted and heated front seats, climate control air-conditioning, electric windows, cruise control, multi-speaker audio with CD/MP3/Bluetooth connection, rear parking audio-visual assist and 19” alloy wheels. Safety systems are also comprehensive.
TDV6 headlines are: 130mph; 0-62mph 7.4 seconds. Fuel consumption 37.7mpg (official combined figure); CO2 - 196g/km (Road Tax.’J’/£250). Insurance Group: 45. Max (braked) trailer weight is an impressive 3,500kg.
The new Range Rover is a towering achievement which moves the game on from almost every aspect. Mercedes-Benz GL or Toyota LandCruiser V8 (‘Amazon’) might be able to keep up off-road but neither come close as an all-round luxury 4x4.
By Huw Thomas
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