Sliding onto the market almost as silently as the driveline it carries, the Range Rover Sport Hybrid – and its even-larger Range Rover stablemate – promise other-worldly fuel efficiency given their size. Introducing the turbo-diesel hybrid concept into the SUV segment, the combined 250kW/700Nm hybrid behemoth hits 100km/h in 6.7sec, but uses only 6.4L/100km and promises an undiminished Range Rover experience; on- and off-road.
It’s a funny feeling, tearing through the mud in the Range Rover Sport HEV (or Sport 3.0 V6 Diesel Hybrid Autobiography to give it its full name); you are at once destroying greenery and trying to save it.
Thank the 35kW/170Nm electric engine for that. Capable of running up to one kilometre in full electric mode and working in conjunction with the Rangie’s idle-stop, coasting and regenerative braking functions, it is possible to make a splash in silence.
In comparing the HEV to the SDV6 turbo-diesel on which it is based, the Hyrbid system adds power, torque and weight while substantially reducing economy and emissions.
The good? Power increases from 215 to 250kW, torque from 600 to 700Nm, spread over 1500-3000rpm. That brings 0-100km/h acceleration down to 6.7sec; a 0.5sec improvement. Fuel consumption reduces from 7.5L/100km (claimed) to only 6.4and CO2 from 199 to 169g/km.
Conversely, weight balloons to 2372kg (+257kg), and towing capacity decreases to 3000kg (-500kg).
Land Rover says that, thanks to the hybrid system’s chassis integration, the standard Range Rover Sport approach and departure angles remain unchanged; likewise the 850mm wading capability.
Perhaps even more impressively, the Sport HEV retains a dual-range gearbox and terrain response programs, ensuring none of that legendary off-road ability is compromised.
Key standard features for this Autobiography-specification Sport Hybrid (available from $165,300 plus on-road costs) include a strong multifunction arrangement that uses a 12.3-inch screen and includes sat-nav and reversing camera. There’s also keyless entry; a 19-speaker, 825-watt Meridian Surround Sound system; heated and cooled, 18-way electrically-adjustable perforated leather seats up-front, with heated rears in the same trim; electrically-adjustable steering column; front chill compartment; automatic xenon headlamps with LED DRLs, auto high-beam and headlamp washers; 21-inch alloys; and a contrast roof in a choice of three colours.
Of course, Jaguar Land Rover also offers a wide range of, let’s say, Autobiographical options to individualise your Rangie, and they all come at a premium cost.
For example, the tested car has the following options: Four-zone climate control ($3200); sliding panoramic roof ($4200); Audio Visual pack including digital TV, touch screen capability and dual view technology ($3870); privacy glass ($2300); metallic paint ($2100); external surround cameras ($1800); illuminated tread plates ($1750); wood veneer finisher in grand black ($880); 21-inch ‘Diamond Finish’ alloys (an $800 upgrade); twin-blade sunvisors ($150) and premium paddle shifters ($110).
The total as-tested price was $186,460 (plus on-road costs).
The practical result of all this kit, comfort and undoubted expense remains impressive. But for those not used to the sheer size of a Range Rover Sport, the normal height of the air suspension can prove calamitous on entry, necessitating a few-second wait as access height is selected. Even then, entry is occasionally less than elegant.
At a rest, the digital TV capability is quickly capitalised on by my three-year-old daughter, but the large centre screen also does a good job of allowing access to the impressive sound system, easy-to-use navigation system, phone and 4x4 information – which displays information on your current terrain setting, height, articulation, diff locking and high- or low-ratio gearbox.
While possibly seen as a distraction, this information – particularly on the articulation – is beneficial during certain slow-speed off-road manoeuvers, in contrast to the varied g-meters and boost gauges found in the centre stack of some sports cars.
In the high-set, comfortable front seats, it is a little disconcerting to double-check if the Rangie is actually running; the electric silence is not something you expect in a big off-roader.
While admiring the usual RR interior quality and waiting for the suspension to rise back to normal height, it dawns that, despite the Sport’s impressive exterior size, there’s not really much cabin width; indeed, three second-row occupants are more tightly-packed than expected.
At parking speeds, the electric mode is in full swing. The diesel kicks in quite quickly, especially when additional take-off punch is required to get the 2300kg kerb mass moving. The transition, however, reveals a slight delay, before the truly impressive acceleration is felt.
Of more concern is the drivetrain pick-up when re-engaging, after a period of stationary auto-stop time. Picking a gap at a wet intersection, for example, sees even 50 per cent throttle responded to with little initial vigour.
As already covered, once the drivetrain, and still-exceptional eight-speed automatic, are all present and correct, the Range Rover Sport Hybrid is smooth, powerful and incredibly silent for a large, diesel-powered vehicle. It is also quite incredibly in minimising its thirst, achieving a tested fuel consumption of 7.2L/100km, including a few bouts of low-range off roading.
Suspension raised and that low-range engaged, the Rangie’s slightly delayed throttle response can take some getting used to, but the range of terrain programs and sophisticated permanent all-wheel drive system give the Rangie a true duality of purpose that puts most conventional SUVs to shame.
When compared to other economy-tinged off-road offerings, the Range Rover Sport is definitely at the high-end, price wise. But it delivers a presence on-road and ability off-road that simply cannot be matched.