Land Rover Range Rover Sport

Even with the standard passive engineering spec we tried, there's lots to admire about the way this car tackles the turns.

Land Rover reckons the body structure is 35% stiffer than before, offering what the brand claims is 'sportscar levels of stiffness'.

Air suspension, a dual chamber system, is now standard and has been designed both to limit cornering body roll and pitch under acceleration.

The result is certainly a very different experience from driving an ordinary Range Rover, as you oversee things from the more focused 'Command Driving position'.

The news on engines (still all mated to 8-speed ZF auto transmission) isn't that much different to what it was before.

A diesel still suits the car best and a vastly powerful petrol V8 is still a bit over-the-top.

What has changed a bit is the Plug-in Hybrid offering, which was well worth avoiding with the previous generation car but which now offers a more sensible alternative to DERV - and perhaps also to the full-EV version, which hadn't yet been launched at the time of this test.

That's mainly because the PHEV engine now has six rather than four cylinders and there's a vastly larger 38.2kWh battery.

To give you some perspective, that's bigger than the battery fitted in some small full-EVs (!) and of course it enormously improves this car's EV range (quoted at 72.1 miles - think 50 in the real world).

As usual with Land Rovers, the model names designate horsepower.

The main 3.0-litre PHEV unit (which we tried and liked last month in a Range Rover) is badged 'P460e' and makes 62mph in 5.5s en route to 140mph.

With plush spec, there's also a fractionally faster P550e version of the same unit. We mentioned diesel; well that's what we tried in the fastest of the various mild hybrid flavours in which the usual 3.0-litre six cylinder unit is now being offered.

You can theoretically have a base D250 version, but most choose the mid-range D300, which significantly improves the 62mph sprint to 6.1s en route to 135mph.

The top D350 variant enhances those figures further to 5.5s and 145mph, but you're probably more likely to want to choose it because of its artificially enhanced but rather pleasingly snarly engine note.

Is there really any need to go faster than that in a Range Rover Sport? The few who think so are offered the stupidly expensive 'SV Edition Two' flagship performance model.

Unlike the old SV 'Sport' (which had the classic old 5.0-litre supercharged JLR unit), this one uses a 4.4-litre petrol V8 borrowed from BMW and putting out 635hp.

Rest to 62mph requires 3.7s en route to 180mph; why would you? Answers on a postcard please.

Whatever your powertrain of choice, highway cruising is effortless, spoiled only by a bit of undue wind noise from the boxy body.

Ride quality's probably about 90% as good as a Range Rover, which means it's very good indeed. As before, the Range Rover Sport is unrivalled off road, with intelligently variable all-wheel drive and 'Terrain Response' with six settings.

The air springs can offer a 135mm ride height increase, water up to 900mm deep can be forded and 45-degree gradients attempted.

You'd instantly identify this as a Range Rover Sport, though on closer inspection, this third generation model is a good deal more sophisticated to look at.

It's now a fraction under five-metres long, with a silhouette featuring three defining lines.

There's the roof, which slopes downwards into a bigger rear spoiler; a more angled waistline with flush fitting for the door handles and glass; and a lower line that sweeps upwards.

Up-front, the grille is slimmer and the LED headlamps are the narrowest ever fitted to a Land Rover model.

Out back, it's particularly striking, with a visor-like screen and tail lamps with smart red OLED embedded strips. Inside, there's a more focused and immersive cockpit design than you'd get in a full-fat Range Rover, though all the technology is much the same.

You sit 20mm lower and the steering wheel is smaller.

A high centre console flows into a curved 13.1-inch central infotainment touchscreen, complemented by a 13.7-inch digital instrument binnacle.

There are some lovely touches too, like the way that the speakers for the Meridian sound system can be covered with textiles. More space for leg room has been freed up in the back thanks to a 75mm-longer wheelbase.

And the cargo bay has risen in size to 647-litres (dry-rated) - 55-litres more than before.

This time round, there's no seven-seat option.

And unlike the Range Rover, there's no long wheelbase version either.

At the time of our test in Autumn 2024, Range Rover Sport pricing was starting from around £75,000, which gets you base 'S' trim, but you're probably not going to want that because it restricts you to the base D250 diesel engine.

Most Range Rover Sport customers budget at around the £85,000 price point, for either 'SE' or 'Dynamic SE' trim, where the choice is between either the uprated D300 diesel or (for around £6,000 more) the P460e petrol Plug-in Hybrid.

If you can stretch to nearly £100,000 for the plush 'Autobiography'-spec we tried, your engine choice further widens to also include an extra PHEV option, the rare P550e, or an alternative faster diesel, the D350 (which is what we tried, priced at the time of our test at just under £103,000).

Think also in terms of needing a six-figure sum if you want the full-EV version, which hadn't yet been launched at the time of this review.

The only other choice is the fearsomely expensive (to buy and run) 'SV Edition Two' flagship performance model, which uses a 4.4-litre petrol V8 putting out 635hp and, as we compiled this test, cost around £172,000. Even base 'SE'-spec gets you quite a lot; 20-inch wheels, LED headlights, a fixed glass panoramic roof, a heated windscreen and a year's subscription to a 'Secure Tracker Pro' system.

Plus, like all Range Rover Sports, you get key engineering features like Dynamic air suspension and the best off road system in the business, 'Terrain Response 2'.

Inside with 'SE'-spec, there's grained leather upholstery with 12-way powered front and rear adjustment, plus a heated steering wheel, a power-adjustable steering column, a 3D Surround Camera and a Meridian sound system.

The Range Rover Sport has come a long way since the days of the heavy, thirsty old first generation model.

The second generation design adopted an all-aluminium body structure which cut kerb weight by a whopping 39%.

And this MK3 model took another step forward with its MHEV mild hybrid diesel tech and improved PHEV Plug-in powerplants.

As we compiled this review, there was also the promise of more to come, with a full-EV version being readied for imminent launch. All of these headlines rather mask the fact that the versions most customers will actually choose still lag a little behind less capable rivals when it comes to matters of efficiency.

The base D250 MHEV diesel manages 39.4mpg on the combined cycle and 188g/km of CO2.

For the D300 MHEV, it's 38.8mpg on the combined cycle and 191g/km of CO2.

For this D350 MHEV, it's 38.1mpg and 194g/km.

You'll need deep pockets of course to run the top 'SV Edition Two' 4.4-litre V8 petrol model, which only manages 23.6mpg and 272g/km. Your diesel alternative is the P460e, which returns the usual unrealistic fantasy-land three-figure fuel return common to all PHEVs (in this case 382.4mpg) and a tax-beating 17g/km of CO2 (putting the car in the 5% BiK bracket), while the 38.2kWh battery is supposed to manage up to 73.3miles of EV range.

It's 362.2mpg, 18g/km and 71.5 miles for the faster P550e.

Take those mileage figures with a pinch of salt by the way, as Land Rover admits via a caveat on their website stating that in real-world driving, you should expect up to 54 miles of range.

What about PHEV battery replenishment? Well rapid charging capability of up to 50kW is now included, which means an 80% charge will occupy under an hour.

Use a home wallbox and a full charge will take around five hours.

It'd be a yawning 15 hours from a domestic plug.

On the move in a 'Sport' PHEV, there's a choice of full-electric mode, plus a default Hybrid setting and a 'Save' option, which defers electric charge for when you might need it later in your trip.

With the fully fledged Range Rover being these days very much a plutocratic purchase, it's this 'Sport' model that for us, now most faithfully continues a model line stretching all the way back to the 1970 original.

That very first Range Rover was a car you didn't have to be afraid to use as intended, on or off road.

And nor is this one, usefully improved in this more sophisticated third generation form. It looks and feels a more luxurious, expensive product this time round, but it's still one that wouldn't mind getting its wheels dirty, should you ever have the opportunity to exploit quite astounding reserves of off road prowess.

Previous generation Range Rover Sports had to pay for that with stodgy on-road handling, but this one has improved greatly in this regard, providing you tick the right expensive options boxes.

It's taken Land Rover a long time to get this model exactly right; but try it for yourself and you may well feel that it's been worth the wait.