Range Rover review

Prior to this moment, I was a little worried that the fifth-generation model might not feel so warm and welcoming. When it was unveiled, I loved the styling of the new Range Rover, with its smooth, clean, monolithic design on the outside and the almost equally pared-back simplicity of the inside; it remains instantly recognisable with that distinctive, magisterial authority, yet it also feels fabulously contemporary.

But, just as an open-plan house with acres of glass and copious amounts of concrete for Kevin McCloud to coo over can look impressive but feel frigid and uninviting, so I was worried the new Range Rover’s modernity might make it feel a little standoffish.

Thankfully the Rangie feels as uncluttered and calming as a Japanese peace garden, but still retains a cosiness. It doesn’t seem spec-sensitive, either. Over the course of the launch, I sat on several of the multitudinous upholstery materials available to customers and while the leather had a familiar luxury to it, I think my favourite was one of the new fabric options. The Ultrafabrics and Kvadrat combination looks a little like it’s been partly pilfered from a grey tweed suit, but one that has been worn in over a few years because there is a softness and instant warmth to it that is very appealing.

Something else that was instantly obvious from that initial nighttime journey as a passenger was just how quiet it is inside. Now, with the rise of EVs we are getting used to vehicles producing less noise, but such near silence inside a fast-cruising, V8-powered Range Rover is quite remarkable. You really do feel like you have shut out the rest of the world and conversations can be held in tones as hushed as those favoured by monastic mice (who are even more softly spoken than their better-known church brethren).

Land Rover claims several advances are behind this remarkable quietness, starting with class-leading aero efficiency, with a drag coefficient of 0.30. Then there is the new mixed-metal MLA-Flex body architecture, which increases torsional stiffness by 50 per cent providing a much better platform for the air suspension. A double glazing effect from the front bulkhead also helps reduce the transmission of noise and vibration while those that opt for the Meridian Signature sound system also get active noise cancelling through the 35 speakers which is said to be five times better than previous systems.

The following day when I swapped passenger seat for driver’s seat, the experience was every bit as impressive. I hadn’t driven through the countryside in the most northern portion of California before, but the roads initially seemed a little unsuited to a big comfortable Range Rover. Yes, the often terrible tarmac is excellent at showing-off the trademark ride quality, but I wouldn’t have pegged the tight twists and turns through the hills as this sort of car’s natural habitat.

However, the combination of the new Dynamic Response Pro 48v anti-roll system, that 50 per cent stiffer body and the rear-wheel steering put you very much at ease. This isn’t a vehicle that you have to wrestle into and through bends. It carries its bulk remarkably lightly and inputs to the smooth, sumptuously assisted steering can be surprisingly small, meaning this is a more relaxing Range Rover for the driver as well as passengers.

Combine this with the ample torque from either the big V8 petrol that I tried first (553lb ft, now from a twin-turbo motor sourced from BMW rather than the familiar old supercharged V8) or the D350 mild-hybrid diesel that I tested second (516lb ft) and there is an effortlessness to the new Range Rover which is luxurious without being lazy. And although it’s not a car that constantly compels you to try to drive quickly (quite the opposite, really) it’s surprisingly capable if you do pop it into Dynamic mode and begin to hustle it.

There were numerous stretches of road around Santa Rosa where the distinctive central yellow line snaked off through the landscape in a very inviting sort of way and when I found myself free from traffic, the Rangie was a decent companion. You need to measure your entry speed with a little care and not get too greedy, but if you adopt a broadly slow in, fast out mentality, it’s really very willing and able.

Roll is remarkably well suppressed, so you’re not delayed unduly waiting for the weight to shift. You can also feel the torque being sent rearwards to give you a nice balance on the throttle and the overall experience is rather enjoyable. It’s not as agile as an Aston Martin DBX or Porsche Cayenne, but there is a precision and composure that is new and unexpected in a Range Rover.

What is rather more expected is off-road capability. I can’t claim to have tested this particularly thoroughly as the dry, slightly rocky tracks that we tackled were more a stroll than an expedition, with no real need for the standard locking rear diff or 900mm of wading capability.

However, one thing that did prove very useful was the rear-wheel steering. A particularly tight hairpin presented itself at one point and in the old model an awkward forward-back shuffle would have ensued. Never nice when there’s a big drop on one side. But with the rear wheels able to turn up to 7.3 degrees, the turning circle has been brought under 11m and the standard Rangie that I was in nipped round the steep, stony switchback like it had the wheelbase of a Panda 4×4. It was equally adept on the road when turning round in a couple of tight spots for photography and no doubt it would prove a boon in all sorts of urban situations.

As you can probably tell, I was mightily impressed by the new Range Rover. As we’ve mentioned before on Ti, it is a hugely important car for Land Rover, selling in large numbers and for a lot of money – thereby earning Jaguar Land Rover a huge amount of revenue. This new one starts at £99,375 for a D300 SE, which is the thick end of £20,000 more than the starting price of the old one and a fully-loaded P530 SV will set you back £157,820 (plus another £20,000 if you want a LWB version).

However, to those in the market for one of the many luxury SUVs now available, the Range Rover surely still looks like something of a bargain. Particularly if you look at it like a luxurious second home.

Range Rover P530 SV

Engine: 4395cc, V8, twin-turbo
Transmission: 8-speed auto, 4WD
Power: 523bhp
Torque: 553lb ft
Weight: 2585kg

Power-to-weight ratio: 202bhp/tonne
0-62mph: 4.6 seconds
Top speed: 162mph
Price: £157,820

Ti rating: 9/10

Range Rover D350 SE

Engine: 2997cc, 6-cyl, turbodiesel

Transmission: 8-speed auto, 4WD

Power: 345bhp
Torque: 516lb ft
Weight: 2504kg

Power-to-weight ratio: 226bhp/tonne
0-62mph: 6.1 seconds
Top speed: 145mph
Price: £102,475

Ti rating: 9/10