Range Rover Sport Review (2005-2012)

Much of the Range Rover Sport’s enduring appeal can be attributed to our continuing fascination with large SUVs, but that classic heritage and haughty on-road presence are equally responsible for its long-lived desirability – far more so than the BMW X5s, the Audi Q7s, and the Porsche Cayennes of the same era.

The Sport is based on a Land Rover Discovery 3 and has permanent four-wheel drive and electronic terrain response. It is a genuine go-anywhere off-roader, but it’s also refined and pleasant to drive.

This is primarily down to the plush front seats, acres of high-quality fixtures and fittings and, if you can stretch to a post-facelift 2010 car, you’ll be pleasantly surprised by just how much the interior resembles that of the latest second-generation model – and the engines are better, too.

Silky steering, excellent sound insulation, and a driving position akin to a Boeing 747, ensure the Sport is one of the most relaxing long-journey cruisers, even by new car standards – as long as you’re occupying one of the thrones up-front.

Further back, legroom is little better than a family hatchback’s and heaving yourself up to the rear seats, then swishing your hips through the gap between B-pillar and the intrusive rear wheel arch, is no mean feat. It’s strictly a five-seater, too, where rivals such as the Audi Q7 and the Volvo XC90 are available with seven seats.

The Sport has an enormous boot, which, along with self-levelling suspension, help to redeem it on the practicality front. Picking up a dozen or so bags of ballast to stabilise that patio will not be a problem.

It’s not quite as limo-like as its luxury-focussed Range Rover cousin, but the Sport’s standard air suspension is supple and well-controlled, so it rides exceptionally well.

The Sport weighs almost 2.5 tonnes and the most common 2.7-litre TDV6 isn’t really performance isn’t really up to the task. The later 3.0-litre SDV6 models or the rarer 3.6-litre diesel V8 are considerably stronger and more frugal, so they’re far better bets.

If you don’t mind turning a large fortune into a quickly diminishing one, you could try your luck with one of the V8 petrols. They generate far greater performance, especially the supercharged 5.0-litre model. The V8s are notably more refined than the diesel-engined cars, helped by the smooth automatic gearbox. Just remember that they’re extremely expensive to run.

HSE was among the most popular trim levels when the Sport was new and includes eight-way electric-powered front seats, deep-pile carpets, leather and wood veneer trim, an electrically adjustable steering column, full climate control, heated front and rear screens, 19-inch alloy wheels, headlamp power wash and a touchscreen infotainment system with voice control, satnav, and a Harman Kardon stereo.

If you’re splashing out, then look for Autobiography Dynamic specification. Along with everything you’ll find in the, HSE you also get larger alloy wheels, upgraded leather, a heated steering wheel, active cruise control, and a reversing camera, and many examples can also be found with rear entertainment TV screens.

If you’re concerned about fuel costs, then you probably shouldn’t even be dreaming of a Range Rover Sport. The diesel engines are thirsty enough, and the petrols are downright decadent.

Officially the 3.0-litre diesel should return 32 mpg and is reputed to be capable of achieving this on a steady run. Weirdly, the supercharged 5.0-litre V8 petrol engine’s official figure is only 4 mpg lower than the diesel’s, but if you even think about prodding the right pedal, then fuel consumption will plummet to the mid-teens.

High CO2 levels mean road tax is equally pricey, while insurance groups range from 38 for a base-spec 2.7 diesel to 49 for the top-spec supercharged 5.0-litre cars.

The Sport takes a whole lot of stopping, and it gets through brakes at quite a rate. It’s not a complex job to replace them, but given the car’s weight, it is best left to a competent garage. Don’t expect such chunky tyres to come cheap, either.

To keep your Sport in rude health you’ll need to service it every 15,000 miles or every 12 months, whichever comes first. The car should have had a major service at seven years old, so look for evidence of this in the service book. The diesel engines need a new cambelt every 100,000 miles or every seven years, which is an incredible mileage between swaps, although it’s just as well because it’s a pricey job.

Fresh brake fluid will be required every three years, fresh coolant every 10 years and an aircon re-gas every five years, but these are all relatively cheap jobs. On top of this, there are various drive belts, filters and fluids that need to be replaced, normally with every major service.

Despite its tough, go-anywhere image, the Sport is not exactly a paragon of virtue when it comes to reliability. Early cars, in particular, can be real headaches.

Due to its body-on-chassis construction, it is not unusual to hear tales of whole cabins being removed to address issues. This may sound like a scarily radical process but it’s not quite as bad as it seems, as it consists mainly of removing a dozen or so hefty coach bolts and employing a lift hoist to separate the two entities.

Of all the engines, the early 2.7-litre diesel is known to be the most fragile and, if it needs replacing, a specialist Land Rover garage will remove the body, fit a reconditioned engine and bolt things back together, usually for a four-figure sum. This is just one of the reasons why we recommend going for the newest example you can afford.

Even later cars are known to suffer from fuel pump failures and are prone to air suspension compressor problems – as well as suspension system leaks – as the miles accumulate. The compressor unit isn’t that expensive but replacing all four suspension struts is. You should have the car checked by an expert before embarking on this route, however, as there are myriad other parts in the system that can leak. The self-levelling and anti-roll bar valve blocks can also leak and cause the vehicle to lose equilibrium.

V8 petrol engines are known to suffer from oil leaks, timing chain tensioner wear and water pump issues, so check if these components have been replaced, listen for rattles, and look for any obvious signs of leaks.

There were also a couple of recalls concerning 2009 models due to brake servo problems and potential fuel pump leaks, so it’s worth checking the service history to see if your potential purchase was affected.

Given the mechanical fragility of the Range Rover Sport, an aftermarket warranty could be a shrewd investment.