No, Land Rover, I don't want to go to Santa Clara, Hayward. After I input the address (slowly, as the system can't keep pace with my typing), I'm given odd city choices for my destination of Santa Clara, CA. Emme Hall/Roadshowįirst, there is no one-box entry for navigation, so I'm stuck adding the city, then street, then house number. The maps may look nice, but they aren't the easiest to use. Trade those 22-inch wheels for some smaller 19s wrapped in some aggressive rubber and the Range Rover will legitimately take you most anywhere in the world. A selectable terrain response system adjusts throttle and transmission points for Grass/Gravel/Snow, Mud/Ruts, Sand and Rock Crawl.
Those aren't Jeep Wrangler Rubicon numbers but still, nothing to sneeze at, especially for a luxury SUV. Approach, departure and breakover angles are 34.7, 29.6 and 26.1 degrees respectively when raised to off-road height.
RANGE ROVER DRIVE PRO PACKAGE PLUS
For a vehicle with a 10-foot plus wheelbase, the off-road geometry is pretty great. The Range Rover is equipped with air suspension that lowers for easy entry and exits, and can be raised up 3 inches for any off-pavement excursions. I left the stop/start feature on to help conserve fuel and, aside from a few instances of a heavy right foot, kept the pace on the slow side, resulting in 16.9 mpg during my week with the car. The Land Rover gets an EPA fuel rating of 16 mpg in the city, 21 mpg on the highway and 18 mpg combined, numbers that are pretty much in line with the Cadillac Escalade and the Lincoln Navigator long wheelbase. However serene the ride may be, you'll predictably pay for it at the pump. Everything from the buzzing motorcycles lane splitting on the highway to the overly loud bass pouring out of some teenager's car at a light is kept far from my ears, resulting in a calm commute. Sealed up in the cabin, it's as if nothing can touch me. Folks seem to stay out of my way on the crowded streets, and the high seating position gives me an excellent view of the cars blocking the intersection ahead.
Regardless of its size - or perhaps because of it - I feel supremely safe in the Rover. The Range Rover gets an array of new electronics, to varying degrees of success. I've never been one for overly large vehicles, and piloting a 17-foot-long, 6-foot-tall gargantuan SUV through the crowded city streets of San Francisco is akin to steering an elephant around an ant farm. My tester for this review is a slightly-less spendy Supercharged trim. Prices start at $87,350, which seems downright cheap when compared to the SVAutobiography's starting price of $207,900. Though there is easily room for three rows of seats, the Range Rover only comes with two. The Rover is available in standard or long wheelbase specification, and all models are four-wheel drive and feature an eight-speed automatic transmission. A plug-in hybrid P400e joins the fray in 2019. The base model and HSE are available with a 3.0-liter supercharged or turbodiesel V6, while a 5.0-liter supercharged V8 is on tap for the Supercharged, Autobiography and SVAutobiography Dynamic trims. Translation: it's the biggest, baddest, most expensive Land Rover you can buy. The Range Rover is the ne-plus-ultra of the Land Rover lineup. No, your average Range Rover shopper probably won't be making many Ikea runs unless it's to outfit their progeny's Ivy League dorm room, but it's nice to know it's up to the task.
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