2023 Range Rover Sport Reivew: Minmum Input, Maximum Output

For a car to be considered luxurious, the ratio of input to output should be as high as possible. In other words: minimum input, maximum output. This isn’t a revolutionary idea, though Throttlehouse host Thomas Holland gets credit for speaking the principle into existence. A good luxury car product ought to be a master of this idea, and it’s certainly the principle to which our Eiger Grey 2023 Land Rover Range Rover Sport SE Dynamic was held. At $100,085 as-tested, it at least has the luxury SUV price nailed.

2023 Range Rover Sport First Impressions

From the outset, the fresh-faced Range Rover seems geared to satisfy that oh-so-important ratio. The 2023 model year bought a full redesign of the Range Rover and Range Rover Sport, as well as a fresh interior. Land Rover also added cutting-edge tech to the lineup, bringing the archetypal British luxury SUV to the technological forefront. This includes a new hybrid trim, which for 2024 will be dubbed the P550e, replacing the old P440e. There is also a 48-volt mild-hybrid system in use for other non-hybrid trims, and the top-tier V8 P530 trim has been discontinued to make room for a new 626 horsepower SV model. Confusing, yes, but this trim still represents a solid (and tech-heavy) Goldilocks spot in the range (rover).

All this tech costs money, however, and much of our tester’s $10,085 in extras was tech. For example, the aptly named $1,785 Technology Pack, which includes a digital rearview mirror camera, a 110V outlet on the back of the center console, and a head-up display. The money does put the Rover ahead of many rivals in terms of pricing, but at least it looks and feels it. Walking up to the car, the flush door handles and Range Rover puddle lights reach out to greet owners, and the car’s air suspension will sit lower so ingress is easier.

Exterior Dimensions

Driving Impressions And Performance

Get going, and the Rover is smooth as butter. The brand’s air suspension is self-leveling magic. The eight-speed automatic transmission rarely disrupts the experience, and while the shifts aren’t particularly quick, they fade into the background. While the largest bumps and dips do still disturb the hushed ride, they’re by no means a bother, and an easy, relaxed driving position makes rolling around town in the Rover feel as easy as it has ever been.

There are some downsides, though. Despite the full suite of driver assistance features with which these SE models now come, almost everything but the adaptive cruise control disappoints. The autosteer and lane-keep assistance are poorly programmed, and I shut both off after being shoved into a lane entirely against my will. The Rover Sport is still a fantastic place to spend time, despite this. Thick glass and more sound-deadening than a recording studio make for a near-silent cabin: The driver can whisper to anyone in any row at 90 MPH and still be heard.

Braking And Acceleration

The Rover is faster than its techy, understated form would have anyone believe. Yet the P400 SE Dynamic model’s 3.0-liter super and turbocharged inline six engine puts out 395 horsepower and 406 foot-pounds of torque. It’s the torque figure that matters most, and it helps the big SUV feel quicker and more responsive than its size says it ought to be. Critically, the torque also makes overtaking easy. Cruising around town feels like being pushed around by the engine, gently whisking occupants to a destination. It’s mighty impressive in a car that weighs 5,387 pounds.

This experience is interrupted at stoplights—at least if fuel economy is a concern. While the auto brake hold function is great, it also causes some problems when used in conjunction with the auto stop-start feature. The car simply can’t engage the clutch, fire up the engine, and disengage the brakes all in one smooth motion. The solution is to kill the start-stop, which immediately makes the experience significantly smoother, preventing occupants from being shoved back in their seats while the car works to catch up to the inputs it has been given.

Thankfully, the act of stopping before all this occurs is pretty smooth. The brakes aren’t anything to write home about on this Range Rover—the Porsche Cayenne feels much more solid and confident—but they stop the car without drama and provide more than enough stopping power for any situation.

• Acceleration 0-60 MPH: 5.4 seconds
• Braking: 60-0 MPH: 111 feet

Performance Specifications

Range Rover Sport Fuel Economy

It should come as no surprise that neither the Range Rover, nor any of its competitors, is particularly fuel efficient. Twin-charged engines like this rarely are, and the P400 trim certainly trades power for fuel economy. The EPA claims 22 MPG combined, along with 19 and 26 MPG in the city and on the highway, respectively. Observed fuel economy gathered via the car’s onboard computer was worse, at 20 MPG combined, likely because I turned off the auto start-stop function for reasons previously stated.

However, part of this year’s updates for this car is a new hybrid powertrain option. For those worried about fuel economy, this is a strong alternative, if not a more expensive one. The P440e Autobiography trim starts at $105,000. Still, it nets customers 50 miles of all-electric range, 51 MPGe combined, and about the same level of equipment as this car here.

Interior Design And Comfort

The interior is where the Range Rover shines, especially with the techy new updates (more on that in a bit), although the brand’s seats don’t fit snugly at the start. For that, buyers will have to delve into the screen to adjust the seat’s lumbar, height, and bolster settings. Once that’s done, these hold up over multi-hour journeys both in town and on the highway. The same can mostly be said of the rear seats, both for adults and kids alike, though adjustability is limited to a powered backrest. This, unfortunately, got stuck on multiple occasions during our testing, especially when using the seat-dropper switch from the trunk.

But the materials on those seats also feel fantastic, a theme that’s carried over to the rest of the Sport’s interior. The Range Rover’s material selection is excellent, and about what is expected at the $100,000 mark. It’s worth mentioning the availability of alternative materials, like the cloth speaker covers and suede-ish shifter material that help break up the masses of leather everywhere else. This trim was also equipped with a massive panoramic roof and dual-tone leather, both of which added to the interior’s lighter ambiance and feel.

Interior Dimensions

Technology And Ease Of Use

Regarding tech, the Rover succeeds in some places and fails in others. The brand’s standard infotainment system makes an appearance here, housed within a curved 13.1-inch haptic feedback touchscreen. You’ll find another screen to its left in the form of the 13.7-inch digital instrument cluster. Situated below the center screen are the climate controls, which feature a clever and easy-to-use dial system that houses the heated seat controls, temperature, and fan adjustment in one. Again, minimum input, maximum output. These, as well as Carplay and Android Auto, all work beautifully. The screen is responsive in any state, and menus are clear and easy to understand.

Where the Rover gets a bit semantic is its vehicle settings. Nine drive modes are offered: Dynamic, Eco, Comfort, Grass, Gravel, Snow, Mud and Ruts, Rock Crawl, Sand, and Wading. There are also a plethora of useful off-road-specific screens like wade depth sensing and differential status, but the Rover rarely grants access to these simultaneously, forcing drivers to pick and choose what information is displayed and when. Thankfully, some can be pinned to the multi-faceted home menu—but not all.

Cargo And Storage Space

Loading cargo into the Rover is significantly easier than in rivals thanks to the brand’s air suspension. Open the rear hatch, and a control panel on the right side can be used to fold the 60:40 split second row or lower and raise the Rover’s ride height. The latter works quickly, and the Rover airs up and down like a bus stopping for passengers. As said above, the one-touch seat-dropping function is great, provided it works properly and doesn’t leave owners stuck with a folded seat for an undetermined period of time.

When the seats do fold, they fold flat, and the cargo space within is expansive. A full-grown adult can lie flat in the back, and Land Rover also includes a helpful divider to split up the load space. It features a series of adjustable elastic straps that can be used to secure small items, and there are also mounting points for a cargo net. Space for small items throughout the car is similarly generous, with numerous cubbies for front and rear passengers to put their drinks, phones, and other items.

2023 Range Rover Sport Vs. Its Competitors

The Range Rover Sport lives in a crowded segment, but its two largest competitors are the Mercedes-Benz GLE Class SUV and the Porsche Cayenne. The Mercedes and the Porsche both start off cheaper than the Rover, at $63,800 MSRP and $80,850 MSRP, respectively. Their more expensive versions, the GLE 580 4Matic ($87,850) and the Cayenne S ($97,350) are at the very least comparable in price, while offering their own benefits. The revamped Cayenne S brings back the V-8, which packs 468 horsepower and delivers a much sportier experience than the Rover Sport could ever hope to offer, and the GLE offers equal if not greater levels of tech and luxury depending on its trim.

How The Range Rover Sport Compares To The Mercedes-Benz GLE 580

• 	2023 Land Rover Range Rover Sport	2024 Mercedes-Benz GLE 580
  Model	P400 SE Dynamic	4MATIC SUV
  Engine:	3.0L Turbo Hybrid I-6 / 4.4L Turbo V-8	4.0-Liter Biturbo Mild Hybrid V-8
  Power Output	395 Horsepower	510 HP
  Torque	406 LB-FT	538 LB-FT
  Transmission	8-Speed Automatic	9-Speed Automatic
  Driveline	4WD	AWD
  MSRP	$90,000	$86,700
  0-60 MPH	5.4 Seconds	4.3 Seconds

At $103,025, a similarly-spec’d GLE 580 delivers all of the Range Rover’s creature comforts, and then some. The interior space is phenomenal, and the 580 comes packed with all the latest and greatest tech, just like the Rover. It also offers superior fit and finish and a fantastic combination of luxury, pricing, and features for the money.

Performance

The biggest reason to shy away from the Range Rover’s twincharged six-cylinder is complexity. The Mercedes uses a simple-by-comparison V-8 engine with a nine-speed transmission that delivers far superior power (483 HP, 516 LB-FT) to the Range Rover without much of a sacrifice in fuel economy. The big 4.0-liter turbo V8 manages 18 MPG combined, which, considering the power benefits, isn’t all that bad.

Comfort

At this price point, the GLE 580 offered four-zone climate control, heated surfaces in addition to heated and ventilated front seats, and more. Interior materials, space, and quality are all largely on par with the Rover, and the value proposition here leaves us wondering why shoppers would go to Land Rover when Mercedes offers more for similar cash.

Technology

While the new Range Rover offers some fantastic tech, the Mercedes is a clear stand-out here. The GLE’s screens have much more depth and color to them, and the interfaces are easier to interact with. Though the Rover features more physical controls (a plus), the Mercedes manages to better execute the majority of its functions, from navigation to music selection. However, the Rover is a clear choice for the off-roaders out there, with its plethora of informational screens and settings for use off the beaten path.

How The Range Rover Sport Compares To The Porsche Cayenne

• 	2024 Porsche Cayenne	2023 Land Rover Range Rover Sport
  Model	Cayenne (Base)	P400 SE Dynamic
  Engine:	3.0-Liter Turbo V-6	3.0L Turbo Hybrid I-6 / 4.4L Turbo V-8
  Power Output	348 HP	395 Horsepower
  Torque	368 LB-FT.	406 LB-FT
  Transmission	8-Speed Tiptronic S Automatic	8-Speed Automatic
  Driveline	AWD	4WD
  MSRP	$79,000	$90,000
  Towing Capacity	7,700 Pounds	7,716 Pounds
  0-60 MPH	5.4 Seconds	5.4 Seconds

While the Range Rover Sport offers stunning capability off-road within the segment, the Porsche Cayenne is a sporty standout. With fresh changes for 2024, the Cayenne is better than ever. However, Porsche’s penchant for optional extras can quickly add up, and the Cayenne S’s $95,700 MSRP is truly just a suggestion.

Performance

By and large, the extra money buyers will spend on a Cayenne S will go to two things: optional Porsche doodads and the return of the V=8. The Cayenne S, like the GLE, blows the Range Rover’s tepid twincharged mill out of the water with two turbos and 468 horsepower. Porsche’s lightning-fast automatic gearboxes are the stuff of legend, and even dyed-in-the-wool enthusiasts will have fun ripping through gearchanges in the Cayenne S.

Comfort

By default, the Cayenne comes with Porsche’s lesser suspension option. What buyers really want is the adaptive air suspension with Porsche Active Suspension Management (PASM). With this, even previous generation Cayennes out-ride the Range Rover, and it may be the only vehicle in the segment that can claim to beat Land Rover’s clever air suspension. But it is a $2,390 option on the Cayenne S. That said, the Range Rover is a little larger, and its rear occupants will have more room than in the smaller P Car.

Technology

Again, the Range Rover’s technology is great in isolation, especially considering its off-road menu functionality. However, Porsche’s updated systems for the Cayenne are more streamlined, and the screen quality is a noticeable step up. Additionally, Porsche’s driver assistance systems function at a higher level than the Land Rover, which means highway driving is all the better.

Which Range Rover Sport You Should Buy

The Range Rover Sport P400 represents the best blend of features, pricing, and power for the money. If the Range Rover has one strength over its competition, it’s that customers’ options lists will be short. The brand throws in a lot of standard features at this level, including the power reclining and heated rear seats. Evaluated in a vacuum, the Range Rover would be a fantastic luxury SUV if other brands weren’t already beating the Sport on price and performance.