Despite all the attributes of an S-Class Mercedes-Benz, it just can’t whisk you to that executive meeting on the Kiewa river bank. A more reasonable person might think this is an irrelevance, but once you’ve been seduced by the LWB Range Rover’s charms, you will forgive the enormous dimensions and thirst for fuel, and want to move in.
‘Our’ Range Rover 5.0 V8 SC LWB Autobiography was finished in Santorini Black with Ebony/Ivory interior trim. Starting at $261,600 (plus on-road costs, or $14,500 over its standard-wheelbase equivalent), the Autobiography specification comes with much fruit, but this particular vehicle was also tastily optioned.
Meridian supplied its ‘Signature Reference’ 1700W audio system (an additional $7790), ‘Style 26’ Semi-Aniline leather rear executive class seats ($7290, includes 18-way electrically-adjustable, memory driver and front passenger seats and rear seats with power recline. Both front and rear rows are internally heated, cooled and massage-capable, and the front pews also have ‘Upper Seat Articulation’.) Privacy glass ($790), digital radio ($730), rear centre console with cooling compartment ($580) and side vent graphics in ‘Atlas’ ($290) round out the options list and take the as-tested MRLP to $279,070 plus on-roads.
This builds on an impressive standard feature list for the LWB Rangie Autobiography. Favourite among chauffeur-driven execs and animation-obsessed children alike is the remote-controlled rear seat entertainment system. Also capable of being controlled via the front 8.0-inch multi-function touchscreen, the kit includes a pair of 10.2-inch screens, two sets of wireless headphones and a single USB port.
Separating the rear occupants is an extension of the centre console with integrated cup holders, climate control functions and that champagne-ready cooling compartment. There were also rear sunblinds, though there were no hints to their operation in the owner’s manual.
The level of lavishness inside is quite extraordinary, then you realise that, for all the dimensional space (at 3120mm, the wheelbase is stretched 200mm over standard and its length runs 5199mm) there’s actually only four seats. When some of its brethren can be had with seven seats, this is hedonism at its finest; who wants to be cramped?
While the long-wheelbase Rangie, erm, range commences at $190,100 for the TDV6, this full-fat version sports the supercharged 5.0-litre petrol V8. With 375kW from 6000-6500rpm, 625Nm from 2500-5500rpm and a claimed combined economy of 13.8L/100km, its vital stats are as gargantuan as the vehicle itself. Coupled to an eight-speed automatic transmission with paddle shifters (useful when traversing off-road challenges, where you need both hands on the wheel for guidance) the 2413kg beast can accelerate to 100km/h in a scarcely believable 5.8sec.
Despite a standard equipment list as long as a novel, nothing really prepares you for the opulence inside. Leather and wood abound, and it’s all of impeccable quality, and the front-seat headrests with their cocooning bolsters are the softest I’ve ever come across. The massage function might sound gimmicky, but it’s actually soothing, as is the ability to cool or heat the seats to order.
The damped feeling to all key interior controls further grows the feeling of quality, and small touches such as the customisable ambient lighting, full-length panoramic roof and silver 21-inch alloys top it off.
The powerhouse V8 under the bonnet offers a distant grumble into the cabin, and delivers its power in smooth, unruffled fashion. Press the throttle into the thick carpet, however, and the big fella shifts hard, the supercharger whine is audible and the eight-pot makes its acoustics felt.
We’d suggest doing this sparingly, however; while on the freeway the Rangie can slurp under 10L/100km, in the real-world, the stop-start battle of Melbourne traffic sees the fuel consumption move closer to 23L/100km. Thankfully the LWB gains a 105-litre tank, to be filled with minimum 95RON unleaded. If fuel is an issue, there’s always the $248,300 (plus on-roads), 250kW/700Nm SDV8 turbo-diesel which sips a claimed 8.7L/100km.
Once up to speed, the engine note settles down to a whisper, a serenity well-matched by the air suspension’s ability to absorb any bump thrown at it without turning the SUV into a pogo stick. Even the steering is easy to manage and light to touch; it’s just a pity the 13.8m turning circle and 2073mm width make city car parking such a challenge. The price you pay…
It feels sacrilegious to remove this machine from the urban jungle but, as Land Rover will proudly tell you, they build the things to be just as capable off-road as on.
Of course, it has the full suite of Terrain Response options and comes with a low-range gearbox, variable ride height, hill descent control, auto speed limiting and a locking centre differential.
The ribbon-thin profile tyres may be more about looks than action but they cope well off the tarmac, with one exception; they will quickly fill their grooves with mud, at which point the off-road smarts start fiddling with traction control to remove you from a potentially unedifying situation.
With my daughter in the back enjoying Play School and my wife being massaged by the seat but complaining about the time it took to discover her Samsung Galaxy via the Bluetooth connection, the hour-long drive to my parents’ place passed by in a sea of tranquillity.
Never before have I climbed out of a car after that particular trip and felt more awake than I did when I left. That’s the beauty of this extravagance, and though it’s an event to sit in the back occasionally, it’s the driving that makes this Range Rover so compelling.
What we liked: |
Not so much: |
>> Unrivalled versatility | >> City car parks |
>> Quality fit and finish | >> Confusing Bluetooth functionality |
>> Surprisingly capable on-road | >> Likes a (premium) drink around town |