2024 Range Rover Sport review: Dynamic SE D300

Prior to 2004’s Range Rover Sport, the Brits’ other double-R nameplate was reserved for those with deep pockets: stars of the silver screen, their camera crews, well-off farmers and ​​the monarchy were all fanatics.

With the addition of Sport as a suffix (as well as subsequent Evoque and Velar models), the Range Rover brand has become far more accessible, though as good as the previous-gen car was it remained rather junior in its performance to the full-size luxury SUV.

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The new Range Rover Sport launched over a year ago now with its stiff MLA-Flex architecture, revised ‘Ingenium’ powertrains, and ultra-clever air suspension system designed to make this the sportiest Range Rover yet. Juxtaposition? You bet. Regardless, it won acclaim among testers.

Backed up by all manner of powertrain options – including a snarling 4.4-litre twin-turbo petrol V8 (from BMW) in the P530 – and today, we’re going hum-drum with the decidedly real-world D300 straight-six in mid-range Dynamic SE guise.

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

A spec sheet can’t convey presence, and the new Range Rover Sport has it in spades. This is the clearest illustration of JLR chief creative officer Gerry McGovern’s ‘reductionist’ design ethos yet.

It’s like a concept car that’s escaped from a motor show. Every line has a purpose, the contrasting ‘side ingots’, the flush glazing and door handles, and that ultra-clean laser-welded roof are exquisitely implemented, with LED lighting features sharp enough to give onlookers a papercut.

The Sport’s body-builder chin is able to shift other motorists out of the right lane like nothing we’ve driven (at least in the last 12 months) – with its air of sinister Cockney boxing club owner.

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Like other JLR products, various trim levels can be paired with different engines. The range starts with SE, moves to Dynamic SE, and then luxury HSE with diesel or plug-in hybrid propulsion. Topping out the range is the V8-only P530 Autobiography.

Our mid-spec Dynamic SE D300 starts from $152,026 before on-road costs, but there won’t be many kicking around without options…

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This Borrasco Grey car’s extras – including the strangely more expensive non-leather upgrade – bring its as-tested price to $166,695 excluding on-road costs.

And trust us, $14K of options in Range Rover world is pretty restrained.

At no point did we feel NCH38V was wanting for spec, though one might like the bespoke SV extended leather pack ($5781), front-seat cooling box ($1671) or 11.4-inch rear seat screens ($4150).

Some of these are bundled into packs, the Premium Textiles pack ($5184) for example, or the Hot Climate pack ($6268) and we haven’t even mentioned colours yet. The world really is your oyster.

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How do rivals compare on value?

The Range Rover Sport technically competes against the Audi Q8 60 TFSI ($149,700), BMW X5 30d M Sport ($134,900), Mercedes-Benz GLE 400d ($141,670), and Volvo XC90 T8 Ultimate ($128,990) – all before on-road costs – but it doesn’t quite tread the typical German size and price classes.

Instead, the luxury badge is aimed at the Porsche Cayenne (from $148,200 excluding on-road costs and options), though the Range Rover Sport offers more off-road capability than just about all of the listed rivals with trick air suspension and Terrain Response 2 smarts to get it out of a bind.

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Interior comfort, space and storage

The Range Rover Sport’s reductive ethos continues inside. Unlike a Tesla cabin, though, the Range Rover has delightfully simple ways of interacting with high-traffic functions.

Clever HVAC dials, for example, enable each rotary controller to adjust the respective side’s with temp, fan speed, and seat heating. When it comes to firing up the engine, the start button is logically set next to the ergonomic gear selector and other functions.

Ahead of the driver is a massive 13.7-inch digital instrument display that can show a full map, and is controlled by the capacitive touch buttons on the steering wheel. But a 13.1-inch touchscreen running JLR’s Pivi Pro entertainment software is the star of the show.

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To minimise misclicks it requires a hefty stab, rewarding you with haptic feedback for doing so. It updates automatically over the air and has wireless connectivity for Apple CarPlay and Android Auto, as well as Amazon Alexa integration.

Despite huge levels of technology, there’s a pleasing user-friendliness to the interface. JLR has clearly poured time and effort into menu navigation.

The cabin is broad, too – perfect for those relationships you might want to keep at arm’s length. Cabin storage is superb with generous door pockets and a sizeable chilled centre bin.

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The cabin is broad, too – perfect for those relationships you might want to keep at arm’s length.

The cup holders are hidden beneath a roller door, and they can be slid out of the way to reveal a flocked compartment perfect for valuables. That’s also where you’ll find the USB-C and USB-A charge points.

We found just one practicality snag: the wireless charger. It’s cleverly snuggled beneath the touchscreen but accelerate or turn with gusto and your phone is likely to slip out.

This car is fitted with Range Rover’s non-leather package and it’s a great choice; those 12-way power-adjustable seats are sumptuous to sink into. The non-cow upholstery sacrifices almost no softness to real hide yet doesn’t feel as shiny or sticky as even decent-quality cabin leather.

Probably wouldn’t recommend white for a family, however, as the seats in NCH38V are already showing a little discolouration from jeans.

Unfortunately, with all the content and design there are drawbacks. Namely, the cabin’s piano black surfaces and touch controls are magnets for fingerprints.

Additionally, the plastics rub on each other and creak over bumps – plush it may be but the interior doesn’t quite feel bank vault in its construction.

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The second row offers ample head and toe room. (A third row isn't available in this generation of Sport, so you’ll have to get a Discovery if you need more chairs)

Legroom is a little tight, given its size. At least the power-adjustable backrest is soft and supportive. There’s a sturdy-feeling armrest with pop-out cup holders, and two extra climate zones, too.

Under a power tailgate, you’ll find a generous 835-litre boot with the seats upright. Folding them down is not physically laborious, though the time it takes for the power backrests to go fully flat is draining in its own way. Once down, it’s perfect for carrying the mid-century modern furniture you find on council clean-up week.

The boot is finished beautifully, with plusher carpet than you’d find in equivalently expensive Germans and lighting that fades in gently so as not to dazzle you at night. A full-size spare wheel is located beneath the Range Rover Sport’s boot floor.

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What is it like to drive?

JLR promises the new Range Rover Sport is up to 35 per cent stiffer than its predecessor thanks to the new MLA-Flex platform.

It’s hard to quantify the added stiffness in the real world, though it does translate to a serene experience. The ride is extremely comfortable even with our car’s attractive optional 22-inch alloy wheels (they sound bigger than they look, though they still wear 285mm-wide Pirelli Scorpion Zero tyres with a 45 series aspect ratio).

Riding on a cushion of dual-rate air springs, the Range Rover Sport absorbs small hits with suppleness and resists excessive movement over big bumps. There are three road-oriented modes in the Terrain Response 2 system: Eco, Comfort, and Dynamic. There’s also Auto, which is the place to be as a camera scans the road and primes the suspension for any large bumps or corners ahead.

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In Dynamic mode, the Range Rover Sport’s body remains reassuringly planted through high-speed bends thanks to its Dynamic Response Pro system that’s able to dish out 1400Nm of anti-roll force across each axle.

For all its sporting credentials, though, a circa-2300kg Range Rover will always be hamstrung by its mass. Through technical sequences, the Range Rover Sport’s brake-based torque vectoring, active differential, anti-roll system, and stability and traction controls are all deployed to cover up that heft but a true sports SUV this mid-spec car is not.

Its 2.75 turns lock-to-lock steering rack is heavy, weighted to give confidence in high-speed bends and (actually quite reassuringly) dim responses in tighter sequences. The brakes are adequate if nothing special. Importantly, the Range Rover Sport gracefully communicates its limits.

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We sampled Grass/Gravel/Snow modes on a well-groomed dirt road and found ample comfort and support from the chassis.

The Range Rover’s active noise cancelling system works a treat, too, minimising gravel clatter, coarse chip roar and wind noise for easy cabin conversations or enjoyment of the Meridian audio setup.

For more hardcore jaunts into the bush, there are also Mud & Ruts, Sand, Rock Crawl and Wade settings to choose from via the rotary selector. These influence the electronically controlled locking differential and traction control settings.

Naturally, there are various height settings for the air suspension. Access for low car parks, Normal for road driving, and lifted Off-road 1 and Off-road 2. There’s even an off-road mode for the adaptive cruise control program that integrates with hill descent control – how luxurious.

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The D300’s 221kW (at 4500rpm) and 650Nm (from 1500-2500rpm) mild-hybrid 3.0-litre diesel inline-six is a gem.

Gutsy and responsive in the mid-range, it has a surprisingly smooth (and definitely augmented) soundtrack. Unladen this Range Rover Sport is brisk, hitting 100km/h from rest in 6.6 seconds.

There’s room to improve the transmission calibration slightly compared to BMW’s solution for this ubiquitous ZF eight-speed automatic. It hesitates to downshift at low speeds and manually requested shifts using the substantial aluminium paddles can be jerky.

What we suspect you’re buying a Range Rover for, though, is its substantial feeling. The view out makes you feel powerful.

And even though it feels every bit of the measured 2034mm wide, it’s manoeuvrable thanks to a four-wheel steering system that’s able to turn the rear rubber up to 7.3 degrees out of phase with the front wheels for a 12.53-metre turning circle. Obstacle dodging is further aided by a very clear 360-degree camera system.

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How much fuel does it use?

The Range Rover Sport Dynamic SE D300 uses 7.2L/100km in the ADR combined fuel efficiency cycle.

Our test car’s trip computer showed 9.5L/100km after 700km of mixed driving.

If you want to save a little bit of fuel, JLR offers the P510e plug-in hybrid powertrain on Dynamic HSE models, which is rated at 1.6L/100km in the ADR combined cycle – although achieving that in the real world is another matter.

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How safe is it?

The Range Rover Sport received a five-star rating in its November 2022 ANCAP test.

Heaps of driver assistance features come as standard, including adaptive cruise control and lane-keep assist to ease freeway driving.

Auto emergency braking with pedestrian and cyclist detection, a super clear 360-degree camera system, front and rear parking sensors, driver attention monitoring and traffic sign recognition are also present.

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Warranty and running costs

The Range Rover Sport is covered by a five-year / unlimited-kilometre warranty.

A five-year/102,000km service package costs $2750. Maintenance is done on a condition-based model, so the vehicle will alert you when a service is due.

Once the first 12 months of ownership are up, the Cloud Car subscription, data plan and Amazon Alexa subscription will need to be renewed.

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VERDICT

The latest Range Rover Sport barely feels junior to its full-size counterpart. Road presence, cabin comfort and luxury are all present in equal measures.

In mid-spec Dynamic SE D300 trim, this large SUV may not quite live up to its Sport moniker as a Porsche Cayenne or BMW X5 M Sport do, but don’t let that put you off sampling one.

As before, the Range Rover Sport offers a unique proposition. Its crisp, minimal design language and polished drive lend it a swagger that few other rivals can match. And this tastefully specified D300 may be just about the best example of the breed.

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