Return For A Vengeance Pt. 2
The new car is significantly quicker than the previous model, with the century sprint dispatched in 6.2 seconds versus 7.6 seconds. But it sounds slower, because the dramatic racket that used to accompany hard acceleration in the old “Power Ranger” has been toned down, well, dramatically. The turbine whine of the supercharger has been replaced by a cultured hum, while the V8 has a smoother bass and a sweeter treble compared to the earlier number. The exhaust burble, meanwhile, is even richer now.
So this ship is actually an oversized speedboat, but can it stop in good time? Yes, thanks to uprated Brembo brakes which are bigger and gripper than the superseded set. But these anchors have to earn their keep hauling the giant down from the high velocities it’s capable of.
This majestic ship ship can also handle. Not only the road but also off it, where the Range Rover’s German competition is likely to get bogged down and request for a rescue squad, ideally equipped with Land Rover Defenders.
Although the air-sprung suspension and chassis systems are largely carried over from the 4-year-old Range Rover Sport, thay have been tweaked to deliver superior handling in all conditions. The changes include a 20% stiffer rear anti-roll bar, a more positive steering rack, modified suspension bushings and realigned wheels. The engineers even added a sixth mode, Dynamic, to the car’s Terrain Response system, Land Rover’s modern 4×4 gadget that makes every off-road exercise a walk in the park. Signified on the chunky Terrain Response controller by a curvy-road icon, Dynamic mode stiffens the active dampers ( which otherwise monitor and adjust their pressure 500 times per second between soft and hard settings), tightens feedback from the steering, sharpens the engine’s throttle response and speed up the gear changes. Speaking of which, you can always swap ratios yourself using the well-placed but plastic paddle shifters, another new addition to the lofty control room.
The car is dynamic enough without the Dynamic programme in play, so it’s probably meant for drivers who have a fetish about pressing every cockpit button there is to help them drive faster. Driving fast comes naturally to the Range Rover Sport, which takes corner with alacrity and spears through narrow country lanes and wide motorways like the HMS Ark Royal on hyperdrive. It’s hugely nimble for something so huge. The steering wheel could be smaller, though, and there’s no avoiding the substantial weight transfers, which sometimes feel like you’re manoeuvrings a small house aggressively.
The cockpit has been completely overhauled, to the point where it makes the old cockpit seem unsightly an untidy. The fascia’s switch count has been halved, with numerous functions consolidated in the main touch-screen display. The intuitive device, derived from that in the Jaguar XF, manages on-board features like satellite navigation. Bluetooth telephony, audio-video entertainment, real-time 4×4 information and the nifty, nearly 360-degree Surround Camera System. The perceived quality of the materials and switchgear is noticeably higher now, and the white LED ambient lighting is a classy touch. The new seats, which are shapelier and more supportive than the old chairs, but the front armrest adjusters still feel cheap and leg room continues to be at a premium.
There are racier SUVs than the second generation Range Rover Sport – for example, the potent Porsche Cayenne Turbo and the ballistic BMW X5M. But only Land Rover’s finest is a full-fledged off-roader and a full-throttle ground tourer in equal measure. This unnatural sports car for the nature lover is really something special.
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