![]() Much like the Velar's acceleration, its handling is by no means sporty. The P400 powertrain-carrying a 395-hp turbocharged 3.0-liter inline-six-will undoubtedly provide better acceleration performance, but we haven't tested this powertrain yet. ![]() We sampled a four-cylinder Velar for a 40,000-mile long-term test, and that model required 7.4 seconds to hit 60 mph. The base engine-P250 in Land Rover parlance-is a 247-hp turbocharged 2.0-liter four-cylinder that is genteel but doesn't move the Velar's heft with much authority. We'd also suggest adding the Dynamic Handling package, which includes an adjustable suspension system, a drive-mode selector, and All Terrain Progress Control, which acts as a sort of adaptive cruise control for low speeds or in slippery conditions. Impressively specced the Autobiography might be, a £108,775 D350 HSE or the £105,675 D300 in the same trim will tick all boxes for most, and then some.We'd recommend going with the P250 Dynamic SE trim, which adds 19-inch wheels, leather upholstery, a Meridian premium stereo system, and a panoramic sunroof. You probably don’t need to spend quite as much as this, though. A Bentley Bentayga betrays its Audi Q7 links if you look too closely, and we’ve already discussed the looks of the BMW X7, which also isn’t as nice as the Range Rover on the inside. The V8 mentioned earlier is £157,820, and more people than you might think are spending over £200k on these cars once options and personalisation are taken into account.Įven so, the Range Rover blends luxury, comfort and driver engagement better than anything else out there for the money. The Range Rover still has some areas for improvement, and inside, it perhaps ought to feel a touch more special considering the cost - the average price of the 2022 Range Rovers so far in the UK is around £125,000, just above the price of ‘our’ D350 Autobiography, which starts at £122,375. As before, you get the famed split tailgate to sit on whenever you need to take a break on your luxury off-road excursion, while in the front, there’s an abundance of large cubby holes, including one neatly ‘hidden’ below the cupholders. ![]() For the first time ever, you can have it as a seven-seater, and with a decently-sized third-row. The final string to the Range Rover’s bow is practicality. Granted, the festooning of lenses in the front grille might not look the neatest, but the various angles on offer give a huge confidence boost when navigating an off-road course in such an expensive SUV. Tackling rough ground is disarmingly easy even on road-biased all-season tyres, not just because of the capable suspension and locking differentials, but also the array of cameras. For a diesel, the D350 unit is also smooth and refined.Ī Range Rover has to perform off-road too, and on a detour via Land Rover’s Eastnor Castle Experience centre, the car proves this with ease. With a wealth of mid-range punch, you have to question the need for the BMW-sourced 4.4-litre twin-turbo V8 coming later, particularly given the way fuel prices are going and that car’s enormous up-front cost. It's a good figure for such a heavy car, and it translates in the real world to all the straight-line performance you could ever need. In our test car, said gearbox is hooked up to a D350 3.0-litre mild-hybrid Ingenium inline-six diesel, which puts out 345bhp and 700Nm of torque, making for a 6.1-second 0-62mph time. It may provide a wider field of view than a conventional rear-view mirror since you aren’t having to peer through a pair of C-pillars, but it can be distracting, and the display often looks washed out.Īs on the mid-range HSE, the ClearSight comes as standard here, along with other spec highlights including a sliding panoramic sunroof, 24-way heated and cooled massage front seats plus 'Executive Class' seating in the rear, ‘SV bespoke’ wooden veneers and a Meridian Signature Sound System. Another tech item you might want to disable is the ‘ClearSight’ rear-view mirror display, which takes a feed from the rear parking camera. Thankfully, it’s not difficult to turn this off. The graphics are really crisp, but we’re not fans of the surprisingly aggressive haptic feedback. We prefer having some sort of tactile control for it like BMW’s iDrive rotary dial, but the touchscreen is responsive, and the menu system is clear and easy to navigate. It’s a shame Land Rover hasn’t made the most of the floating arrangement and moved it closer to eye level, but it’s a slick system overall.
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