The fifth generation Range Rover offers a set of unique SU-VIP attributes for those who can afford them. Jonathan Crouch drives it.

Ten Second Review

So many cars claim to be unique but the Range Rover really is, continuing to set the standard in the super-luxury SUV sector. This MK5 model is larger and more sophisticated than its previous generation predecessor, as well as being smarter looking and higher-tech. It's also still unrivalled off road too. More significantly perhaps, new technology makes it better on tarmac. And it's also much more economical than you might expect, thanks to mild hybrid and Plug-in hybrid engine tech. The key qualities remain though, this aluminium-bodied luxury SUV finally good enough to properly combine the imperious qualities of a top luxury saloon with off piste abilities that would be limited only by the skills of its driver. A Rolls Royce in the rough, there's nothing quite like it.

Background

This isn't just a new fifth generation Range Rover: it's the beginning of a new Land Rover era. Which is appropriate because the very first Range Rover signalled just such a thing at its launch back in 1970. Just over half a century on, this MK5 design sets the template for the brand's new electric era that'll see full-battery versions of each of its models available before the end of the decade - starting with a full-EV Range Rover in 2024. Before that though, right now, there are mild hybrid and PHEV plug-in engine options available as part of a model line that's been completely redesigned, upgraded and updated following a five year, seven million hour testing programme. Don't be fooled, in other words, by the familiar-looking front end. The car now sits on a completely new 'MLA-Flex' platform that's 80% aluminium; and as before, there are short and long wheelbase body styles, the latter now with a 7-seat option for the first time. Lots to talk about then.

Driving Experience

First, we need to brief you on the key dynamic changes with this fifth generation model - and there are several. Arguably the primary difference comes with the all-new 'MLA-Flex' platform this L460 model sits on, which offers a vast 50% static torsional rigidity improvement over the previous model. Combine that with the freshly-added Roll Stability Control system and the result is a huge difference in the way the car pitches through the turns. Of course it's still nowhere near Range Rover Sport-like - it isn't intended to be. But you'll feel far more confident about pressing on through the corners in this car, should the need arise to do so. And you'll be further aided in this by the standard addition of active All Wheel Steering, which stabilises corner turn-in; and has the added benefit at low speeds of tightening the turning circle - to just 11.37-metres (the same as a small family hatch); this is due to the way the system can pitch the rear wheels to oppose the fronts at up to 7.3-degrees. All the powerplants on offer are still paired with a silky-smooth 8-speed auto gearbox and the best 4x4 system by far. And all deliver cruising refinement still unequalled in the class, even by the Bentley Bentayga. We can't help feeling that the best powerplant choice here is still an old school six cylinder diesel. There remain two, both now 48V mild hybrid-assisted, the D300 and the D350, those figures denoting the horsepower generated in each case. Both variants can tow impressively - up to 3.5-tonnes. As can the two rarely-chosen mild hybrid 4.4-litre V8 petrol models, the P530 and the P615, these thirsty engines only available with the two most exclusive trim levels and able to spirit this huge SUV to 62mph in around four and a half seconds. Units like that aren't long for this world. But at the same time, many in that world still aren't quite ready for the full-EV Range Rover that the company was preparing itself to launch at the time of this test. Hence the importance of the improvements made to the PHEV model we tried. This L460 design's PHEV powertrain is completely different to anything we've seen from this model line before, pairing a six cylinder 3.0-litre petrol unit and a 141bhp electric motor with a 38.2kWh battery offering up to 75 miles of EV range. As before, there are three PHEV-specific drive settings - 'Hybrid', 'EV' and 'Save'. With 'Hybrid' engaged, you can access full system power, which is 460hp in the case of the P460e model, enough to dispatch 62mph in 5.7s en route to 140mph. The alternative P550e variant improves those figures to 5.0s and 150mph. Since this is a Range Rover, we must finish with a few words on off road prowess. As usual, there's selectable low range capability and the centre monitor has a '4x4-I' section that allows you to separately lock the front and rear differentials for really gnarly tracks. On all variants, there's the brand's usual 'Terrain Response 2' tech offering different drive modes for challenging surfaces.

Design and Build

From a front or profile cursory glance, you might dismiss this fifth generation design as merely a gentle evolution of what went before. That's intentional. The stylists wanted traditional Range Rover styling cues - the 'floating' roof, the clamshell bonnet, the short overhangs and the rising shoulder line - to stay intact on both short and long wheelbase versions of this design. But both are very different at the back, which gains a large gloss black panel incorporating vertical brake lights at the side and indicators in a bar across the top, all of it invisible when not in use. Expect this to become a signature look for smaller models in the line-up. Up front, each headlight contains 1.2 million individual mirrors reflecting light from a rear mounted mirror. At the side, there are the pop-out door handles we first saw on the Velar. It's all different inside too, the front of cabin dominated by a huge 13.1-inch 'floating' 'Pivi Pro' central infotainment screen with haptic feedback that gives access to 90% of functions in a couple of presses. While smartphone-mirroring, Amazon Alexa speech recognition and capacity for over-the-air updates are all built in. This is complemented by 13.7-inch instrument monitor and an uprated head-up display. In the rear, more screens can be fitted - a pair of 11.4-inch touchscreens for media and an 8.0-inch touch control panel for ventilation. Top long wheelbase models get the option of a limo-like two-chair back seat arrangement with larger 13.1-inch twin media screens. Thanks to a 75mm increase in the short wheelbase model's body length (to well over 5 metres), legroom is significantly improved. The long wheelbase version has 200mm of extra length between its axles and can offer over a metre of legroom. Plus, for the first time, this lengthier version can offer a third row seating option - and those rearmost chairs are capable of comfortably accommodating six foot adults. 'Dry'-spec boot capacity in the 5-seat Standard Wheelbase model is 818-litres to the window line, rising to 1841-litres with the seats folded.

Market and Model

As we reviewed this car in Autumn 2024, pricing was starting from just over £104,000 for the least expensive Standard Wheelbase model, with prices stretching up well beyond £160,000 at the very top of the line-up. There are now three body shapes. The Standard Wheelbase model can be had with all four of the available trim levels - 'SE', 'HSE', the 'Autobiography' version and top 'SV'. With the Long Wheelbase five-seat derivative, you're restricted to 'Autobiography' and 'SV'; and with the Long Wheelbase seven-seat variant, it's 'HSE' and 'Autobiography'. If, quite understandably, you conclude that there's nothing quite like a Range Rover, then you might be gratified to find that this model comes a bit better equipped these days. All variants these days get Electronic Air Suspension with All-Wheel Steering and, for off piste use, Land Rover's All Terrain Progress Control, Terrain Response 2 and Low traction launch systems. As for luxury items, well across the line-up, you get a fixed panoramic glass roof, Pixel LED headlights, perforated 'Windsor' leather upholstery, front fog lamps and all the usual executive niceties. Including the WiFi-enabled 13.1-inch 'Pivi Pro' central touchscreen with its wireless 'Apple CarPlay' and 'Android Auto' systems. There's also a soft door close system, 3-Zone climate control, a powered steering column, a 3D Surround Camera system, a Park Assist set-up that steers you into spaces, keyless entry and Adaptive Cruise Control. Mid-level 'HSE' trim replaces the base model's 21-inch alloy wheels with larger 22-inch rims and adds a 3D Meridian Surround Sound System, softer semi-aniline leather upholstery and gesture control for the tailgate. The 'Autobiography' variant has a sliding function for the panoramic roof, fancier diamond-turned 22-inch wheels, Digital LED headlights and a further upgraded Meridian Signature Sound System. Top 'SV' versions open up access to some of the most unique detailing, paint, finishing and individualisation options; and add 'hot stone' massaging for the front seats and individual 'Executive Class Comfort Plus' rear seats at the back.

Cost of Ownership

This might be the most economical Range Rover line-up ever made but buying one still won't get you installed on the Greenpeace Christmas card list. Add on a few options and it could easily end up weighing over two and a half tonnes, which makes the improved 38.2mpg combined cycle fuel figure and 194g/km CO2 return boasted by the D300 and D350 diesel MHEV models all the more impressive. The P530 and P615 V8 petrol flagship variants are in quite a different league of course; with these the official equivalent stats are around 25mpg and a best of 256g/km. All variants are aided by an Intelligent All-Wheel Drive system which can decouple the front axle on-road between 21mph and 100mph to enhance efficiency, this reducing emissions by up to 4g/km. For real frugality, you'll need to talk to your dealer about the six cylinder petrol-electric Plug-in hybrid model, which has a 38.2kWh battery (31.8kWh usable) which can manage up to 75 miles on each charge - real world range is more like 50 miles and the CO2 figure is up to 17g/km, with an official combined cycle fuel figure of up to 448.4mpg (expect more like 35mpg in the real world). Rapid charging capability of up to 50kW is included, which means an 80% charge will occupy 40 minutes. Use a 7.4kW home wallbox and a full charge will take around five hours. There's a choice of full-electric mode, plus a default Hybrid setting and a 'Save' option, which defers electric charge for when you might need it later in your trip.

Summary

From princes to politicians, from rock gods to rock climbers, from footballers to farmers, the Range Rover has always appealed to a more diverse group of customers than any other car. As you'd expect it would. This is, after all, far more than just the world's finest luxury SUV, instead unchallenged as four vehicles within one - an everyday luxury saloon, a weekend leisure vehicle, a high-performance long distance private jet and a working cross-country conveyance. Such perfection doesn't come without a price, in origin or in ownership. Or without compromise - in poorer handling for example against, say, a super saloon. And in tighter rear cabin space against, say, a luxury limousine. Perhaps that's why you've never considered one of these. And if so, consider this. Thanks to its enhanced aluminium underpinnings, four-wheel steering system and anti-roll set-up, this fifth generation version is now sharper to drive. While being ravishing in the rear and (potentially) vastly more efficient and affordable to run. It is, in short, a very different proposition. Drive it through a river, drive it to the opera: it's as happy either way, beautifully built, gorgeously finished and astonishingly quick. True, this car is never quite going to be all things to all people but it has perhaps moved as close to fulfilling that remit as any modern car is ever likely to get. Makes you proud to be British doesn't it.