Range Rover Sport Review (2023-present)
Land Rover Range Rover Sport cars for sale
4.0
Expert review
Pros
Fantastically luxurious interior
Great to drive on and off road
Impressive electric-only range on PHEV models
Cons
Potential question marks over brand reliability
No seven-seat option
Higher-spec models are very pricey
The CarGurus verdict
The Range Rover Sport is a world-class luxury SUV. From the modern, lavish-feeling interior, to the smooth yet balanced way it drives, it is just a delight to spend time in whether you’re after a relaxing drive home or wanting to enjoy a good road. The array of powertrains and trims means that there’s also guaranteed to be a model to suit everyone – especially when a pure electric version joins the lineup.
However, the reliability concerns can’t be ignored despite our hopes that these new Range Rover models will change that pervasive cloud of reliability fears that has hung over Land Rover for too many years. It also can’t be ignored that this is now one of the more expensive options in an already pricey lineup of posh 4x4s, and it’s a shame that four-wheel steer is only on the truly expensive models. For these annoying but un-ignorable reasons that see us dropping the outstanding Range Rover Sport from the five stars that we’d like to give it.
The new Range Rover Sport takes many of its styling cues from its big brother, the even more lavish Range Rover; the very smooth, minimalist surfacing, high waistline and boxy silhouette are unmistakable. In fact, you’d be forgiven for confusing the two from the front, although the rear ends are quite distinct, with the Range Rover Sport’s streamlined rear light bar a simpler and less bold statement.
Despite being the ‘lesser’ of the big Range Rover models, the Range Rover Sport is still a very big SUV. At 4.95 metres long, it’s a fraction longer than the BMW X5, which is one of its chief rivals, although you could count the BMW X6, Audi Q8, Mercedes GLE, Volvo XC90 and more amongst the key alternatives.
This 2022 model sits on an all-new platform, and is the third generation of the Range Rover Sport. In a departure from its popular predecessor, the seven-seat layout isn’t going to be offered in the Range Rover Sport; if you want seven seats in a big Land Rover, the long-wheelbase Range Rover, Land Rover Defender or Land Rover Discovery are more than likely to cater to your needs.
Very practical, although the lack of a seven-seat option really does feel like a blow. Even so, there’s limousine-like space in the back seats, with space to stretch out even for taller adults. Two charging ports, two cupholders and various options including massage rear seats that electrically recline mean that you can go to town on extras but the essentials are included as standard. Mind you, it’s a bit cynical that you have to pay a lot extra for retractable sunblinds and rear climate control (you get rear air vents, of course, but it’s optional even on high-end trims if you want rear passengers to be able to control their own temperature).
The boot is a really good size, with 647 litres on offer behind the seats, and Land Rover has even found room for a space-saver spare tyre beneath the boot floor – including on the plug-in hybrids, which is rare as the batteries often take up too much space to allow for a spare tyre.
You do have to pay a little extra for a boot divider, which seems a bit cynical on such an expensive, practicality-focussed vehicle, but it’s worth doing as it’s really useful for stopping your groceries from rolling all over the expansive boot floor. The bootlid on the Range Rover Sport is a standard hatchback-style boot, rather than the split tailgate that you get with the full-size Range Rover. The rear seats can be dropped flat, and the whole car dropped to a lower load height on its adaptive air suspension for easier loading, via switches in the boot.
Naturally, the seats up front are really comfy and spacious. Every Range Rover Sport gets real leather upholstery with 20-way electric seat controls and lumbar adjustment for the driver, not to mention a fixed panoramic glass roof that makes the interior feel light and airy. Higher-end models up the ante with massage function, ventilated seats and upholstery.
The digital driver’s readout is really clear and easy to read, and offers variable views, while the rest of the dash is logical and easy to use. The high-set centre console brings a bit of division to the front cabin, too, emphasising the fact that you’ve got plenty of elbow room and space between you and your passenger and giving a sense of the driver having their own space.
The focal point of the whole dash is the large touchscreen, but the physical air-con controls that are arrayed underneath it are really easy to use - better than any equivalent touchscreen-based versions rivals like the Tesla Model X offer.
Fit and finish is great, too. Land Rover has worked hard to improve the general sense of quality in its interiors for this generation of Range Rover and Range Rover Sport, and everything from the switch damping to the general feel of the materials is appropriately plush for a luxury car.
Engine options include turbo’d six-cylinder diesel and petrol options, as well as two plug-in hybrids with six-cylinder in-line 3.0-litre petrol engines plus an electric motor. The V8 P530 tops the range, but don’t discount the plug-in hybrid Range Rover Sport models if you want both pace and efficiency.
Complete with Jaguar Land Rover’s Ingenium 3.0-litre in-line engine, and a 38.2 kWh lithium-ion battery that manages a usable capacity of 31.8kWh, the Range Rover Sport PHEV manages 70 miles of pure electric range in both of its P440e and P510e guises. We’ve only driven the P440e, which has a total power of 434bhp with both the electric motor and petrol engine chiming in together, while the even more potent P510e gets the same powertrain and battery capacity, but dialled up to 503bhp.
Even in the ‘lesser’ of the two PHEVs, performance is pretty impressive at 5.8sec to 62mph despite a mass of near-enough 3.0 tonnes. The electric motor and petrol engine work well together, blurring the shift between power sources well so that – while it’s still slightly noticeable – there’s no unpredictable change in pedal response to worry about; it all feels smooth and reassuringly predictable.
Having said that, it’s in the pure electric mode that the Range Rover Sport really shines if it’s a comfortable family SUV that you’re after. In this drive mode, it’s super quiet and chilled, flowing down the road in eerily seamless fashion. That’s not to say that the petrol engine isn’t extremely agreeable, too. This in-line motor and the eight-speed automatic gearbox deliver a really slick experience, gelling well whether you’re after a relaxed drive home or a really keen drive on your favourite road. It is a bit odd that Land Rover has chosen to pipe a fake engine noise into the cabin, which is really noticeable at low speeds if you have it turned on, and isn’t really all that pleasant to listen to. The engine itself might not be the most sonorous, but it’s more than enjoyable enough without the synthetic aural accompaniment.
Ride comfort is just fantastic. Despite the huge 21-inch alloy wheels that are standard even on the entry-level SE model, the Range Rover’s standard adaptive air suspension sponges up big bumps with nothing but a well restrained bob from the car’s nose.
Which makes it all the more impressive that the Range Rover Sport lives up to the badge with its surprisingly poised handling. Don’t get us wrong, you can feel the mass and size of the Range Rover Sport even if you choose Sport mode and aim to enjoy some good corners. But, in the context of big, heavy SUVs the Range Rover has impressive body control, and tucks into corners with a zeal and precision that belies its weight. You really can revel in the broad-ranging delights of the Range Rover Sport whether you’re going for a fun drive or just soaking in the world-class refinement and comfort. The light steering helps with that, as it builds with oily progressiveness and makes life easy without destroying the sense of connection that you have to the front wheels.
It is a real shame that four-wheel steering isn’t available on the SE and Dynamic models – even as an option. It is standard on the Autobiography and First Edition models, and is a great feature, as it seriously reduces the Range Rover Sport’s rather huge 12.5 turning circle to a more hatchback-like 10.95m, making it far easier to manoeuvre around tight car parks.
We haven’t tried any other powertrains, but given that the P510e manages to hit 62mph only 0.4sec faster than the P440e it’s hard to see why you’d pay the extra money. We’ve tried the diesel and the V8 in the ‘proper’ Range Rover, and both are utterly superb. In fact, the diesel really is hard to argue with, bringing great refinement despite the diesel motor and feeling more than potent and responsive enough regardless of being one of the cheapest models. The V8 is well-heeled naughtiness in the big Range Rover; more subdued than in rivals like the Bentley Bentayga, but still velvety and deeply joyous to use in anger if that’s what takes your fancy.
The Range Rover Sport gets a 13.1-inch touchscreen infotainment system with the company’s latest ‘Pivi Pro’ software. This means that you get configurable home screen shortcuts, great graphics and all the features you want including wireless Apple CarPlay and Android Auto, and a native sat-nav system that will also intelligently tell the PHEV versions when it’s most efficient to use either electric or petrol power, and will also show you the nearest charging points, live traffic info and more.
You can also have haptic feedback turned on, which means that the screen vibrates when you hit an icon so that you know it’s activated, but it also comes complete with an annoying audible blip. We were relieved to find out that you can turn all of that off and just use the screen in silence, as you’d expect, when it’s responsive enough even if it needs a heftier prod than is sometimes ideal. It also really helps that the gearshifter doubles as a wrist-rest to support your hand while you poke at the screen, making it easier to hit icons accurately when you’re on the move.
The Range Rover Sport has a full suite of safety features, with every version getting a 360-degree ‘3D’ parking camera, adaptive cruise control, lane keep assist and a semi-autonomous drive mode with automatic stop-start ‘traffic jam’ mode.
We’d struggle to recommend going for the higher-spec Range Rover Sport models as the ‘basic’ SE is so well equipped, with full electric seat adjustment, heated seats and steering wheel, climate control, leather upholstery, 21-inch alloy wheels and more. Dynamic is mostly style upgrades, including anthracite grey wheels. Autobiography is likely to be popular as it gets 22-inch wheels, an opening panoramic roof, climate control in the back seats, premium ambient lighting, massage seats, head-up display and more. It’s a huge circa £15,000 price jump from SE, though, but it's easy to see why plenty of buyers will feel that the added luxuries are worth it. A limited First Edition Range Rover Sport is also on offer from launch, with just about everything that you could think of thrown in as standard.
No luxury sports SUV is going to be cheap, and the Range Rover Sport certainly proves that. It’s one of the more expensive options out there, so if purchase price or monthly costs are a priority, do think carefully about cheaper alternatives, which include the Audi Q7, BMW X5 and Lexus RX, or even Land Rover’s own Defender and Discovery models.
Having said that, the Range Rover Sport is well equipped as standard, and is forecast to hold its value well due to the high demand for second hand examples of this desirable SUV, so if you are buying outright and planning to sell on after a few years this could work out as a savvy option despite comparably high initial costs.
As for fuel efficiency, the best fuel economy you’ll get from a non-plug-in version of the Range Rover Sport is around 37 mpg, which both the D300 and D350 mild hybrids achieve in WLTP tests. The petrol six-cylinder Ingenium engine in the P400 manages 29.6 mpg, while the plug-in hybrid both manage huge combined economy figures of over 300 mpg. Just don’t take that PHEV economy figure too seriously, as you won’t get close to it unless you’re able to spend almost all of your time on battery power. If you do rely on the petrol engine in the PHEV most of the time, you could actually see worse economy than you would in the standard mild-hybrid cars as you’re effectively running the same engines, just with the significant added weight of the big battery in the PHEVs to reduce your economy.
Insurance costs will be high, as they will with any luxury, high-performance SUV. Servicing is every 10,000 miles and 12 months, and you can opt for fixed-price packs although they’re hardly cheap.
Land Rover has, anecdotally, established quite a poor reputation for reliability over the years. Unfortunately, the 2022 What Car? used car reliability survey did nothing to alleviate those concerns, with Land Rover as a brand coming a disappointing 31 out of 32 brands surveyed based on responses from owners with cars up to five years old – just one place ahead of its rival, Jeep. The previous-generation Range Rover Sport came 9th out of 11 luxury SUVs, just ahead of the Range Rover and Land Rover Discovery.
Things are rather brighter for Land Rover as an overall brand in the Driver Power survey, which looks at new cars, and factors in the owner’s satisfaction with dealer service and the car itself, as well as surveying reliability issues. The 2022 results placed Land Rover 14th out of 29 brands surveyed.
With all of that considered, it’s worth pointing out that the new Range Rover Sport is a totally new model, with a new platform and a range of heavily-updated or new engines, so it’s worth giving it the benefit of the doubt. The real disappointment is that Land Rover hasn’t deemed it worthwhile to offer an extended standard warranty, which would help to alleviate fears of reliability problems. Sure, the Range Rover Sport comes with a three-year, unlimited-mileage warranty and three years of roadside assistance, which is in line with most rivals, but a longer warranty would have gone a long way to improving the brand’s reliability standings.
- The Range Rover Sport is a popular option for motorists that tow heavy loads, and this 2022 model won’t disappoint. Every version can tow three tonnes, including the plug-in hybrids. You have to pay over £1000 for an electrically-controlled tow bar, though. A further £385 will add ‘Advanced Tow Assist’, where the Range Rover’s semi-autonomous parking system will do the steering for you to reverse park your trailer or caravan.
- The Range Rover Sport PHEV models are one of few plug-in hybrids that can rapid-charge; 50kW DC rapid charging via the CCS socket in the car’s rear flank is a standard feature on both the P440e and P530e. Because the battery is so huge (by PHEV standards), it’ll still take an hour or so for a 10-80% top-up, but that’s substantially better than you’ll get in something like the BMW X5 xDRive45e, which has a similarly big battery but cannot rapid charge. A standard 7kW home wallbox will deliver a full charge in the Range Rover Sport PHEVs in around 5 hours, while a normal three-pin domestic socket will fully charge them in around 14 hours.
- Off-road performance in the Range Rover Sport is as good as it gets when it comes to sports SUVs. A wading depth of 900mm is impressive (and applies to the PHEVs as well as the standard cars), while the standard active four-wheel drive can be tailored to the terrain via the Terrain Select rotary mode switch in the cabin. There are better, more hardcore off-roaders, of course, but the Range Rover Sport is the best of its ilk.
If you want the best value: Go for entry-level SE trim. It gets all the comforts and luxuries you want at a very decent price – the lack of four-wheel steering is the only frustration. As for engine choice, it really depends on your priorities but we’d be very happy with the basic D300, as the in-line six-cylinder diesel engine is smooth, quiet, efficient given the weight of the Range Rover Sport, and more than punchy enough.
If you want the best company car: The plug-in hybrid P440e is the best choice for this. It’s usefully cheaper than the more powerful P510e, yet has just almost as much real-world performance and will go just as far on pure electric power. Of course, the low CO2 emissions and long electric range means that Benefit in Kind company car tax is comparably low next to equivalent non-electrified Range Rover Sport models or other sports SUVs, too. Mind you, lease rates or purchase costs are very high on any Range Rover Sport, so it’ll be an extremely generous company that offers a Range Rover to its employees. For those who own their own businesses and are looking at the Range Rover Sport as a company purchase, the same P440e is still the best bet as there are usefully higher tax write-offs for electrified cars. A pure electric Range Rover Sport hasn’t been confirmed, but is very likely to arrive in 2024 when the full-fat Range Rover is also getting a pure electric powertrain, and could be worth waiting for given potential tax savings. SE remains our favourite trim for balance of equipment and cost, whether you’re a retail or business user.
If you want the best high-mileage commuter: If you spend a lot of time in the car, any Range Rover Sport promises comfort and convenience that’s hard to argue with. But think very carefully in this instance about whether the PHEV models make the most sense. They offer incredible efficiency and cheaper fuel costs if you can charge regularly enough, but if you can’t and you routinely do hundreds of miles in one day, you may well find that the diesel models are actually more efficient to run, as well as cheaper to buy; when you’re out of battery power in the PHEVs, you’re relying almost entirely on the combustion engine, plus you’re lugging the weight of the big battery pack around. For that reason, if you really are a serious high-mileage user, we’d opt for the D300 Range Rover Sport. We’d still go for SE, but do add the Technology Pack, which brings a head-up display, video rear-view camera (which is also a normal mirror if you want it to be) and a domestic plug socket.
If you want the best family car: What powertrain you should go for really depends on your usage; if you think you’ll spend enough time in electric mode to justify the higher purchase cost of the PHEV then it’ll be an absolute delight to live with, and by far the quietest and most refined family car of the entire Range Rover Sport lineup. But, if you’re not sure that your budget and/or lifestyle justifies the additional purchase cost, stick with the entry-level D300. After the PHEVs, this is as efficient as the Range Rover Sport gets, and the diesel engine is super-quiet and enjoyable to live with. If you routinely wind through a big city for the school commute, it is worth going for Autobiography if you can, as the four-wheel steer really is useful in awkward spots. Autobiography also gets climate control in the back, and an opening panoramic sunroof, both of which will be great for the kids. Add the boot partition and retractable rear sunblinds, but don’t bother with the rear seat entertainment pack. The twin 11-inch HD screens promise to be great, but they’re pricey at £3,700 so we’d settle for a couple of the iPad/tablet mounts that Land Rover also offers, and just tell the kids to use the tablets that they undoubtedly already have. There are two USB-C chargers back there as standard, to keep all their devices charged up, and you can add a three-pin domestic plug socket for additional charging if you want it.
