• Range Rover has a maximum wading depth of 900mm
  • Headlamps feature a distinctive signature light graphic
  • Vertical rear lamp clusters are a Range Rover trademark
  • Non functioning side vents break up the car's visual bulk
  • Increased ground clearance and wading depth make the Range Rover a highly capable off-roader
  • Interior quality and refinement is very high and a rival to the best luxury cars
  • Electrically adjustable, massaging, heated/cooled seats are standard
  • Rear passengers get their own temperature zone
  • Both tailgate halves are electrically operated as standard
  • Navigation system is the same as fitted to the Jaguar XJ
  • TFT screen displays graphical representations of traditional dials
  • Range Rover SDV8 is claimed to hit 60mph from rest in 6.5 seconds
  • Eight-speed automatic gearbox responds promptly to manual inputs
  • Range Rover's ventilated brakes are particularly strong
  • Diesel motor is impressively muted at a cruise
  • Range Rover's ride is exceptional, both on and off-road
  • Both dive and body roll are well contained and the steering is accurate and linear
  • Variable dampers and air suspension contain and control the the Range Rover's mass
  • The world's most capable all-round car, at a material and economic cost

A great deal of noise has been made about the weight that Land Rover has saved in engineering this fourth-generation Range Rover. We applaud the effort, but the hype needs some tempering. No one should confuse this for a light car. Our test example tickled the MIRA weighbridge to the tune of just over 2.6 tonnes – getting on for 300kg heavier than Solihull’s claim for an unoptioned V8 diesel. It wasn’t a flagship-spec car, either.

Breadth of ability is this car’s saving grace. It may weigh as much as two normal family cars, but it should be able to do the job of at least that many. Imperious luxury is the most brightly shining of the Range Rover’s several USPs, and there’s promise of improvement on that. The car’s lighter, stiffer monocoque should bring its own gains in rolling and mechanical refinement, but new ‘dual-isolation’ engine mounts have also been adopted.

Nic Cackett

Road tester
A full size spare wheel is a £200 option. On a car like this we think it ought to be standard

Add to that an air suspension system with all-new aluminium chassis arms, active dampers and anti-roll bars for the last word in rolling compliance, along with new ‘low-hysteresis’ air springs on the front axle (designed for a quieter, smoother secondary ride), and you’re beginning to understand the lengths to which Land Rover has gone in order to deliver a truly cosseting experience for all on board.

This is still a Land Rover, of course, so capability off road has also been improved. The Range Rover can tow 3500kg, while ground clearance has increased to a maximum of more than 300mm and wading depth to 900mm, with the engines drawing air via a gap between bonnet panels.

There are three engines on offer. A V6 turbodiesel makes a welcome return, producing 255bhp, the 503bhp supercharged V8 petrol is the familiar range-topping option and a diesel hybrid to follow. A V8 turbodiesel, with 334bhp and 516lb ft, is the version that accounts for the bulk of UK sales, and comes with Solihull’s latest Dynamic Response active roll cancellation system as standard.

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