Is the new Range Rover still the benchmark luxury SUV? We've driven it to find out.
have joined the party - all inspired in large part by the success of the pricier versions of the Rangie. Rolls even admitted the L405 was its benchmark.
While the Range Rover's structure is new, sitting on the spiffy new MLA Flex architecture, most of the launch powertrain options are carried over from the last car's final facelift. That means a choice of inline six petrol and diesels at the bottom of the range, both featuring 48-volt mild hybrid assistance through belt-integrated starter generators, with two different plug-in hybrids set to follow shortly afterwards. We're also promised a full EV version as soon as 2024.
There were three powertrain variants on the launch in California, these being the six cylinder petrol and diesel, plus the V8. But a flight nightmare that led to a fun, action-packed 36 hour wait at Heathrow meant there was only time to drive two of them in California. Which, in my case, were the D350 diesel and the P530 V8. Which was probably the optimal pairing from a British perspective.
The L460's standard air suspension is pillowy-soft over bigger bumps, with the active dampers allowing enough wheel travel to either fill or absorb undulations while acting quickly to stop secondary motions. Cornering forces produced the unmistakeable sensation of lean, to the extent I had to check the D350 was fitted with the 48V-enabled anti-roll system which applies torque to the roll bars to counter the natural tippiness of something so big and tall.
It feels snappier and has more top end urge than its predecessor did, also lacking the 5.0-litre's sense of having a huge flywheel. But throttle calibration didn't feel quite perfect on the three P530s I drove, one of which being a long wheelbase SV, with an occasional snatch under anything but a gentle start. To be honest it was one of the few areas where the car didn't feel spot-on.
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