- Doors and Seats
5 doors, 5 seats
- Engine
3.0DTT, 6 cyl.
- Engine Power
190kW, 600Nm
- Fuel
Diesel 7.5L/100KM
- Manufacturer
4XC
- Transmission
Auto
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
NA
Range Rover Vogue TDV6: Outback road test
What you get
Price of entry to the big RR family is $168,900 for the HSE while the Vogue tested here is $178,900 with the same V6 turbo diesel.
It comes with dual widescreen displays (one for the instrument cluster, the other for the central entertainment screen.
There’s also smart key entry and start, three-zone air-conditioning, satellite-navigation, Bluetooth, powered bootlid, heated and folding mirrors, electric front seats, xenon headlights, rain-sensing wipers, front and rear parking sensors, auto lights, reversing camera, electric front seats, leather trim and a great Meridian sound system.
As you’d expect on a vehicle with serious off-road intentions it comes with a full-sized spare tyre as well as all the wiring needed for towing.
You can also choose various colour and trim options inside, the first of many options that also stretches to various crash avoidance technologies (blind spot monitoring and emergency braking), sunroof, heated steering wheel, and the list goes on.
View all Drive's outback 4WD reviews
Credentials
When it comes to bragging rights few can shout as loudly as Range Rover. While it's technically a Land Rover, Range Rover has effectively become a sub-brand that stands for luxury. It was also a trend setter when, back in the 1970s the original Range Rover arrived, teaming genuine off-road ability with genuine luxury.
While some sneered at the time (who would dare take such luxury off-road?) plenty have since followed and more are planning to take on the might of Range Rover.
Now in its fourth generation the latest Range Rover evolves a successful formula and brings a new level of sophistication and ability.
On the road
It's all about luxury in the Range Rover and that translates to its on-road manners. Light but accurate steering ensures it's easy to live with around town while providing reassurance on flowing country roads.
The Rangie also expertly insulates from unwanted wind and road noise, adding to the upmarket ambience. Comfortable and supportive seats also do their bit, something that helps over longer distances.
Supple suspension also disposes of bumps with ease, while also settling the body and keeping things under control. The Rangie rides on independent suspension front and rear (previously frowned upon in serious 4WD circles) but it still delivers on excellent wheel articulation for off-roading (more on that later).
The sheer geometry of the thing - high ride height and soft suspension - means it'll lean through bends when pushed, but active stabiliser bars contain much of it. It’s a very accomplished machine on country roads.
There's a serenity to its driving dynamics that reinforce its status as the ultimate luxury 4WD.
Headlights could be better though. The high beam throw was average and it wasn't as bright as you need in the outback.
Off-road
While most owners will never dare put their Rangie through an outback test like we did, all like knowing they can put it through more than most of the opposition.
In terms of gear to help it go (almost) anywhere the Rangie is loaded, from smart electronics to adjustable suspension and traction management systems.
It also has the excellent Terrain Response system that tailors various electronics (differentials, traction control, suspension height and throttle response) to a range of terrains. We used only the sand setting, which turned an already capable car into an excellent one.
Across the Simpson's more challenging dunes it barely raised a sweat. Excellent traction and ground clearance makes light work of the soft sand and rutted tracks. The off-road setting for the suspension raises the ride height by 75mm, increasing the clearance to a lofty 295mm. There are also excellent departure and approach angles, ensuring extremities are kept out of harm's way.
The active centre differential is also brilliant in its ability to improve traction while not allowing annoying diff bind-up through tight corners or when manoeuvring at the campsite.
That height also endows it with an excellent 900mm fording depth (well above the 500-700mm for many serious off-roaders), just in case you come across deeper outback waterholes; they're surprisingly common.
Another nice touch is to instrument cluster that changes when you select low range (it's a fully digital display with a screen like a computer). The speedo shifts to one side (cutting off the higher speed figures you'll never achieve in low range) and there's a display showing you what's happening with the wheels and central differential, among other functions.
More impressive than its ability were the comfort levels and general body control. The Simpson was particularly chewed up but the Vogue contained unwanted movements brilliantly. The active suspension not only dips a wheel into deep holes without bouncing occupants around but it also does a stellar job of containing the left-right-left-right swaying that can quickly become annoying.
Towing
As with many Land Rovers the Range Rover comes pre-wired for towing. So just buy the tongue and ball and you're ready to lug up to 3500kg.
The Rangie's self-levelling suspension also stops the sagging that can inflict heavier vans or boats.
Under the bonnet
Land Rover has made big leaps in engine performance and refinement in recent years and the Range Rover has been a beneficiary. Helping its cause with this latest generation is the lighter body that shaves some 400kg from the heft (thanks largely to the use of aluminium).
The 3.0-litre V6 that is the volume seller for the brand has only had minor tweaks for the new Rangie, but it still works a treat.
The 190kW is easily tapped into thanks to the free revving nature of the engine. It's handy for overtaking road trains or charging up hills. The engine is also impressively quiet for a diesel, going about its business with none of the chugging or rattling of diesels of old.
Really, though, it's the 600Nm of torque that's the sweet part of this engine, allowing for effortless acceleration and low-rev response.
It also works fantastically with the eight-speed automatic, which is smooth - sometimes imperceptibly so - in its shifts and rarely wrong-footed.
Tyres
The previous Range Rover (generation three) didn't have the best reputation with its tyres (as with some Discoverys, too). Sure, they gripped well on-road, dissipated water well and contributed to the sporty look.
But the large diameters and slimmer side walls could translate to more punctures where you really didn't need them.
The equation has improved markedly with the latest model; slightly higher profile tyres (while still running from 19 to 22 inches in diameter) are claimed to be stronger and more resilient.
Our Rangie was on 20-inch Goodyear tyres, which generally held up well – although not faultlessly.
An early puncture was caused by an unlucky sharp rock in the tread but was quickly repaired. Later an egg formed on the side of one tyre after kilometres of punishing gibber rocks near Mount Dare.
The spare and tool kit are housed under the floor, which means a full unpack of the boot to access it. A small scissor jack is basic and needs some muscle to raise the body, but the mounting points are easily accessible.
Fuel use
The trip computer started off very optimistic, suggesting it would comfortably make the desert crossing. But it slowly recalculated to the point where it called for more fuel.
Still, of the four cars we took on this trip the Range Rover was the most frugal, sipping 12.3 litres per 100km over our test route, which included the Simpson Desert’s challenging sand dunes.
The problem, though, is its diminutive 85-litre tank, which reduces cruising range and required extra across the desert.
On the open road, though, the Range Rover can easily slip below 10L/100km (it’s official fuel figure is 7.5L/100km), even with a load on board. That’s good going and means you can get upwards of 800km from a tank.
Servicing/parts availability
Land Rovers haven't had the best reputation for durability but they’ve come a long way in recent years. The boss of the company acknowledges there has been an issue with the reputation for quality and has made improving that one of the priorities for the brand.
Still, ours did suffer a minor issue. While it performed faultlessly on testing sand dunes (being the most comfortable and capable car we’ve ever driven across the Simspon) it struggled with the punishing corrugations so common on Australian gravel roads.
The rear shock absorbers eventually succumbed and gave up, leaving the rear-end porpoising and bucking uncontrollably. It didn't stop the car, but it certainly slowed progress.
Given the complexity of the car en-route repairs weren't possible but the car could have been fixed at a dealership at Alice Springs (ours was headed back to Sydney so the relatively simple replacement was conducted there).
Options and accessories
Being the type of car more likely to spend time in town than in the rough the aftermarket companies don't offer much in the way of gear for the Range Rover. Major 4WD accessories supplier ARB does the basics - roof bars, fridges, driving lights, etc - but doesn't produce the suspension kits and bull bars many people opt for when heading to the outback.
"We have a very compressive accessories line for the [Land Rover] Doscovery," said ARB marketing boss Matt Frost, saying most Land Rover fans looking to head off-road would go for the more family-focused (and affordable) Discovery.
Land Rover also offers a range of options, but for outback touring they’re limited to things such as roof racks and pods. There’s also a cargo barrier and various luggage-securing options.
The various rubber floor mats and load covers are also handy, ensuring mud and dirt stays away from the plush carpet.
With an aluminium body (every panel is aluminium) the Range Rover can create problems with some magnetic accessories. We had a magnetic aerial for our UHF radios, for example, and there was no surface that would firmly hold it. It's by no means a game changer, just something to be aware of if you're shopping for easily fitted add-ons.
Inside
Getting inside isn't too easy with the car raised to its maximum height. It's a decent leap into the cabin and isn't helped by s lack of side steps, something standard on many competitors.
Getting inside can require some effort, especially with the car raised to its highest level. It's not helped by the lack of side steps, which makes it a decent leap into the cabin. Fortunately there are grab handles front and rear to help out.
And while you can take it down to its loading height each time you jump in and out, the reality is there will be times when you can't be bothered.
Once there, though, it's an impressive blend of style and functionality. Clean, clear menus for the touchscreen and an elegance about the cabin that rams home its premium price. The new Rangie isn’t so much about getting the gadget count up and more about getting the basics right. That said there’s still plenty of trinkets to brag about including the dual widescreen displays inside.
The central touchscreen now comes with fixed touchpad buttons surrounding it for quick access to main menus. The second screen comes to life as the instrument cluster; it emphasises the illumination on the segment of the speedo you’re using and can change the display for off-roading, giving information on differential locks and the direction the wheels are pointing, for example.
And it all works beautifully, from the excellent sound system to the clever dual-view screen that allow the passenger to watch a movie while the driver sees the regular menus. You'd think rear DVD screens might be standard at this price but there one of the myriad options.
The Range Rover also has some clever storage options, from the deep cooler centre console and various open binnacles to the small flip out compartment on each front door, above the broader door pockets.
Those in the rear also get the full luxury treatment with nicely sculpted outer seats and above average leg room, not to mention the same attention to detail as up front.
There are also well placed air vents with separate controls.
Packing
The boot space isn't as big as some and wasn't helped in ours with an enormous 20-inch wheel in the luggage area (we took two spares to be safe).
But it's a wide enough cabin and one helped by its split tailgate, which allows some creative packing (before slamming the upper door shut) and easy access to items on top.
At the campsite
The split tailgate is a win for unpacking and using the lower section as a small table.
A neat party trick is the mirrors that fold out and illuminate the Range Rover logo on the ground. While it's a bit lost in red dirt, it makes up points in country towns.
Verdict
The Range Rover is a supreme off-roader but one that comes with a price tag to match. Get over that hurdle and it's the most accomplished of the serious luxury off-roaders. It has an excellent drivetrain, brilliant interior, superb attention to detail and astonishing off-road prowess.
But the small fuel tank and niggling issue we experienced mean it’s not as well suited as some for those looking to do the big trip in seriously isolated areas.
Vital statistics
Price: $178,900
Engine: 3.0-litre V6 twin-turbo diesel
Power: 190kW at 4000rpm
Torque: 600Nm at 2000rpm
Transmission: 8-speed automatic
Length: 4999mm
Width: 2073mm
Height: 1835mm
4WD system: Dual-range, permanent 4WD, Terrain Response, active centre differential
Front suspension: Independent, electronic cross-linked with auto load levelling
Rear suspension: Independent, electronic cross-linked with auto load levelling
Wheels: 20-inch alloy with full-sized spare (19-inch alloys available on HSE)
Tyres: Goodyear Eagle F1 AT 255/55
Weight: 2160kg
Gross vehicle weight: 3000kg
Gross train weight (trailer and vehicle): 6500kg
Tow capacity: 3500kg
Towball capacity: 350kg
Roof load: 100kg
Claimed fuel use: 7.5L/100km
On-test fuel use*: 12.3L/100km
Fuel tank capacity: 85 litres
Estimated range^: 1133km
Ground clearance: 220mm (standard height), 295mm (off-road height)
Water fording depth: 900mm (off-road height)
Approach angle: 34.7 degrees (off-road height)
Departure angle: 29.6 degrees (off-road height)
Ramp-over angle: 28.3 degrees (off-road height)
Turning circle: 12.3m
Our outback road test was conducted from Sydney to Alice Springs and took in the Flinders Ranges, Birdsville Track and the Simpson Desert.
* (Flinders Ranges to the Northern Territory, via the Simpson Desert)
^ Assumes average fuel use figures are achieved and fuel tank is drained