- Doors and Seats
5 doors, 5 seats
- Engine
4.4DTT, 8 cyl.
- Engine Power
230kW, 700Nm
- Fuel
Diesel 9.4L/100KM
- Manufacturer
4XD
- Transmission
Auto
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
NA
Above it all and over the top
Superb off-road and with Toorak and Double Bay cachet, the Range Rover is twice the price of legitimate rivals.
Good: A five-star car off-road. A great improvement on its predecessor in nearly every respect. Refined, powerful BMW drivetrain. Tight, solid one-piece construction. Independent suspension improves on- and off-road dynamics and ride comfort. Will go almost anywhere in the bush. Occupant space and comfort.
Bad: Overpriced. Murderous resale values. Substandard fit, finish and attention to detail in assembly. Heavy, ponderous and thirsty. Unco-ordinated dash design. Unsupportive driver's seat.
Verdict: Excess all areas.
Stars: 3 (out of 5).
Luxury European four-wheel-drives have become as common as mud. BMW, Benz, Audi, Volvo, VW and Porsche are now, or soon will be, in the gold-plated "lifestyle" luxury 4WD market with vehicles that, in all probability, will never venture off the bitumen unless the council starts digging up roads in expensive suburbs.
Only one European 4WD -- the original -- has the ability to travel, with breathtaking ease, across the sort of terrain that would stop these pretenders in their tracks.
The new Range Rover, only the third model in the badge's 32-year history, was conceived by BMW during its six years of grief-stricken Rover proprietorship. When the Germans sold out to cut their losses, Ford picked up Land Rover and has brought the new model to production.
BMW's legacy is evident throughout the Range Rover. It uses unitary construction, rather than a separate steel chassis, for improved crash energy absorption, rigidity, refinement and build quality tolerances. Aluminium is still used for the clamshell bonnet, front panels and doors.
Powertrain choices are BMW's 4.4-litre V8, also used in its own X5, or a 3.0 turbo diesel six, available in the X5 early next year.
The ZF (coupled to the V8) and GM five-speed automatics feature BMW's Steptronic sequential operation; a mechanical Torsen centre differential replaces the previous model's viscous coupling.
Rack and pinion steering, independent suspension at both ends, brakes, electronics, stability aids and many other BMW-designed components bring the new Rangie up to contemporary 4WD engineering standards.
Inside, the Bavarians provide some of the switchgear, the satellite navigation and other bits and pieces. Interior space has increased, particularly rear leg room. The luggage area, which needed a boost, is marginally bigger than in the previous model.
The whole shebang weighs in at a thumping 2.44 tonnes, is 1.86 metres tall and occupies nearly 5 metres of road. Owners of small cars should stay right out of this baby's way. It will tow a massive 3.5 tonnes.
The price is also formidable. The V8 HSE costs $134,900, while the Vogue is $155,900. The turbo diesel SE is $114,900; the HSE variant is $119,900.
BMW's V8 is a beautiful thing, though from a standing start it takes a short while to engage the torque convertor and get such a big beast mobile.
Once momentum is on its side, the Range Rover accelerates like a train, particularly from 4000rpm. A zero-100kmh time of 9.4 seconds isn't exactly hanging about.
The V8 is silky smooth and makes a lovely sound. Like other large-capacity 4WD engines, it also uses lots of fuel as it pushes this substantial, brick-shaped mass through the air, though you can get reasonable economy if you drive it gently.
In hilly country, weight again counts against it and the automatic hunts up and down a bit, though never harshly.
It is a fairly lazy shifter in most on-road situations, where the sequential feature is handy to hold a gear on hills.
Off-road, the V8 just idles along. Its strong bottom end means that very steep climbs can be easily accomplished in high range. The air intake is positioned to allow reasonably deep fording.
Low range is very low indeed and, with Hill Descent Control, it allows safe, crawling-speed descents on the hairiest of slopes.
Stick it in second, and the engine's torque, directed accurately to the wheels with most grip, will drag the Range Rover up extremely steep inclines. If one wheel starts to spin, it is automatically braked and engine power is reduced until traction is regained.
However, on surfaces where momentum is all and braking is a no-no (sand and mud), you can switch this feature off.
A specific low-range algorithm slows accelerator response for precise control, while the auto's low-range shifts are remarkably smooth.
You can shift from low to high range at up to 50kmh, and back down to low at 15kmh or less.
The new Range Rover retains the previous model's air springs, with four adjustable ride heights, automatically variable rates for on- and off-road use and a self-levelling feature to compensate for heavy loads.
Greater wheel travel at both ends and higher clearance -- up to 280mm on the maximum off-road setting -- further improve the Rangie's ability to crawl over the roughest country.
On-road, the Rangie is a barge, albeit a relatively well-controlled one. It may be equipped with the full complement of BMW stability aids, but this much weight will inevitably get ugly quite quickly if you push it hard.
The rack and pinion steering is accurate, but it is power assisted to the Nth degree and lacking road feel.
Mitsubishi's Pajero and BMW's X5 are race cars in comparison.
The Range Rover doesn't shake and shudder on bumps like the old steel chassis models, though, and is a much more taut, rigid wagon. Off-road, it's almost unstoppable.
The Vogue's tyres are wide, low-profile items by 4WD standards -- 255/55 Goodyear Wranglers on 19-inch wheels. They're adequate on bitumen and probably work a treat in an English bog.
However, on corrugated or gravel-strewn Australian tracks, skinnier, taller rubber provides superior grip and compliance.
In most conditions, though, ride comfort is excellent. The gnarliest surface is absorbed with great ease, and the independent suspension transmits far less road shock to the body than the old live axles.
The brakes, which have emergency full power assistance, are strong and progressive.
Still a luxurious place to sit, the cabin has lost some of that pampered, regal Pommie character and become more minimalist, industrial Germanic, which is a pity.
The new Rangie's front seats are firm and slightly pneumatic, so you sit on rather than in them and they lack upper body support when cornering. They're upholstered in thick, aromatic leather with very English pleats and piping.
The Vogue's driver's chair has a multitude of power adjustments and long travel; a reach- and height-adjustable wheel also allows the driving position to be tailored to any physique.
You sit high "above it all" as the advertisement boasts -- but the rear seat head restraints block some of your view out the back.
The control layout is fairly straightforward, but there's not much oddment storage space up front.
Contoured for two, the rear seat is very comfortable, with a generously padded cushion, supportive backrest and plenty of leg room.
The Vogue gets the full standard equipment list, with six airbags, power and automatic everything, more interior lights than the Opera House, heated seats, 12 speaker/CD stacker digital audio, BMW's satnav/TV/trip computer and alarm with volumetric and perimeter sensors.
The load area has a long, narrow floor, easily accessed via the lightweight horizontally split tailgate.
The 60/40 split back seat easily and quickly double folds and locks for a flat, extended floor of nearly 1.6 metres.
A cargo net rolls out of the rear seat backs and clips to the roof, providing protection in both floor modes.
A solid load cover is also provided; under the floor is a full size spare on an alloy wheel.
Interior fit and finish in the test car was not up to BMW, Benz or Toyota standards.
In the engine bay, and underneath, it was also easy to find evidence of B-grade British assembly, including ill-fitting fasteners, sloppy binding and insulation on wiring. A well-earned reputation for dubious reliability contributes to very weak Range Rover resale values.
The new Range Rover V8 is still a superb off-road machine but, at prices that far exceed those of its rivals, it's difficult to see beyond the badge's snob value if you're never going to get it dirty.
The Vogue's $155,000 ask is ridiculous. Toyota's new luxury LandCruiser, the $80,000 Sahara 4.7 V8, might not have the Double Bay cachet but on and off the bitumen it is a legitimate rival.
BMW's X5 has limited off-road ability, but in virtually all other respects is superior to the Range Rover.
At $107,400, the BMW is almost impossible to go past in this class.
Vital signs
Range Rover Vogue
Engine: 4.4-litre 32-valve fuel-injected V8.
Power: 210kW at 5400rpm (above average).
Performance: 0-100kmh in 9.4 seconds (quick-ish).
Brakes: Discs with ABS, EBD and emergency assist (Good).
Economy: 12-13 litres/100km highway; 18-23 city (thirsty, but average for a heavyweight 4WD wagon).
Prices: Recommended retail -- $155,900.
Street price: No deals yet.
Main options: None.
Warranty: Three years/100,000km (average).
Residual value: 68 percent after 12 months/53 percent after three years (HSE; Benz ML320 87/78; BMW X5 87/NA.)
Safety rating: Not yet tested.
Alternatives:
BMW X5 4.4 -- $107,400
Lexus LX470 -- $117,000
Mercedes-Benz ML500 -- $99,474
Toyota LandCruiser Sahara 4.7 -- $79,900
Prices correct at publication date.