Overview
The Range Rover Sport brings to fruition the desire of Land Rover's corporate owner (Ford) to expand the number of models in the lineup and increase market share with a slightly smaller, more sporty luxury SUV. It is aimed squarely at the "sports car SUVs" such as the BMW X3 & X5, Mercedes ML, VW Touareg and Porsche Cayenne, with the idea of equalling their on-road performance while blowing them away in off-road capability. When a "Range Stormer" concept vehicle made the rounds of auto shows, everyone hoped that Ford would not debase the Range Rover name by using it on something with less than superior off road capabilities. (People buy Range Rovers because they know they are the best on and off road machines available -- like Ferrari buyers they may not explore the limits of those capabilities, but need to know they are there). As it turns out, Land Rover has done a creditable job, and the resulting vehicle is so impressive that thousands were ordered months before its mid-2005 availability date.
The new model was officially unveiled in November 2004, and was shown at the January 2005 Detroit Motor Show ( photo courtesy of Michael at ovalnews.com), with availability scheduled for June 2005. Based on the Discovery 3 (LR3) platform, the Range Rover Sport uses the same hybrid chassis and body construction, with wheelbase reduced by 6 inches and the overall stance lowered. The more stylish, less bulky bodywork has traditional Range Rover styling cues such as the "floating" roof and clamshell bonnet/hood. The Discovery's double-wishbone air suspension with "Terrain Response" system is utilized, along with its base engine -- the 300 horsepower Jaguar-derived 4.4 liter V8.
The Sport's reduced bulk gives it better highway performance than the Discovery, further enhanced by a sophisticated dynamic stability system. More exciting is the upscale version with a 4.2 liter supercharged version of the V8, developing about 400 horsepower and giving a zero to 60 time of about 7.2 seconds and a top speed of 140 mph. Even this version will not quite keep up with the fastest "poseur" SUVs from Porsche and Mercedes, but it's good enough to provide a serious alternative for those looking for something with real off-road capability. For the more economy-minded, a 2.7 liter diesel version is also available in most markets (not the US).
Overall, the Range Rover Sport seems to have achieved the design goals set for it, resulting in a compact package with superb high speed pavement performance and handling. Off-road capabilities are slightly compromised, but should still be adequate to leave the pretenders from BMW, Mercedes and Porsche stuck in the ditch.
The Range Rover Sport shares the Discovery 3's "integrated body-frame", with a full box section frame directly attached to a body that has almost unibody strength. This gives it serious off-road underpinnings combined with the body stiffness needed to reduce rattles and improve crashworthiness. About 6 inches has been cut out of the Discovery frame, making the Sport's wheelbase 108 inches, the same as the 4.0/4.6 Range Rover and about 7 inches shorter than the current model Range Rover.
The bulky, spacious Discovery body shape is replaced with a more compact, aerodynamic, lower-profile body that looks more like a Range Rover. The roofline slopes down towards the rear spoiler, and the use of black trim on the window pillars retains the "floating roofline" styling cue of the Range Rover. Other Range Rover cues include the clamshell bonnet/hood (which, however, has lost its castellation) and a high "command" seating position.
The inevitable nested headlights adorn the front (probably a style that will soon go out of fashion), and racy looking grille and side vents convey the impression of speed. One loss compared to other Range Rovers is the traditional and very useful tailgate -- this is replaced in the Sport by a clever hatch back design that allows you to open either the top window only (for access to put small items in the back), or the whole hatch for full access. Sadly, however, no more tailgate parties!
In spite of the 6 inch wheelbase reduction, overall length is only 2.4 inches (6 cm) shorter than the Discovery. And the Sport is actually 40 lbs (20kg) heavier, tipping the scales at 5468lb (2480 kg). Compared to the standard Range Rover, it is about 6.5 inches (15 cm) shorter and 90 lbs (40kg) heavier. This reflects the less efficient (from a strength to weight point of view) body and frame construction compared to the BMW-designed monocoque Range Rover.
The lower, more aerodynamic body of the Sport coupled with the same engine and transmission gives it better high speed performance than the Discovery, with a top speed of 130 mph for the base version and 140 for the supercharged version.
Overall, the body design sheds some of the grace, simplicity, subtlety and refinement of the standard Range Rover, in favor of a more flashy, sporty appearance reminiscent of a Detroit concept vehicle. But it still succeeds in conveying "RangeRoverness" in a more compact sporty package. The Sport's interior (see below) is similarly more "sporty" than the standard Range Rover, with leather, wood and metallic finishing materials conveying the feel of a high performance machine.
Like the chassis and suspension, the standard 4.4 litre V8 engine comes directly from the Discovery 3/LR3. (After mid-2005 it also serves as the base engine for the standard Range Rover). This Jaguar-developed engine has been modified by Land Rover to optimize it for off road use, with better low speed torque characteristics and the ability to run at extreme angles. It is an aluminum alloy design with 4 valves per cylinder, developing 300 hp at 5,500 RPM and 315 lb-ft of torque at 4,000 rpm.
New for the Sport model (and also as an option for the standard Range Rover) is another Jaguar-derived power plant, a 4.2 liter supercharged version of the V8 which turns out 390 hp at 5,750 rpm and 400 ft-lb of torque at 3,500 rpm. Both engines unfortunately continue the Range Rover tradition of requiring premium unleaded fuel.
For Sport drivers who are less interested in sport and more in fuel economy, a more pedestrian diesel version is also offered. This uses a 2.7 litre turbodiesel.
The transmission for the new model is also directly from the Discovery -- a 6 speed ZF HP26 unit with normal, sport, and manual shift modes -- the latter being particularly useful in low range. On the supercharged model, a "positive torque" feature is added to enhance gearchanges. The transfer case, also from the Discovery, has an excellent low range ratio of 2.9 to 1 and an electronically controlled locking center differential. I am not sure yet whether the optional rear diff lock available on the Discovery will also be offered on the Range Rover Sport.
Land Rover's now-standard 4-wheel electronic traction control and Hill Descent Control systems are included on the new model. The latter is designed to limit speed and maintain controllability in steep downhill descents, by manipulating the throttle and ABS systems to achieve a target speed of 1.6 mph in low range. Also included is the new "Terrain Response" system that was introduced on the Discovery 3. A 5-position dial on the center console (photo at right courtesy of Stephan Schumacher) allows the driver to select the type of terrain being negotiated -- pavement, snow, mud, sand, or rocks -- and the computer adjusts such parameters as allowable slip on the traction control, suspension height, and gear ratio to optimize driveability, comfort and traction.
The LR3/Discovery 3 and Range Rover Sport can use the same wheels, but thte tire size on the Sport is a tad smaller, at 255/50R19, while the supercharged version has very low profile 275/40R20 tires. The Sport has special brakes to go along with its high speed abilities; the supercharged model uses bigger discs (both front and rear) in combination with special Brembo 4-piston calipers on the front. (Note that models with the Brembo brakes are not compatible with all wheel choices).
Suspension
Like the rest of the Sport's mechanicals, the suspension derives directly from the Discovery 3, but with some variations to optimize it for higher speed performance on road. This suspension was in turn derived from the Range Rover independent electronically controlled air suspension introduced in 2002, but uses double wishbones both front and rear (the Range Rover Mk III uses MacPherson struts in the front).
Like previous Range Rover air suspensions, it can be raised for off road use and lowered for convenient access. The controls for the suspension, high and low range selection, hill descent control, and terrain response are all grouped together at the rear of the center console -- see photos above and below. To improve on-road dynamics, the Range Rover Sport adopts a somewhat lower stance than the Discovery, resulting in a loss of ground clearance in all modes. On the Sport, the maximum ground clearance under the differentials is 8.9 inches, compared to 9.5 on the Discovery and 11 on the Range Rover. As a result, the ramp breakover angle is somewhat diminished at 25 degrees in off road mode, compared with 28 degrees on the other models. (Of course, 25 degrees is still much better than the average competitor -- for example a Jeep Grand Cherokee scores somewhere around 17 degrees). However as an added bonus, the Extended Profile mode last seen on the 4.0/4.6 has returned on the Sport, giving an extra 1.5 inches of clearance when teh computer senses that the vehicle is high centered. In this mode, the driver can hold the "up" switch on (for 3 seconds with a foot on the brake) for another 1.5 inches or 3 inches over the normal off road mode -- a total of almost 12 inches of clearance.
The use of cross-linking for both front and rear air springs when off road, allowing air to slosh rapidly between left and right, was pioneered on the Range Rover Mk III, copied on the Discovery 3 and is carried over to the Range Rover Sport. This has a highly beneficial effect -- softening the ride over bumps and maximizing ground contact force at the drooping wheel (thereby increasing traction).
Interior & Luxury Features
The Sport's interior is more "sporty" than the standard Range Rover, with grey and metallic colors dominating the leather and wood trim, to convey feel of a high performance machine.
As would be expected in any Range Rover, the Sport comes with a high level of luxury trim and features to make life easier for the driver. A premium navigation system similar to that in the standard Range Rover includes off-road features facilitating finding your way back from your off-road adventure. It incorporates an "advanced 4X4 information center" which displays information relevant to off-road driving such as the direction the wheels are pointed, the Terrain Response mode selected, and which wheels are in contact with the ground.
An available Personal Telephone Integration System includes voice-activated and steering wheel controls.
The 14-speaker, 550 watt Harmon Kardon Logic 7 sound system includes an in-dash CD changer, MP3-player interface, and separate controls for front and rear passengers allowing them to listen to different music.
On-Road Attributes & Performance
Range Rover engine power traditionally lags behind what is really needed to get to the head of the pack among SUVs. The Sport model is designed to address that deficit, and goes a good way towards doing so. The supercharged version can even keep up with a Jeep Grand Cherokee Overland on the dragstrip, getting to 60mph in 7.2 seconds, and is probably far better in overall handling. The 140 mph top speed of the supercharged model is impressive. The lesser engines are still no slugs -- the 4.4 litre V8 model has a top speed of 130, and a 0-60 time of 8.2 seconds, while even the diesel version can do 120, but is a bit more leisurely in acceleration, making it to 60 in 11.9 seconds.
In tune with the Range Rover Sport's on-road cachet, a clever new "adaptive cruise control" allows the driver to keep a set distance behind the vehicle in front. The smart steering system varies power assistance level and thereby steering "feel" according to speed. Dynamic Stability Control system helps keep the enthusiastic driver out of trouble by intervening to save your life when a wheel threatens to lift off the pavement while negotiating a bend at 130 mph. The system monitors cornering forces and senses when a wheel is about to lift off. It can apply corrective action such as limiting throttle input, activating or deactivating sway bars, and selectively applying braking forces to one or more wheels. The system also acts on the anti-sway bars to improve body control in corners; the bars are decoupled on the straights for greater ride comfort and off-road for maximum wheel articulation -- another advance in Range Rover suspension design innovation.It can be switched off if the driver prefers. Adaptive headlamps are connected to the steering so they can swivel to preview what is around the bend, like the old Citroen DS21 of the 1970's.
In an initial road test., the ride was reported to be superb at high speed, but a bit firm and fidgety on poor surfaces, indicating that the engineers have not yet mastered the art of providing the velvet ride quality of the Classic in an updated form, but this model is clearly aimed at the sports enthusiast who probably will not mind.
Off-Road Attributes and Performance
Off road ability is the one area where skeptics of the new Range Rover Sport may still need convincing. First the bad news: even though a vehicle might incorporate every technological aid known to man, in real-life off roading there is no substitute for adequate ground clearance. Here the Sport is slightly handicapped in comparison with Land Rover's traditionally excellent standards. As pointed out above, its clearance and ramp breakover angle do not compare favorably to previous Range Rovers and Land Rovers (we can leave out of consideration here the Freelander which, with its 7.3 inch ground clearance, came dead last in off-road ability in the 2002 Four Wheeler of the Year contest).
The good news is that in every area except ultimate clearance, the Sport has remarkably good off road attributes. It is built like a tank, as indicated by its massive weight, and the sturdy underpinnings will easily withstand the harsh treatment of real off road driving.
Approach and departure angles (34 and 29 degrees respectively) are very good, and the designers have done a great job of shaping the rear end so there are no protruding pieces such as an exhaust tip that will get broken off when exiting a deep ditch or washout. (Photo at left courtesy of Stephan Schumacher). Unfortunately, on the supercharged model you get bonus chrome exhaust tips that do protrude (see photo in "Overview" section above), but they could probably be removed. The spare tire is mounted under the rear end, and for serious off road trips one might want to move it so it won't get damaged. However it is notable that a full-sized spare is provided, in contrast to its competitors whic come with a space-saver version that you wouldn't like to have to use on a 4WD road -- in my experience the most likely place to et a flat. This highlights the difference between the Sport and the Cayenne and its ilk -- the latter do not have serious off-road capability.
Wheel travel is very respectable, and the various aids to traction such as the electronic traction control and the suspension cross-coupling are a big help. The various traction aids make it superior on slick mud, snow and ice, and all that horsepower is a real boon on sand. Measured by the standards of competing models such as a Jeep Grand Cherokee, the Sport is superior in all off road attributes and should have no problem leaving them in the dust (or mud). It will have even less trouble from the BMW and Mercedes pseudo-SUVs that are its main market competitors. Unlike them, it can even be ordered with a factory winch accessory! It is only when compared with the high standards set by other Land Rover vehicles that it falls slightly short.
Overall, it is heartening that the route taken by the Freelander was not followed in the Range Rover Sport. Compared to that vehicle, the new model is infinitely better off road, and only falls slightly short of its sister Range Rover and Discovery/LR3 models. Certainly, the average driver will be surprised at where it can go -- only experienced off-road drivers will occasionally run up against its ground clearance limitations in certain situations encountered on rocky trails, crossing berms and ditches, etc. For those wanting to further improve the off road performance of the Sport, it is good to know that the 255/55R19 Goodyear MT/R tires used on the Range Rover in Land Rover's recent G4 Challenge should fit perfectly. At this point it is unknown whether or when a winch will become available for the Sport -- stay tuned!
The Range Rover Sport brings to fruition the desire of Land Rover's corporate owner (Ford) to expand the number of models in the lineup and increase market share with a slightly smaller, more sporty luxury SUV. It is aimed squarely at the "sports car SUVs" such as the BMW X3 & X5, Mercedes ML, VW Touareg and Porsche Cayenne, with the idea of equalling their on-road performance while blowing them away in off-road capability. When a "Range Stormer" concept vehicle made the rounds of auto shows, everyone hoped that Ford would not debase the Range Rover name by using it on something with less than superior off road capabilities. (People buy Range Rovers because they know they are the best on and off road machines available -- like Ferrari buyers they may not explore the limits of those capabilities, but need to know they are there). As it turns out, Land Rover has done a creditable job, and the resulting vehicle is so impressive that thousands were ordered months before its mid-2005 availability date.
The Sport's reduced bulk gives it better highway performance than the Discovery, further enhanced by a sophisticated dynamic stability system. More exciting is the upscale version with a 4.2 liter supercharged version of the V8, developing about 400 horsepower and giving a zero to 60 time of about 7.2 seconds and a top speed of 140 mph. Even this version will not quite keep up with the fastest "poseur" SUVs from Porsche and Mercedes, but it's good enough to provide a serious alternative for those looking for something with real off-road capability. For the more economy-minded, a 2.7 liter diesel version is also available in most markets (not the US).
Overall, the Range Rover Sport seems to have achieved the design goals set for it, resulting in a compact package with superb high speed pavement performance and handling. Off-road capabilities are slightly compromised, but should still be adequate to leave the pretenders from BMW, Mercedes and Porsche stuck in the ditch.
The Range Rover Sport shares the Discovery 3's "integrated body-frame", with a full box section frame directly attached to a body that has almost unibody strength. This gives it serious off-road underpinnings combined with the body stiffness needed to reduce rattles and improve crashworthiness. About 6 inches has been cut out of the Discovery frame, making the Sport's wheelbase 108 inches, the same as the 4.0/4.6 Range Rover and about 7 inches shorter than the current model Range Rover.
The bulky, spacious Discovery body shape is replaced with a more compact, aerodynamic, lower-profile body that looks more like a Range Rover. The roofline slopes down towards the rear spoiler, and the use of black trim on the window pillars retains the "floating roofline" styling cue of the Range Rover. Other Range Rover cues include the clamshell bonnet/hood (which, however, has lost its castellation) and a high "command" seating position.
In spite of the 6 inch wheelbase reduction, overall length is only 2.4 inches (6 cm) shorter than the Discovery. And the Sport is actually 40 lbs (20kg) heavier, tipping the scales at 5468lb (2480 kg). Compared to the standard Range Rover, it is about 6.5 inches (15 cm) shorter and 90 lbs (40kg) heavier. This reflects the less efficient (from a strength to weight point of view) body and frame construction compared to the BMW-designed monocoque Range Rover.
The lower, more aerodynamic body of the Sport coupled with the same engine and transmission gives it better high speed performance than the Discovery, with a top speed of 130 mph for the base version and 140 for the supercharged version.
Like the chassis and suspension, the standard 4.4 litre V8 engine comes directly from the Discovery 3/LR3. (After mid-2005 it also serves as the base engine for the standard Range Rover). This Jaguar-developed engine has been modified by Land Rover to optimize it for off road use, with better low speed torque characteristics and the ability to run at extreme angles. It is an aluminum alloy design with 4 valves per cylinder, developing 300 hp at 5,500 RPM and 315 lb-ft of torque at 4,000 rpm.
New for the Sport model (and also as an option for the standard Range Rover) is another Jaguar-derived power plant, a 4.2 liter supercharged version of the V8 which turns out 390 hp at 5,750 rpm and 400 ft-lb of torque at 3,500 rpm. Both engines unfortunately continue the Range Rover tradition of requiring premium unleaded fuel.
For Sport drivers who are less interested in sport and more in fuel economy, a more pedestrian diesel version is also offered. This uses a 2.7 litre turbodiesel.
The transmission for the new model is also directly from the Discovery -- a 6 speed ZF HP26 unit with normal, sport, and manual shift modes -- the latter being particularly useful in low range. On the supercharged model, a "positive torque" feature is added to enhance gearchanges. The transfer case, also from the Discovery, has an excellent low range ratio of 2.9 to 1 and an electronically controlled locking center differential. I am not sure yet whether the optional rear diff lock available on the Discovery will also be offered on the Range Rover Sport.
Land Rover's now-standard 4-wheel electronic traction control and Hill Descent Control systems are included on the new model. The latter is designed to limit speed and maintain controllability in steep downhill descents, by manipulating the throttle and ABS systems to achieve a target speed of 1.6 mph in low range. Also included is the new "Terrain Response" system that was introduced on the Discovery 3. A 5-position dial on the center console (photo at right courtesy of Stephan Schumacher) allows the driver to select the type of terrain being negotiated -- pavement, snow, mud, sand, or rocks -- and the computer adjusts such parameters as allowable slip on the traction control, suspension height, and gear ratio to optimize driveability, comfort and traction.
The LR3/Discovery 3 and Range Rover Sport can use the same wheels, but thte tire size on the Sport is a tad smaller, at 255/50R19, while the supercharged version has very low profile 275/40R20 tires. The Sport has special brakes to go along with its high speed abilities; the supercharged model uses bigger discs (both front and rear) in combination with special Brembo 4-piston calipers on the front. (Note that models with the Brembo brakes are not compatible with all wheel choices).
Suspension
Like the rest of the Sport's mechanicals, the suspension derives directly from the Discovery 3, but with some variations to optimize it for higher speed performance on road. This suspension was in turn derived from the Range Rover independent electronically controlled air suspension introduced in 2002, but uses double wishbones both front and rear (the Range Rover Mk III uses MacPherson struts in the front).
Like previous Range Rover air suspensions, it can be raised for off road use and lowered for convenient access. The controls for the suspension, high and low range selection, hill descent control, and terrain response are all grouped together at the rear of the center console -- see photos above and below. To improve on-road dynamics, the Range Rover Sport adopts a somewhat lower stance than the Discovery, resulting in a loss of ground clearance in all modes. On the Sport, the maximum ground clearance under the differentials is 8.9 inches, compared to 9.5 on the Discovery and 11 on the Range Rover. As a result, the ramp breakover angle is somewhat diminished at 25 degrees in off road mode, compared with 28 degrees on the other models. (Of course, 25 degrees is still much better than the average competitor -- for example a Jeep Grand Cherokee scores somewhere around 17 degrees). However as an added bonus, the Extended Profile mode last seen on the 4.0/4.6 has returned on the Sport, giving an extra 1.5 inches of clearance when teh computer senses that the vehicle is high centered. In this mode, the driver can hold the "up" switch on (for 3 seconds with a foot on the brake) for another 1.5 inches or 3 inches over the normal off road mode -- a total of almost 12 inches of clearance.
The use of cross-linking for both front and rear air springs when off road, allowing air to slosh rapidly between left and right, was pioneered on the Range Rover Mk III, copied on the Discovery 3 and is carried over to the Range Rover Sport. This has a highly beneficial effect -- softening the ride over bumps and maximizing ground contact force at the drooping wheel (thereby increasing traction).
Interior & Luxury Features
The Sport's interior is more "sporty" than the standard Range Rover, with grey and metallic colors dominating the leather and wood trim, to convey feel of a high performance machine.
As would be expected in any Range Rover, the Sport comes with a high level of luxury trim and features to make life easier for the driver. A premium navigation system similar to that in the standard Range Rover includes off-road features facilitating finding your way back from your off-road adventure. It incorporates an "advanced 4X4 information center" which displays information relevant to off-road driving such as the direction the wheels are pointed, the Terrain Response mode selected, and which wheels are in contact with the ground.
An available Personal Telephone Integration System includes voice-activated and steering wheel controls.
The 14-speaker, 550 watt Harmon Kardon Logic 7 sound system includes an in-dash CD changer, MP3-player interface, and separate controls for front and rear passengers allowing them to listen to different music.
On-Road Attributes & Performance
Range Rover engine power traditionally lags behind what is really needed to get to the head of the pack among SUVs. The Sport model is designed to address that deficit, and goes a good way towards doing so. The supercharged version can even keep up with a Jeep Grand Cherokee Overland on the dragstrip, getting to 60mph in 7.2 seconds, and is probably far better in overall handling. The 140 mph top speed of the supercharged model is impressive. The lesser engines are still no slugs -- the 4.4 litre V8 model has a top speed of 130, and a 0-60 time of 8.2 seconds, while even the diesel version can do 120, but is a bit more leisurely in acceleration, making it to 60 in 11.9 seconds.
In tune with the Range Rover Sport's on-road cachet, a clever new "adaptive cruise control" allows the driver to keep a set distance behind the vehicle in front. The smart steering system varies power assistance level and thereby steering "feel" according to speed. Dynamic Stability Control system helps keep the enthusiastic driver out of trouble by intervening to save your life when a wheel threatens to lift off the pavement while negotiating a bend at 130 mph. The system monitors cornering forces and senses when a wheel is about to lift off. It can apply corrective action such as limiting throttle input, activating or deactivating sway bars, and selectively applying braking forces to one or more wheels. The system also acts on the anti-sway bars to improve body control in corners; the bars are decoupled on the straights for greater ride comfort and off-road for maximum wheel articulation -- another advance in Range Rover suspension design innovation.It can be switched off if the driver prefers. Adaptive headlamps are connected to the steering so they can swivel to preview what is around the bend, like the old Citroen DS21 of the 1970's.
In an initial road test., the ride was reported to be superb at high speed, but a bit firm and fidgety on poor surfaces, indicating that the engineers have not yet mastered the art of providing the velvet ride quality of the Classic in an updated form, but this model is clearly aimed at the sports enthusiast who probably will not mind.
Off-Road Attributes and Performance
Off road ability is the one area where skeptics of the new Range Rover Sport may still need convincing. First the bad news: even though a vehicle might incorporate every technological aid known to man, in real-life off roading there is no substitute for adequate ground clearance. Here the Sport is slightly handicapped in comparison with Land Rover's traditionally excellent standards. As pointed out above, its clearance and ramp breakover angle do not compare favorably to previous Range Rovers and Land Rovers (we can leave out of consideration here the Freelander which, with its 7.3 inch ground clearance, came dead last in off-road ability in the 2002 Four Wheeler of the Year contest).
The good news is that in every area except ultimate clearance, the Sport has remarkably good off road attributes. It is built like a tank, as indicated by its massive weight, and the sturdy underpinnings will easily withstand the harsh treatment of real off road driving.
Approach and departure angles (34 and 29 degrees respectively) are very good, and the designers have done a great job of shaping the rear end so there are no protruding pieces such as an exhaust tip that will get broken off when exiting a deep ditch or washout. (Photo at left courtesy of Stephan Schumacher). Unfortunately, on the supercharged model you get bonus chrome exhaust tips that do protrude (see photo in "Overview" section above), but they could probably be removed. The spare tire is mounted under the rear end, and for serious off road trips one might want to move it so it won't get damaged. However it is notable that a full-sized spare is provided, in contrast to its competitors whic come with a space-saver version that you wouldn't like to have to use on a 4WD road -- in my experience the most likely place to et a flat. This highlights the difference between the Sport and the Cayenne and its ilk -- the latter do not have serious off-road capability.
Wheel travel is very respectable, and the various aids to traction such as the electronic traction control and the suspension cross-coupling are a big help. The various traction aids make it superior on slick mud, snow and ice, and all that horsepower is a real boon on sand. Measured by the standards of competing models such as a Jeep Grand Cherokee, the Sport is superior in all off road attributes and should have no problem leaving them in the dust (or mud). It will have even less trouble from the BMW and Mercedes pseudo-SUVs that are its main market competitors. Unlike them, it can even be ordered with a factory winch accessory! It is only when compared with the high standards set by other Land Rover vehicles that it falls slightly short.
Overall, it is heartening that the route taken by the Freelander was not followed in the Range Rover Sport. Compared to that vehicle, the new model is infinitely better off road, and only falls slightly short of its sister Range Rover and Discovery/LR3 models. Certainly, the average driver will be surprised at where it can go -- only experienced off-road drivers will occasionally run up against its ground clearance limitations in certain situations encountered on rocky trails, crossing berms and ditches, etc. For those wanting to further improve the off road performance of the Sport, it is good to know that the 255/55R19 Goodyear MT/R tires used on the Range Rover in Land Rover's recent G4 Challenge should fit perfectly. At this point it is unknown whether or when a winch will become available for the Sport -- stay tuned!
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