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The Range Rover Sport now makes more sense than it used to in Plug-in Hybrid form. This P460e version could now be used on battery power for general suburban trips on a regular basis - which could be all the incentive you need to consider one. There's still nothing quite like it.
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Driving experience
The Range Rover Sport Plug-in Hybrid offering was well worth avoiding with the previous generation car but now offers a more sensible alternative to DERV - and perhaps also to the full-EV version, which hadn't yet been launched at the time of this test. That's mainly because the PHEV engine now has six rather than four cylinders and there's a vastly larger 38.2kWh battery. To give you some perspective, that's bigger than the battery fitted in some small full-EVs (!) and of course it enormously improves this car's EV range (quoted at 73.3 miles - think 50 in the real world). As usual with Land Rovers, the model names designate horsepower. The main 3.0-litre PHEV unit (which we tried and liked last month in a Range Rover) is badged 'P460e' and makes 62mph in 5.5s en route to 140mph. With plush spec, there's also a fractionally faster P550e version of the same unit.
Whichever variant you choose, it should feel sharper to drive than the original PHEV model thanks to a body structure now 35% stiffer than before, offering what Land Rover claims is 'sportscar levels of stiffness'. Plus the dual chamber air suspension has been designed to limit cornering body roll - and pitch under acceleration. An optional 'Stormer' handling pack adds 'Dynamic Response Pro anti-roll control', plus rear wheel steering, torque vectoring by braking and 'Adaptive Dynamics' adaptive damping with Bilstein monotube dampers.
As before, the Range Rover Sport is unrivalled off road, with intelligently variable all-wheel drive and 'Terrain Response' with six settings. The air springs can offer a 135mm ride height increase, water up to 900mm deep can be forwarded and 45-degree gradients attempted. The vulnerable PHEV battery does limit it a bit in extremis compared to the conventionally-engined versions though.
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Design and build
Apart from the badgework and the extra charging flap, there's nothing to instantly identify this P460e model as a PHEV. You'd instantly identify this as a Range Rover Sport, though on closer inspection, this third generation model is a good deal more sophisticated to look at. It's a fraction under five-metres long, with a silhouette featuring three defining lines. There's the roof, which slopes downwards into a big rear spoiler; an angled waistline with flush fitting for the door handles and glass; and a lower line that sweeps upwards. Up-front, the grille is slimmer than that of the previous model and the LED headlamps are the narrowest ever fitted to a Land Rover model. Out back, it's particularly striking, with a visor-like screen and tail lamps with smart red OLED embedded strips.
Inside, there's a more focused and immersive cockpit design than you'd get in a full-fat Range Rover, though all the technology is much the same. You sit 20mm lower and the steering wheel is smaller. A high centre console flows into a curved 13.1-inch central infotainment touchscreen, complemented by a 13.7-inch digital instrument binnacle. There are some lovely touches too, like the way that the speakers for the Meridian sound system can be covered with textiles.
More space for leg room has been freed up in the back thanks to a 75mm-longer wheelbase. And the cargo bay isn't noticeable affected by the PHEV installation, dry-rated at 647-litres, extendable to 1,491-litres with the rear bench (electrically) folded.
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Market and model
At the time of our test, Range Rover Sport P460e pricing sat in the £982,000 to £104,000 bracket. There's a premium of around £6,000 over the more conventional mild hybrid D300 diesel. And a choice of three trim levels - 'SE', 'Dynamic SE' and 'Autobiography'. It's worth pointing out that the cheapest PHEV Range Rover Sport is around £10,000 more than the cheapest PHEV versions of the Cayenne, the Q8 or the X5.
The 'SE' trim level includes 21-inch wheels, Pixel LED headlamps, smart 'Windsor' leather upholstery and 20-way front seat adjustment, with all that embellished on the 'Dynamic SE' version by a sportier-looking 'Dynamic Exterior Pack' and 'Satin Dark Grey' wheel finishing. If you can stretch to the plush 'Autobiography' trim level, Land Rover adds 22-inch wheels, advanced Digital LED headlights, softer Semi-Aniline leather upholstery, a Meridian 3D Surround Sound System and 22-way front seat adjustment with winged headrests.
You'd expect a high standard of drive assist and safety tech for a near-six-figure sum; well in a market where rivals are increasingly offering ever-more sophisticated semi-autonomous drive systems, the drive assist stuff on offer here isn't really cutting-edge. But there's all the camera safety stuff you'd expect. Including Emergency Braking, Lane Keep Assist, Blind Spot Assist, Traffic Sign Recognition and a Rear Traffic Monitor that warns you of oncoming traffic when reversing out of spaces. If you want more, there's an optional 'Driver Assist Pack', which gives you Adaptive Cruise Control with Steering Assist, a Rear Collision Monitor (which flashes the lights at vehicle approaching you too fast from behind), Occupant Protection Assist (which prepares the cabin to withstand an impact if a crash is inevitable) and 'Driver Condition Response', (which will keep the vehicle in its lane and try and re-engage the driver if he or she is taken ill at the wheel).
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Cost of ownership
The P460e returns the usual unrealistic fantasy-land three-figure fuel return common to all PHEVs (in this case 382.4mpg) and a tax-beating 17g/km of CO2 (putting the car in the 5% BiK bracket), while the 38.2kWh battery is supposed to manage up to 73.3miles of EV range. It's 362.2mpg, 18g/km and 71.5 miles for the faster P550e. Take those mileage figures with a pinch of salt by the way, as Land Rover admits via a caveat on their website stating that in real-world driving, you should expect up to 54 miles of range. What about PHEV battery replenishment? Well rapid charging capability of up to 50kW is now included, which means an 80% charge will occupy under an hour. Use a home wallbox and a full charge will take around five hours. It'd be a yawning 15 hours from a domestic plug. On the move in a 'Sport' PHEV, there's a choice of full-electric mode, plus a default Hybrid setting and a 'Save' option, which defers electric charge for when you might need it later in your trip.
In any Range Rover Sport, getting anywhere close to the quoted efficiency figures will obviously require frequent engagement of the most frugal of the provided drive modes - 'Eco'. And you'll need to keep a close eye on the centre screen's 'Eco Data' section, which grades you on the efficiency of your driving style, shows you the energy impact of various features, gives you (mostly self-evident) eco 'tips' and offers a graphical 'History' consumption screen.
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Summary
We still can't help thinking that the Range Rover Sport works best with a 3.0-litre diesel, but this much improved PHEV model is now at last properly credible alternative to the DERV version. There are a few issues here - the extra weight, the slight off-road prowess compromise and the much higher price - but if you can live with all that, there's lots to like.
We also can't help thinking that right here, right now, a P460e Range Rover Sport might be a better bet for many owners than the much-trumpeted all-electric version that Land Rover has developed. Which is not what we thought we'd be saying a few years ago. But times change and the Range Rover Sport has changed with them.
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