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The New 2022 Range Rover

New Range Rover

The New Range Rover is here!

The current model arrived in 2012 and even in these unpredictable times it’s still hitting the spot with its high-end client base. But then you see the new one – only the fifth generation in 51 years – and you realise that there are some things even the Range Rover can’t out-run forever. Namely, the march of technology and connectivity, and more pressingly the need to future-proof it as climate change ceases to be a debate and becomes a genuine existential emergency.

The original Range Rover was conceived as the ultimate lifestyle SUV; luxury came later. This new model is tasked with reinventing the genre yet again, with luxury, technology and design to the fore. And this is our first opportunity to get behind the wheel of the new car to give our first verdict

Let’s Talk about the Range Rover engines

Smoother and less cluttered than before, they hide what can only be described as a revelation beneath the skin. Sure, there are some carry-over diesels, but this is a whole new platform stuffed full of new hardware, software and powertrains. You’ll have to wait until 2024 for a fully electric Rangey, but the mild-hybrid enhanced six-cylinder petrol and diesels plus a BMW sourced V8 should suit many at launch.

For those looking for a lower C02 option to either help the environment or your wallet there are some plugin hybrid options to pick from badged as P440e and P510e (which translates to 434 and 503bhp power output respectively). These combine Land Rover’s 3.0-litre six-cylinder petrol engine with a 105kW battery feeding an electric motor with a functioning capacity of 31.8kWh, to deliver ‘up to 62 miles’ of pure electric driving with CO2 emissions sitting around 30g/km.

Performance is unbelievably rapid for something so vast with the electric motors providing instantaneous torque right from launch. It’s better when you take it easier, though. The electric motors are paired up to an inline-six petrol, rather than the four-cylinder found on the previous-gen PHEV. This makes it significantly more refined when you’re pootling about at low speed or on the motorway, and significantly more aurally pleasant when revved out.

We have 2 diesel variants to choose from D350 and the lesser D300

The D350 surprised us all, especially as the manufactures, media and politicians are talking down diesels and new diesel orders are taking a nose dive across all the major brands boasting 345bhp and a handy 516lb ft, its regal, and suits the car down to the ground. It’s barely any slower out on real words, incredibly civilised for a diesel and lends the car a wonderfully laidback character. That it’s also more cost-effective both to buy and to run just adds to the appeal. In typical fashion, as diesels in general are dropping like flies Land rover engineers appear to have designed one of the best ever diesel engines.

Moving on to the Petrol versions, the star of the show is the BMW-sourced twin-turbo V8, dubbed the P530, and there’s much to like about it. It sounds good, pulling with a refined V8 gargle, and its hefty combination of twist (553lb ft) and punch (523bhp) serve to make the Rangie feel lighter than it really is.

All engines drive through a pretty faultless eight-speed auto, and the four-wheel drive system is equally fluent on-road and off it, where its low-range ratios give the Range Rover the kind of loose-surface ability rivals can only dream of.

The Range Rover is one of those vanishingly rare cars that defies the industry’s traditional product cycle.

Competition in the luxury SUV sphere is trickier than ever, with Bentley, Rolls Royce and Lamborghini all throwing a flat cap in the ring. The new Range Rover has impressed abroad, but how does it stack up on home soil?

The L460 is many things but no, Land Rover has not made a featherweight of its flagship. Kerb weight for the D350 version (the range starts with the lesser D300, priced from £99,375) is a stout 2505kg. But this is an all-new car bejewelled with most every bit of mass-hiding chassis tech imaginable, not to mention thousands of hours of dynamic calibration work by Land Rover’s artisan engineers.

Bringing the magic is a body structure some 35% stiffer than that of the outgoing car’s, a new electronic anti-roll control system (rated to an eye-watering 1032lb ft of torque, applied in milliseconds, and both faster-acting and more CO2-efficent than the old hydraulic set-up), rear-wheel steering and new five-link rear suspension. The latter is part of a packaging work of art that delivers the outlandish wheel articulation the Range Rover needs for off-road duty while also incorporating the powertrain components of both today (a differential) and tomorrow (the rear e-motor of 2024’s twin-motor battery-electric version).

there are myriad seating options this time around. The core car seats five. Go long wheelbase and you’ve the choice of two rows (seating four or five, and starting at £124,975) or three rows, seating seven (from £107,675). SV versions of the core car and the four- or five-seat long wheelbase version are available.

Even in short wheelbase form, there’s generous rear space while the availability of electrically sliding and reclining rear seats add a touch of luxury. You can easily control the rear window blinds using the electric window switches while our test car’s electrically operated centre armrest (itself a bit of a gimmick) hid a touchscreen control centre. Given the huge windows and elevated seating position, it’s a comfortable,

The Pivi Pro infotainment is driven via a 13.1-inch landscape-orientated touchscreen and it’s a joy use, with clear, crisp graphics, no lag and intuitive functionality. It also interacts seamlessly with the physical controls clustered around the gear lever. The digital driver’s display is equally beautiful to look at and to use, and while it offers a choice of display set-ups, anything racier than an old-school twin pair of dials just feels wrong in a Range Rover.

at the time of writing this article the current models available to order

ENGINESPOWER
D300 SWB SE296bhp
D350 SWB SE345bhp
D350 LWB SE345bhp
P400 SWB SE394bhp
P400 LWB SE394bhp
P440e SWB SE434bhp
P440e LWB Autobiography434bhp
P510e SWB Autobiography503bhp
Range Rover P530 SWB Autobiography523bhp
P530 LWB Autobiography523bhp 

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