The production LRX would target the likes of the upcoming BMW X1 and Audi Q5 (and potentially the Porsche Roxster), while offering a range of eco-friendly engine options that help Land Rover reduce its overall environmental impact. Such powertrain possibilities could include a 2.2-liter diesel and 3.2-liter gasoline inline-six with the potential for start-stop technology and even a hybrid system. Although the Freelander Sport would be oriented towards on-road driving dynamics, we wouldn’t expect it to compromise the brand’s legendary off-road prowess as much as recent offerings from Jeep. Reports place the production LRX on the road as early as 2010, and we hope much of the show car’s dramatic styling would remain in place as the Land Rover rides the rocky road from concept to production.

The concept is built on a cut-down LR2 platform, but Land Rover insiders say that a production version would get a unique chassis. The LRX is some 6 inches shorter and 7.5 inches lower than an LR2, but the wheelbase is about the same. The vehicle has four-wheel drive, hill descent control, and Land Rover’s Terrain Response System, the latter adding a lower-emissions Eco mode. Land Rover has not yet released details about the LRX’s powertrain, saying only that it uses technologies from 2006’s Land_e concept. Although it would be off-road capable, the vehicle is designed with more of an on-road bias than any current Land Rover.

Land Rover unveils a vision of its future at the NAIAS (Detroit Show) in January 2008, with the world debut of the LRX concept – a bold evolution of Land Rover design that signals the brand’s shift into new areas of the market, while remaining true to its core values. As the company prepares to celebrate its 60th anniversary during 2008, the three-door LRX, with its more compact size, lighter weight and sustainability-focused technologies, clearly addresses the needs of a changing world.

“The LRX concept delivers the powerful message that we are as serious about sustainability as we are confident about the continuing relevance and desirability of our vehicles,” says Phil Popham, Land Rover’s managing director. “LRX is in every respect a Land Rover, but it’s a very different Land Rover.

“LRX has unmistakable Land Rover design and the breadth of capability that you’d expect from our vehicles. But it carries those essentials into a segment where the brand has never been before, and with a proposed level of efficiency that would make it one of the cleanest vehicles in its class. It is Land Rover’s way of affirming the brand’s responsible approach to future product development. At this stage, LRX is purely a concept, designed to help us develop our thinking as well as gauge customer reaction – but this feels like a hugely exciting direction to take.”

Compact and Premium

LRX is described as a cross-coupé and dramatically extends the scope of what Land Rover represents. Though smaller than the Freelander 2 / LR2, LRX was conceived as a premium car, designed to appeal to new customers in the luxury and executive sector – those who want many of the benefits of a 4×4 and the presence of a larger vehicle, but in a more compact package.

The first all-new Land Rover revealed since Gerry McGovern became the company’s design director, LRX is a natural extension of the Land Rover range, complementing the existing models and helping to define a new segment. Its many recognisable Land Rover design cues include bold new interpretations of the signature clamshell bonnet, the floating roof and the solid ‘wheel-at-each-corner’ stance.

“LRX is a design born out of passion for the brand, but it is different, relevant, engaging and exciting – because Land Rover has never built ordinary cars,” says Gerry McGovern. “LRX has a highly desirable identity and the design alludes strongly to its capability, while clearly underlining our forward-looking philosophy – it’s a Land Rover that would be comfortable on Bond Street or Fifth Avenue, but wouldn’t flinch at getting its wheels dirty.”

Its compact size is one of its greatest assets, which will appeal to anyone who wants the versatile ability of an agile 4×4 with the cachet of the Land Rover name. In addition, its lower weight and the reduced aerodynamic drag resulting from the smaller frontal area give significant gains in fuel efficiency and reduced CO2 emissions.

The LRX concept also adopts intelligent power management systems and other technologies first shown by Land Rover in the Land_e concept in 2006. Further details of LRX’s powertrain and sustainability technologies will be released at the Detroit Show.

Extending ‘Breadth of Capability’

The positioning of LRX could be described as moving subtly from traditional SUV to crossover, with its more car-like appearance and dynamics that are sportier and on-road biased. But while its character is underlined by excellent agility, handling and performance, LRX also promises the widest breadth of capability in the class. To help achieve this, it has full-time four-wheel drive and Hill Descent Control, as well as a special version of Land Rover’s acclaimed Terrain Response system, to optimise traction on difficult surfaces ranging from icy roads to wet grass, gravel and snow. But to reflect LRX’s on-road bias, Terrain Response also gains a new ‘Eco’ mode for lower emissions during urban driving.

The design of LRX was developed entirely in-house, driven by a passion to create a car that truly represents Land Rover’s future thinking. It has a very dynamic profile, with a distinctive taper to the floating roofline and a muscular shoulder running the length of the car, accentuated by the rising beltline. The glazing wraps right around LRX, with no exposed pillars, creating a bold design graphic. The architectural structure of the upper body can be glimpsed through the windows and roof – echoing some of the best contemporary buildings.

Pushing the wheels out to the four corners helps give the car its purposeful stance, and its front-end design makes a powerful and instantly recognisable statement of Land Rover’s identity. There are new interpretations of Land Rover’s traditional clamshell bonnet, distinctive headlamps, jewel-like, tapering blade indicator clusters front and rear, and subtle side vents. LRX’s wheelarches are wide but softly integrated, housing 20-inch alloy wheels.

The carefully sculpted corners dramatically reduce the car’s visual overhangs front and rear. With its perforated two-bar grille, door releases concealed in the car’s shoulders and graphic details ‘punched out’ of the smooth body surfaces rather than overlaid on them, LRX is beautifully proportioned and elegantly simple – but very dramatic and distinctive.

Impeccable, Premium Interior

The interior of the LRX concept clearly demonstrates how a compact Land Rover can still be roomy, practical, versatile – and sophisticated. The impeccably executed cabin features a combination of soft leathers in rich tan and dark chocolate, with polished aluminium details.

The ‘fast’ sloping architecture of the centre console reflects LRX’s sporty dynamics, as does the distinctive binnacle over the instrument cluster. The electronic display uses ‘floating’ LCD graphics to create a three-dimensional look that can be personalised for different drivers, as well as interacting with LRX’s touch-screen display.

The instrument graphics present data in layers depending on their level of importance, to give maximum relevant information with minimum distraction. When appropriate, displayed information transfers between the main instrument cluster and the touch screen. Further adding to LRX’s involving personality, the different drivetrain modes are matched by changes in the cabin’s background lighting colour – green in economy, red in sports and blue in standard mode.

Clever Use of Space

Although LRX is compact, clever use of space makes it impressively roomy, and many neat design touches maximise its practicality. A second touch-screen area gives a fully interactive display and control for LRX’s iPhone docking facility. On either side of the horizontally-split, power-operated tailgate, removable and power-adjustable speakers include an iPod docking station. There is also a coolbox, plus a bottle chiller that can be clipped to the lowered tailgate. This also has integral aluminium cupholders between two padded seating areas, for a new twist on the idea of a traditional Land Rover tailgate lunch.

Every interior design detail combines to maximise both actual space and the feeling of space. The clear roof is supported by a ’spider’ frame running into the A-pillars, and the rear quarter pillars have glazed apertures for improved visibility and a lighter feel in the cabin.

LRX’s distinctive seats ‘float’ on individual plinths and have open frameworks to reinforce the impression of light, airy interior space – while also creating useful under-seat and under-floor stowage areas. The clever, powered mechanism of the seat backs maximises interior flexibility and helps create a large, flat storage area when needed, complete with multiple tie-down options. The generous load space and through-loading option also help accommodate bikes, skis or surfboards.

“Flexible load-carrying capacity is fundamental to the concept of LRX,” says Gerry McGovern. “With this car, we’ve interpreted the idea of Land Rover ‘breadth of capability’ to be more about versatility and on-road dynamics than about ultimate off-roading. This meets the needs of the new customers that we believe would be attracted by this type of car; they will not only appreciate LRX’s flexibility, but will also recognise that it has been packaged with the highest levels of precision.”

Sustainable Product Design

The structures of the seats and instrument panel are elegant enough to be left exposed – one novel approach that Land Rover’s designers have taken to reduce vehicle weight. Another example is replacing the glass for the side windows and roof with polycarbonate, which is around 40% lighter.

Even the choice of premium-quality trim materials reflects Land Rover’s deep thinking about sustainability, with vegetable-tanned leather (chromium-free, so better for recycling), extensive use of aluminium (both lightweight and readily recyclable) and carpeting made of felt from sustainable sources. And the luxurious, vanilla-coloured ‘fine suede’ on the door inserts and headliner is a 100% recycled material made from used plastic bottles.

While not as awe-inspiring as the Audi R8 V12 TDI or the Mazda Furai, Land Rover’s LRX Concept still made waves in Detroit. Photos and details of the LRX were let loose a month ago, so we weren’t too surprised at what was under the tarp. From afar, the 2-door mini-ute doesn’t necessarily look impressive, but a closer look reveals some amazing details.

Take for instance the “LRX” logo engraved in the tire tread, or the “Land Rover” inscribed taillights. And of course there’s the interior, which lights up differently depending on how the vehicle is being used. Perhaps more importantly is what the LRX as a whole represents for the Land Rover brand. Future models will likely take on planet-saving characteristics of the LRX including reduced weight, improved fuel efficiency, and reduced CO2 emissions. Take a look at the live photos in the gallery below or follow the jump for the press release from Land Rover.

Land Rover’s LRX concept for the Detroit Auto Show is a radically smaller, two-door crossover/coupe. Of course, the company is not saying it will build the LRX, but clearly Land Rover would like to add a smaller, more urban, and – most importantly – more environmentally friendly vehicle to its lineup. As Land Rover managing director Phil Popham put it: “This feels like a hugely exciting direction to take.”

The concept is built on a cut-down LR2 platform, but Land Rover insiders say that a production version would get a unique chassis. The LRX is some 6 inches shorter and 7.5 inches lower than an LR2, but the wheelbase is about the same. The vehicle has four-wheel drive, hill descent control, and Land Rover’s Terrain Response System, the latter adding a lower-emissions Eco mode. Land Rover has not yet released details about the LRX’s powertrain, saying only that it uses technologies from 2006’s Land_e concept. Although it would be off-road capable, the vehicle is designed with more of an on-road bias than any current Land Rover.

The styling is an evolution of the current Land Rover design language, reinterpreting cues such as the “floating roof” (blacked-out pillars), clamshell hood (here with the corners angled off), and round headlights (LEDs here, with projector beams at the center). The sloping roofline and rising beltline are departures for the brand, while the two-piece tailgate is a traditional Land Rover element.

A clear roof with exposed structure brightens the interior. The roof and side glass are polycarbonate, which Land Rover claims is 40 percent lighter than glass. The leather seats (for four) seem to float above the floor, which is illuminated with rows of lights. The brown leather is accented with cream cloth that is made from recycled materials.

Concept vehicles are rare at Land Rover. In the words of design director Gerry McGovern, “Concept cars tend to be things we’re serious about.” With the sale of the company imminent, it will be Land Rover’s new owners who decide whether the LRX turns out to seriously portend a new type of Land Rover.

The Range Rover Sport is a large luxury SUV produced by British automaker Land Rover since the summer of 2005. It shares its platform with the Land Rover Discovery (LR3 in North America) rather than the larger Range Rover. Land Rover calls the vehicle a sports tourer.

The Land Rover Range Rover Sport is a premium SUV that represents a shift in focus for this SUV-oriented luxury brand. While traditional Land Rover models have combined unbeatable off-road performance with the amenities of a luxury sedan, the Range Rover Sport represents Land Rover’s first entry into the burgeoning high-performance SUV arena. It is designed to offer sporty road manners and traditional Land Rover luxury without completely sacrificing the go-anywhere abilities of other Land Rover models.

Despite its name, the Land Rover Range Rover Sport is actually a modified and shortened version of the Land Rover LR3. As such, the Sport is the smallest and most nimble SUV in the company’s lineup. Overall, it is an enjoyable and luxurious vehicle to drive as well as look at. Shoppers seriously interested in getting maximum on-road performance out of an SUV would probably be better served by a few of this Land Rover’s competitors, however, as they are able to deliver better acceleration and handling.

It slots below the Discovery/LR3 in size and has seating for five. The top-level Sport is powered by a supercharged 390 PS (287 kW/410 hp) 4.2 L AJ-V8, making it the second most powerful vehicle in the company’s history except for the larger Range Rover Vogue SE supercharged (450 bhp (336 kW), 420 ft·lbf (569 N·m)).

A normally-aspirated 4.4 L version is available with 300 PS (220 kW/295 hp) Despite the extra horsepower that the Range Rover has over the Sport model the sport has a slightly higher top speed standing at an electronically limited 130 mph (209 km/h) but in a sprint the range rover is actually quicker with acceleration both also support brembo brakes at the front to improve stopping distances due to the heavy weight of the luxury vehicles.

The TDV6 turbodiesel engine of 190 hp is available outside the North American market. All models have six-speed automatic transmissions and fuel capacities of about 88 liters. The Premier Automotive Group claims the Range Rover Sport can wade 70 cm (27.6 in) of water.

The Range Rover Sport made the Premier Automotive Group the target of a protest by Greenpeace in 2005. The protesters infiltrated an assembly facility and temporarily delayed production of the vehicle. Greenpeace quoted issue with contributions to greenhouse gas emissions, and by extension, global warming, that would result from the vehicle’s (relatively inefficient) combustion of hydrocarbons.

The EPA estimates for the car are 14 mpg (U.S.) (17 L/100 km) city/19 mpg (U.S.) (12 L/100 km) highway, and a combined total of 16 mpg (U.S.) (15 L/100 km). (Although it must be noted that this test was carried out on the Supercharged version of the car, and was conducted on a racing track. Under these circumstances, the cars MPG would have been lower than it would have normally achieved when in use on normal roads.) however it is often seen on particular cars trip computers that the average combined mpg can often sink as low as 10 mpg (U.S.) (24 L/100 km) or 11 mpg (U.S.) (21 L/100 km).

The Range Rover Sport made its first appearance late in 2004, as a concept vehicle called Range Stormer. This was a bright orange, low-slung, 3-door, that hinted very heavily at the styling of the new model. When the production model was released, it had morphed into a five-door, was not much shorter than the standard Range Rover, and its styling was much less radical, although still identifiable with the concept model. This disappointed many people, though it is still selling well. It is questioned, however, whether this model will actually add sales, or simply cannibalise the Range Rover’s sales.

Contrary to popular belief caused by its “sport” tag and styling, the vehicle still employs the off-road systems of the Discovery / Range Rover. Its off-road capabilities were used on the British motoring show Top Gear, when Jeremy Clarkson had a skirmish of manouverability in one with a Challenger 2 tank on Salisbury Plain.

The 2007 Range Rover Sport is a 4-door, 5-passenger luxury sport-utility, available in two trims, the HSE and the Supercharged.

The Freelander, wholly designed by the Rover Group after early talks of a co-operation with BMW resulted in disinterest from the German side. Despite this, BMW secretly proceeded with their BMW X3, inspired by the Freelander prototype. It came off the production line in late 1997. It rapidly became the best selling compact 4×4 in Europe, outselling the BMW X3, as well as many other small “off-roaders”.

There are a variety of models, based around 5-door station wagon and 3-door softback, hardback, and commercial versions.

1.8-litre Rover K-Series petrol (1997-2006), badged as ‘1.8i’
2.0-litre Rover L-series diesel (1997-2001), badged as ‘Di’
2.0-litre BMW TD4 diesel (2001-2006), badged as ‘TD4′
2.5-litre Rover KV6 Engine petrol (2001-2006), badged as ‘V6′

Manual gearboxes dominated the early models, but automatic Tiptronic-style gearboxes became increasingly popular and were standard on the V6.

The marketing puts much emphasis on the offroad heritage of the Land Rover marque. While the first-generation Freelander was considered quite capable off-road, earning its credentials in the Camel Trophy and Land Rover G4 Challenge, it represented a compromise. It did not have a low range gear selection nor a locking differential, as found on larger Land Rover models.

The first-generation was, however, the first Land Rover to feature hill descent control. This system, plus the capable off road Traction Control system used the ABS to control individual brakes and keep driving under control in offroad situations.

The new Freelander 2 debuted at the 2006 British International Motor Show. While the new model retained the Freelander nameplate in Europe, it was to be marketed as LR2 in North America (mirroring the marketing of the new third-generation Land Rover Discovery as LR3). Preceding the official debut, a private presentation at the Kensington Roof Gardens had been held for journalists, featuring celebrity tennis player Maria Sharapova. The new “2008″ LR2 is now on sale in the United States for a base price of US$34,700.

The second generation Freelander is based on the Ford EUCD platform, which itself is based on the Ford C1 platform. The EUCD platform is also used by the new Ford Galaxy, Ford S-MAX and Volvo S80, and will be used by more upcoming vehicles from Ford and Volvo. The engine range is all-new for Freelander, featuring transversely-mounted 3.2 I6 engine of the Volvo SI6 series, which first debuted in the new Volvo S80, as well as the 2.2 DW12 common rail turbodiesel engine, co-developed by Ford and PSA.

Unlike previous Land Rovers, this car will be manufactured alongside the Jaguar X-Type at Halewood, near Liverpool. The new Freelander features improved ground clearance and promises greater off-road capabilities, closer to other Land Rover models and significantly above those of rivals such as BMW and Audi. It has a much improved quality interior with more features as standard.

It combines invigorating dynamic ability with outstanding comfort and refinement. Land Rover calls it a “sports tourer”. This reflects its ability effortlessly to cover long journeys quickly and comfortably, and yet also to deliver sharp handling and exhilarating performance. Its on-road prowess is complemented by class-leading off-road capability.

The top-line version uses a 287 kW (390 bhp SAE) Jaguar-derived supercharged V8 engine and has a top speed of 225 km/h (140 mph), electronically limited. It is the fastest and best-accelerating vehicle that Land Rover has ever made. A normally aspirated V8 and advanced turbodiesel V6 are also available (diesel not available in North America and some other markets).

“The Range Rover Sport is an additional, fifth nameplate for the Land Rover brand,” says managing director Matthew Taylor. “It competes in the growing performance SUV market, but is different from all rivals.

“It is a sports tourer that offers the excitement of a performance car but with the versatility and go-anywhere ability of a Land Rover. Unlike rivals, its high performance doesn’t stop when the road gets rough – or runs out. It is an outstanding four-wheel-drive off-roader, as you’d expect from Land Rover. And on road, compared with its rivals, we believe it is less frenetic, more refined and more comfortable. It all adds up to the broadest range of capability in its class.

“It also perfectly complements the existing Range Rover – the most complete luxury SUV. It will be priced between the Discovery 3/LR3 and the Range Rover in the Land Rover product range.”

Refined, High-Performance Engines

The top Range Rover Sport model uses a 4.2-litre supercharged 287 kW(390 bhp SAE) V8 engine. Derived from the renowned engine used in Jaguar performance models, it has been specially developed for Land Rover needs. Maximum torque is 550 Nm (410 lb ft), and power and torque are fed, full-time, to all four wheels through a ZF six-speed “intelligent shift” automatic gearbox. The transmission features sport programming and Land Rover’s Command Shift, which offers manual control of gear changes. Low range is electronically selectable “on the move”, for tough off-roading.

Other engines offered are the Jaguar-derived 220 kW (300 bhp SAE) 4.4-litre normally aspirated V8 and the advanced new 2.7-litre 140 kW (190 bhp) turbodiesel V6, which produces a healthy 440 Nm of effortless torque. They use the same six-speed ZF automatic gearbox and the same full-time four-wheel-drive system as the supercharged model. Other high-technology features of the powertrain include an electronically controlled centre differential, which improves the vehicle’s handling both on-and off-road.

Tuned For On-Road Performance, But Class-Leading Off-Road

The new Range Rover Sport is the best “driver’s vehicle” that Land Rover has ever made. The company’s new and unique Integrated Body-frames structure, first seen on the Discovery 3/LR3, has been tailored for the Range Rover Sport. To reinforce the vehicle’s sporty character, and improve agility, the wheelbase is 14 cm (six inches) shorter. The fully independent, air-sprung suspension has also been tuned for exhilarating on-road performance. Minimum body-roll and maximum driver feedback were priorities. Double wishbone suspension front and rear – as typically featured on the world’s leading sports cars – is used.

A new Land Rover technology, Dynamic Response, further reduces roll and improves handling. This computer-controlled active anti-roll system senses cornering forces and then acts to reduce lean. It’s one of the key reasons why this powerful SUV has the agility and handling of a much smaller sporty vehicle. It is standard on the supercharged model, and optional on other versions.

In keeping with its “driver’s pedigree”, much work on the chassis tuning of the Range Rover Sport was undertaken at the rburgring race circuit in Germany, in addition to the extensive and rigorous on-road and off-road Land Rover development programme. On the supercharged version, four-piston race-bred Brembo front brakes help give superb braking ability.

In addition to its inspiring on-road performance, the Range Rover Sport is exceptionally competent across all terrains, from packed snow to boulders. Land Rover’s highly effective new Terrain Response system, which made its production debut on the new Discovery 3/LR3, is standard on all models. It allows the driver to choose one of five terrain settings via a pop-up rotary control on the centre console. Terrain Response then automatically selects (or guides the driver to select) the most appropriate settings for the vehicle’s many advanced electronic controls and traction aids – including ride height, engine torque response, Hill Descent Control, electronic traction control and transmission settings.

High-Speed Luxury. Packed With Technology

The Range Rover Sport is one of the most aerodynamic of all SUVs. Although packed with recognisable Range Rover cues, it is stylistically different in many ways. The windscreen is more steeply raked, the roofline is lower and sloped, the glass is flush fitting, the characteristic Range Rover bonnet castellations have been smoothed away and the vehicle sits lower.

The Range Rover Sport has five doors, with a single-piece rear aluminium tailgate that includes an opening rear glass for easy access.

Despite its comparative lowness, it is still a roomy SUV, offering space and comfort for five people. Premium materials – including leather, wood and metallic finishes – are used extensively. The cockpit is designed around the driver, and is more enveloping than other Land Rovers. The high and sweeping centre console helps the driver reach across to the controls, rather than down to them. The seats are sporty and supportive.

“The interior is far more cocooning than the SUV norm,” says Matthew Taylor. “Yet there is still the characteristic Land Rover Command driving position, which gives a superb view of the road ahead and the scenery around you. The Range Rover Sport will appeal to those who currently drive luxury executive cars (sedans) as well as the more sporty SUVs, thanks to its overall refinement and unmatched breadth of capability.”

It is also the most technologically advanced Land Rover to date. Apart from Terrain Response, Dynamic Response and a host of other advanced powertrain and traction controls, the Range Rover Sport features Adaptive Cruise Control (its first Land Rover application), bi-xenon adaptive front lighting and the latest generation satellite navigation, both on- and off-road. Audio systems by harman/kardon and a twin-screen DVD rear seat entertainment system, using high-resolution screens enclosed in the front seat headrests, are available.

DESIGN

“The Range Rover Sport looks like it’s going fast – even when it’s standing still.” That was one of design director Geoff Upex’s priorities when the vehicle was conceived.

“When people see the vehicle they should want to get in and drive it immediately,” says Upex. “It had to look dynamic and exciting, and be utterly tempting. We wanted a compact, muscular, hewn-from-the-solid design that promised great power.”

It also had to look like a member of the Land Rover family. But with a sporting attitude.

“We used many of the classic Range Rover design cues, like the floating roof – achieved by the blacked-out roof pillars – but treated them in a different way,” says Upex. “Range Rover Sport is a less formal vehicle and has more emotion. It had to look more dynamic, more active, and be more aggressive. The design is less geometric and has more flow: it is more rounded, more compact, tighter and more tapered. That’s the reason why this vehicle does away with the Range Rover’s bonnet castellations. We wanted a smoother, more aerodynamic look.”

The windscreen is steeply raked, and the roof is lower than on other Land Rovers. The glass area is shallower and the rear D-pillars are faster. Wheels are pushed out to the corners and are big – 20-inch on the supercharged model – to fill the wheel arches and convey the vehicle’s sporty character. Bigger tyres also offer more grip.

There are front and rear spoilers plus side skirts. They not only increase the sporty character of the styling, but also improve high-speed stability and the aerodynamics. The new Range Rover Sport is one of the world’s most aerodynamically efficient SUVs, with a drag coefficient of 0.37 (0.36 on some diesel models).

The aerodynamic aids have also been designed with off-roading in mind. The front spoiler is made from rubber, so can withstand knocks from rocks and ruts, and the side skirts not only improve stability and the drag coefficient, but also stop mud splattering the sills and prevent stone chips to the paintwork.

The rear of the roof is extended by a tail spoiler. This appears to lengthen the roof line and gives a sportier appearance, as well as forming a “flick line” to extend the airflow rearward. This reduces wake turbulence and improves the aerodynamics. Flush-fitting glass and smooth surfacing around the lights further improve the vehicle’s ability to cleave the air.

The Range Rover Sport has a single tailgate with a separate lifting glass. Unlike the Range Rover’s split tailgate – which necessitates a flat rear end – the Range Rover Sport has a rounded rear. This gives the vehicle a more compact, tighter look and also helps smooth the airflow around the rear of the vehicle.

The nose of the vehicle bears a strong resemblance to the acclaimed Range Stormer concept car, which previewed the Range Rover Sport when unveiled at the 2004 North American International Auto Show in Detroit. As with Range Stormer, the Range Rover Sport offers a powerful supercharged V8, which demands the efficient passage of air around the engine. The perforated mesh grille helps maximise airflow into the engine bay, while one of the two side vents helps get air out of the bonnet area quickly. The other side vent is an intake for the engine induction system.

The headlight cluster continues the latest Land Rover family look but is slimmer than those used on the Range Rover and Discovery 3/LR3. It also features adaptive headlights, which swivel with the direction of travel to illuminate the road ahead. Bi-xenon lights are available for even better illumination and lower maintenance. Rear lights are also distinctively styled. Headlamp mouldings, front grille, vents, door handles and tailgate ,all have “Tungsten” metal finish.

The supercharged version is distinguished by the use of brightwork for the perforated grille and side air intakes, black and silver Land Rover badges, 20-inch wheels and twin stainless steel exhausts.

POWERTRAIN

Three light, compact engines are offered in the Range Rover Sport (depending on market), the most powerful being a supercharged 287 kW (390 bhp SAE) petrol V8.

Supercharged V8 engine

“Supercharged engines have a strong tradition in British sporting vehicles,” says Range Rover Sport chief programme engineer Stuart Frith. “They provide smooth, big engine performance right across the rev range while being compact and efficient.”

The mighty supercharged, 4.2-litre V8 is the flagship engine. Derived from the normally aspirated V8 engine also available in the Range Rover Sport, the supercharged version has 30 percent more power and 29 percent more torque. Yet it has the same compact package and similar fuel economy.

Acceleration time from 0-100 km/h is 7.6 seconds; from 0-60 mph, 7.2 seconds (figures subject to final confirmation).

The Range Rover Sport’s V8 supercharged engine is not only more compact than a V10 or a V12, it has less friction and less complexity.

As the supercharger is permanently employed to boost intake charge, the extra performance is present across the entire rev range – unlike an exhaust gas-driven turbocharger.

The Eaton supercharger is positioned on top of the engine, in place of the normally aspirated induction system. Driven by a dedicated belt, the supercharger has two meshing impellers that ram air through twin intercoolers – to optimise air density – into the combustion chambers. The intercoolers have their own cooling radiators and there is also an additional air blast oil cooler.

The camshaft profile is revised to allow the valves more movement to provide for the larger gas flow, while the fuel injectors have been calibrated to suit the high flow demand of the supercharged engine.

The engine capacity is reduced (from the 4.4-litre normally aspirated) by the use of cast iron cylinder liners that take down the bore from 88.0 mm (3.46 inches) to 86.0 mm (3.38 inches). This strengthens the block by increasing the web thickness between the cylinders. Stroke remains the same at 90.3 mm (3.56 inches). The pistons have a revised bowl profile to suit the characteristics of the supercharged engine.

The result is a capacity of 4.2 litres, maximum power of 287 kW (390 bhp SAE) at 5750 rpm and a massive 550 Nm (410 lb ft) of torque. This engine helps make the Range Rover Sport the fastest vehicle Land Rover has ever built.

Normally aspirated V8 engine

A normally aspirated, 4.4-litre V8 petrol engine is also available in the Range Rover Sport. Sharing many of the features of the supercharged engine, this Jaguar-derived unit is renowned for its light weight, compact dimensions and efficiency.

The quad-cam (two overhead camshafts per cylinder bank) engine delivers 220 kW (300 bhp SAE) at 5500 rpm and 425 Nm (315 lb ft) of torque at 4000 rpm. The camshafts are chain driven, while the chains and sprockets are of a fine pitch “silent design” using inverted teeth, offering improved refinement over conventional chain drive. The camshafts operate four valves per cylinder, for optimal breathing and efficiency.

One of the world’s lightest V8 engines, it has a cylinder block and heads made from aluminium, while alloys are used in many other components to save weight. The engine uses Variable Camshaft Phasing (VCP), which automatically and continuously controls valve timing depending on driving behaviour and outside temperature. It is controlled by an electronic throttle, which allows throttle “mapping” to change depending on driving conditions and provides an interface to the vehicle’s Terrain Response system. There is also a “limp home” facility, in the event of a system failure – crucial for a vehicle that may be used in remote areas.

Like the supercharged unit, the normally aspirated V8 is made in a state-of-the-art engine plant in Bridgend, Wales.

Compared with the Jaguar equivalents, the Land Rover engines have been further developed, particularly to increase their capability off-road. Like all Land Rovers, the Range Rover Sport must be able to tackle mountains and wade rivers, as well as cruise boulevards and motorways. The aluminium sump has been designed to ensure lubricant delivery at the extreme angles likely in off-roading and oil capacity has been increased by 18 percent. The oil pump has been redesigned and oil sealing has been improved for wading. Engine ancillaries have been positioned as high as possible to avoid damage from rocks and ruts and other off-roading hazards.

Turbodiesel V6 engine

The refined but economical 2.7-litre turbodiesel V6 engine available in the Range Rover Sport is one of the newest and most advanced diesels in the world (not available in North America and some other markets). This latest generation, common-rail engine operates at fuel pressures of 1650 bar – typically 25 percent higher than previous systems. This gives greater control over combustion and better flow at the injectors with benefits to fuel economy, emissions and refinement.

In the Range Rover Sport, the turbodiesel engine develops 140 kW (190 bhp) at 4000 rpm and produces 440 Nm (325 lb ft) of torque. Maximum torque is developed at only 1900 rpm for excellent drivability and off-road capability.

The engine runs with a compression ratio of 17.3:1, relatively low for a diesel. This reduces heat build-up in the piston bowl, further improving fuel-burning efficiency, reducing fuel consumption and emissions. The low compression ratio also reduces engine noise. The engine is fitted with a single 51 mm (2.0 inches) diameter KKK turbocharger with an electronically controlled Variable Nozzle Turbine (VNT).

The equivalent Jaguar engine uses twin turbochargers, but the choice of a single turbo provides the Land Rover unit with increased torque and improves transient response. The turbocharger is fully sealed to suit Land Rover wading requirements. The VNT optimises charged air delivery at all engine speeds by altering the angle of the turbine vanes. This effectively widens the turbine inlet at low speed to improve torque and narrows it at higher engine speeds for better power response.

The engine block is made from Compacted Graphite Iron (CGI), the first use of this material in volume engine production. It combines strength, stiffness, light weight and durability, allowing this engine to be physically smaller than most rival V6s. The inherent stiffness of CGI also improves durability and noise suppression. The strength allows the cylinders to be bored directly into the block casting, which removes the need for cylinder liners, saving weight.

The crankshaft is carried in four main bearings, each cross-bolted with six bolts to provide a solid mounting and control vibrations. In its Land Rover application, the crank is further supported by an aluminium ladder frame attached to the bottom of the crankcase. A steel sump is attached to the ladder frame. The oil pick-up point is designed so that the vehicle can operate safely at extreme off-road angles, and baffle plates prevent oil surge and foaming.

The cylinder heads are pressure die-cast in high-strength aluminium alloy. Each head carries twin camshafts operating four valves per cylinder. This 24-valve layout optimises engine breathing to improve economy and reduce emissions through better combustion. The camshafts are driven by a toothed belt, coated in PTFE to reduce friction. For reliability and durability, the belt is dedicated to drive only the camshafts.

The inlet manifold is made from lightweight composites and is moulded integrally with the cam covers. It is isolated from the cylinder heads by an elastomeric material that reduces vibration, improving refinement.

The engine is equipped with a glow plug in each cylinder to assist in cold starts, while the exhaust oxidation catalysts are positioned as close to the engine as possible to ensure a rapid warm-up.

“Intelligent Shift” automatic transmission

All Range Rover Sport models have an advanced ZF six-speed electronically controlled automatic transmission, which distributes power full-time to all four wheels. One of the most advanced transmissions in the world, this ensures ultra-smooth gear changes and superb throttle response. Manual Command Shift gear changing is offered, and, on the supercharged derivative, the engine is automatically “blipped” during downchanging to match the engine speed to the lower gear. This delivers a faster and smoother shift.

For the Range Rover Sport, the Command Shift feature has been developed to give a more sporty “feel” to the change and the response time of the compact gear lever is also more immediate than on other Land Rovers.

There is also a Sport transmission mode, which – in an industry first – allows the throttle to “blip” during auto downshifts under heavy braking. This helps engine braking and ensures that the vehicle is in the optimum gear when leaving the bend.

In the Sport mode, the engine holds lower gears for longer. When cornering loads are detected, upshifts are also delayed – to allow the driver to have more  “feel” during cornering. Torque disturbances caused by gear changes are avoided.

The fully adaptive “intelligent shift” transmission alters its settings depending on the driving style and conditions. Aggressive driving means upshifting will be delayed, to allow for higher revs and more power. A more gentle driving style means upshifts will be delivered sooner, allowing for a more relaxed driving experience. The “intelligent shift” facility works in both normal and Sport modes.

The gearbox casing is unique to Land Rover, being especially stiff. The strong plastic-moulded sump has also been designed specifically for Land Rover, and offers superior off-road protection. The gearbox electronic control unit, made by Bosch, is housed within the sump for superior shielding. It communicates, by a high-speed link, with the vehicle’s other systems, including Terrain Response.

Twin-speed transfer box and electronic differentials

The Range Rover Sport has a twin-speed transfer box with both high (for normal conditions) and low (for off-road) ranges. The shift is electric and can be made on the move. It is unusual for a sporting SUV to offer this low-range facility, which enormously improves traction over difficult or steep terrain.

The centre differential is fully active. This is biases drive between the front and rear axles (in normal conditions it is distributed 50:50) and automatically varies torque depending on conditions. It can also be locked, to help traction in extreme off-roading. This is also performed automatically. An ECU controls an electric motor that locks the centre diff using a multi-plate clutch.

An electronically controlled locking rear. It is also controlled by the centre differential ECU. The differentials are mounted directly onto the chassis, to maximise ground clearance, giving improved off-road ability.

DRIVING DYNAMICS

The Range Rover Sport is the best-handling, most agile and most exhilarating vehicle that Land Rover has ever produced. Fully independent double wishbone suspension is used front and rear. An innovative new anti-roll control – Dynamic Response – ensures that the vehicle’s attitude stays flat even at speed on challenging corners, while also preserving ride comfort and suppleness.

“The goal – as with all Land Rovers – was the broadest breadth of capability in the class,” says chief programme engineer Stuart Frith. “But we had to shift the centre of capability towards sporty driving. That is the key ability of this vehicle. Yet we did not want to sacrifice ride comfort and refinement. And we also wanted to retain excellent off-road ability.”

The Range Rover Sport has been tuned primarily for on-road performance. Priorities were agility, roadholding, handling, excellent braking performance and tremendous driver appeal. Development testing included high-speed laps of Germany’s notorious Nurburgring race circuit.

Air spring suspension

The suspension uses electronically controlled air springs, for an optimal balance between responsive handling and comfort. The springs become firmer at high speed and during cornering, and are automatically more compliant at lower speeds or on rough roads. They provide a “best of both worlds” ability that conventional steel springs, as typically offered in rival sporty 4×4s, cannot achieve. The air springs are also excellent for off-roading, partly because they allow for height adjustment of the body.

Sports car-like monotube dampers improve wheel control at high speed, and give the vehicle a more stable planted-to-the-road feel.

Dynamic Response

Land Rover’s unique Dynamic Response system, a computer-controlled active anti-roll control, ensures flat cornering and excellent driver feedback. It is standard on the supercharged vehicle, and optional on the normally aspirated V8 and diesel models.

An engine-driven pump powers hydraulic motors that act on the anti-roll bars to alter their stiffness in response to vehicle cornering forces. Computers measure steering angle and horizontal acceleration and determine the moment at which the vehicle will lean. Dynamic Response then operates the hydraulic motors the instant the vehicle starts to roll. Its actions are imperceptible to the driver, but boost the sporting character of the vehicle.

The Dynamic Response system on the Range Rover Sport allows for a much more supple ride on road, and helps give the vehicle much more “feel” and handling suppleness, especially over undulating or slightly uneven roads. It allows for both excellent roadholding and the suspension suppleness which delivers great feedback. But on rough surfaces and off-road, assistance is automatically reduced and allows maximum wheel cross-articulation in extreme conditions.

Speed-sensitive steering

Steering is by ZF Servotronic rack-and-pinion with speed-sensitive power assistance. The rack is rigidly mounted directly onto the chassis frame for improved steering response.

“The Range Rover Sport has very linear steering, to help the driver feel in absolute control of the vehicle,” says Land Rover’s chief engineer, vehicle integrity, Mike Cross. “The speed-sensitive power assistance allows for impressive agility at low speed and for superb stability at high speed.”

The steering rack is mounted ahead of the front axle, further to improve the vehicle’s steering response. It is also mounted low to preserve the crash performance of the front end and is protected by a substantial cross member.

Adaptive Cruise Control

The Range Rover Sport’s relaxed high-speed demeanour is further improved by the availability of Adaptive Cruise Control. Radar monitoring allows the Range Rover Sport to maintain a set speed and distance from the vehicle in front. This system can make motorway driving more relaxing and safer.

Sports tourer

In keeping with its role as a sports tourer, the Range Rover Sport is designed to have supple suspension and superb mechanical refinement.

“We wanted the vehicle to have the best overall behaviour on-road, with an outstanding blend of comfort, refinement, agility and precision,” says Mike Cross. “So it is equally at home on smooth winding roads, over long motorway distances and on smaller roads that have bumps and undulations.

“Many of its rivals are not relaxing to drive on poor road surfaces. The Range Rover Sport is developed to be less frenetic and more relaxing. We believe it has a superior ride, is quieter, has a more comfortable cabin, and is a true sports tourer that can cover great distances effortlessly and swiftly.”

Any terrain

As well as being outstanding on-road, the Range Rover Sport is also supremely capable off-road, as expected from a Land Rover.

“We build vehicles that can perform on almost any terrain,” says managing director Matthew Taylor. “We fundamentally believe that your enjoyment should not stop just because the road does. Most rival sports SUVs can only cope with soft off-roading. The Range Rover Sport is an impressive road vehicle that can also cope superbly in the rough.”

The vehicle’s Integrated Body-frame structure, as also used on the new Discovery 3/LR3, is enormously strong and offers superb protection for vulnerable electrical and hydraulic systems, as well as major mechanical components.

The transmission includes a two-speed transfer box, with low range electronically selectable on the move. The air sprung suspension is height adjustable, allowing the whole body to be lifted clear of ruts, rocks and rivers, and any other impediments to smooth off-road progress. The result is far more ground clearance, off-road, than any sports SUV rival.

The Dynamic Response active anti-roll system is automatically deactivated once the vehicle goes off-road, improving wheel articulation. This allows for full and free movement of the suspension, as if no anti-roll bars were fitted. When a side-slope is detected off-road, though, the hydraulic motors used in Dynamic Response lock the anti-roll bars, minimising vehicle lean to allow for a secure traverse.

Wheels & Tyres

As with all Land Rover models, the standard tyres have multi-purpose compounds, which mean they’re suitable for both on- and off-road.

All road wheels are cast in aluminium alloy and are designed to withstand damage from kerbing and from off-road obstacles. Aluminium alloy wheels also help to disperse the heat generated during braking, reducing brake fade.

The wheels have been specified to accommodate the large brake discs (wheel specification may vary by market). The entry-level wheel is 17 inches in diameter and seven inches wide, while the standard wheel is 18 inches in diameter and eight inches wide. A premium wheel is available on certain models, and is of 19-inch diameter and eight-inch width. Vehicles fitted with the V8 supercharged engine have 20-inch wheels. All wheels have a type profile to maximise tyre retention in the event of deflation.

The spare wheel is carried on a frame located under the vehicle, between the side members, and is lowered using a winch arrangement. The mounting and the wheel itself contribute to the rear end crash performance of the vehicle.

Large Brakes

The high-speed supercharged model gets supercar-standard four-piston Brembo front brakes for optimal braking performance. All models get large ventilated discs front and rear.

There are two different brake sizes offered. The supercharged and normally aspirated V8 models get 337 mm x 30 mm front discs and 350 mm x 20 mm rear discs. The diesel model gets 317 mm x 30 mm front discs and 325 mm x 20 mm rear discs. Normally aspirated and diesel models get twin-piston sliding callipers on the front brakes and single-pot callipers on the rear.

The latest generation four-channel Bosch ABS anti-lock brakes are standard on the Range Rover Sport. This system also provides sensing and power for other dynamic control systems fitted to the vehicle, including Hill Descent Control (HDC), Electronic Traction Control (ETC) and Dynamic Stability Control (DSC). The system incorporates Electronic Brakeforce Distribution (EBD) to provide optimum braking regardless of the load state of the vehicle. Emergency Brake Assist (EBA) provides additional pressure to the braking system if a sudden application of full braking is sensed.

The Range Rover Sport is fitted with an Electronic Park Brake. Application of the park brake is by a console-mounted switch. It is disengaged automatically when driving off. This device frees up the valuable space in the centre console area that would otherwise be taken by a conventional hand brake mechanism. The park brake acts on a 210 mm drum incorporated into the rear brake discs.

TESTING

Though expected to spend much of its life on-road, the Range Rover Sport still had to undergo Land Rover’s arduous on-road and off-road test programme – probably the most varied and toughest in the automotive industry, covering over four million test and development miles in all.

Challenges varied from the Nurburgring race circuit and the Nardo high-speed test track in southern Italy, to the bone-jarring tracks of the Nullarbor Plains in Australia’s inhospitable outback. The Range Rover Sport has also powered along German autobahns, rushed up sand dunes and ploughed through the thick mud of Eastnor Castle, on the England/Wales border.

Extreme hot weather testing was done in Dubai and Death Valley, as well as Australia and South Africa – in heavy town traffic as well as in the wilds. And to experience temperatures a full 80 degrees cooler, the Range Rover Sport ventured to Canada and Sweden. The vehicle’s performance on ice and snow was also fine-tuned here.

Despite its on-road emphasis, the Range Rover Sport had to meet all Land Rover’s usual off-road testing criteria – the toughest in the automotive industry. It has to be able to wade in water 700 mm deep on excursions. Climb and descend 45 deg gradients. Remain stable when driving across a 35 deg slope. The handbrake must hold the vehicle on a 45 deg slope (harder than the industry average). And the vehicle must operate in temperatures as extreme as minus-40 deg C to plus-50 deg C. Source: Internal

Is a high-performance, five-passenger luxury SUV built by Land Rover (currently owned by Ford) and sold since the summer of 2005. It shares its platform with the Land Rover Discovery (LR3 in North America) rather than the larger Range Rover. Land Rover calls the vehicle a sports tourer. It slots below the Discovery/LR3 in size, but is more expensive than the Discovery/LR3.

The top-level Sport is powered by a supercharged 390 PS (287 kW/410 hp) 4.2 L AJ-V8, making it the second most powerful vehicle in the company’s history except for the larger Range Rover Vogue SE supercharged (450BHP, 420lb/ft). A normally-aspirated 4.4 L version is available with 300 PS (220 kW/295 hp). The TDV6 turbodiesel engine of 190 horsepower is available outside the North American market. All models have six-speed automatic transmissions and fuel capacities of about 88 liters. The vehicles are 4.788 meters long, 2.170 meters wide (including the side mirrors), and about 1.8 tall. The Premier Automotive Group claims the Range Rover Sport can wade 70 cm/27.6 in. of water.

The Range Rover Sport made the Premier Automotive Group the target of a protest by Greenpeace in 2005. The protesters infiltrated an assembly facility and temporarily delayed production of the vehicle. Greenpeace quoted issue with contributions to greenhouse gas emissions, and by extension, global warming, that would result from the vehicle’s (relatively inefficient) combustion of hydrocarbons. A test performed in late 2005 using a Range Rover Sport with only 1 gallon of fuel in the tank resulted in the car covering barely 8 miles (roughly 30L/100km) before running out of gas and spluttering to a halt. The EPA estimates for the car are 14 city/19 highway, and a combined total of 16 mpg. (Although it must be noted that this test was carried out on the Supercharged version of the car, and was conducted on a racing track. Under these circumstances, the cars MPG would have been lower than it would have normally achieved when in use on normal roads.)

The Range Rover Sport made its first appearance late in 2004, badged as the Range Stormer. This was a bright orange, low-slung, 3-door concept car, that hinted very heavily at the styling of the new model. When the production model was released, it had morphed into a five-door, was not much shorter than the standard Range Rover, and its styling was much less radical, although still identifiable with the concept model. This disappointed many people, though it is still selling well. It is questioned, however, whether this model will actually add sales, or simply cannibalise the Range Rover’s sales.

is a high-performance, five-passenger luxury SUV built by Land Rover (currently owned by Ford) and sold since the summer of 2005. It shares its platform with the Land Rover Discovery (LR3 in North America) rather than the larger Range Rover. Land Rover calls the vehicle a sports tourer. It slots below the Discovery/LR3 in size, but is more expensive than the Discovery/LR3.

The top-level Sport is powered by a supercharged 390 PS (287 kW/410 hp) 4.2 L AJ-V8, making it the second most powerful vehicle in the company’s history except for the larger Range Rover Vogue SE supercharged (450BHP, 420lb/ft). A normally-aspirated 4.4 L version is available with 300 PS (220 kW/295 hp). The TDV6 turbodiesel engine of 190 horsepower is available outside the North American market. All models have six-speed automatic transmissions and fuel capacities of about 88 liters. The vehicles are 4.788 meters long, 2.170 meters wide (including the side mirrors), and about 1.8 tall. The Premier Automotive Group claims the Range Rover Sport can wade 70 cm/27.6 in. of water.

The Range Rover Sport made the Premier Automotive Group the target of a protest by Greenpeace in 2005. The protesters infiltrated an assembly facility and temporarily delayed production of the vehicle. Greenpeace quoted issue with contributions to greenhouse gas emissions, and by extension, global warming, that would result from the vehicle’s (relatively inefficient) combustion of hydrocarbons. A test performed in late 2005 using a Range Rover Sport with only 1 gallon of fuel in the tank resulted in the car covering barely 8 miles (roughly 30L/100km) before running out of gas and spluttering to a halt. The EPA estimates for the car are 14 city/19 highway, and a combined total of 16 mpg. (Although it must be noted that this test was carried out on the Supercharged version of the car, and was conducted on a racing track. Under these circumstances, the cars MPG would have been lower than it would have normally achieved when in use on normal roads.)

The Range Rover Sport made its first appearance late in 2004, badged as the Range Stormer. This was a bright orange, low-slung, 3-door concept car, that hinted very heavily at the styling of the new model. When the production model was released, it had morphed into a five-door, was not much shorter than the standard Range Rover, and its styling was much less radical, although still identifiable with the concept model. This disappointed many people, though it is still selling well. It is questioned, however, whether this model will actually add sales, or simply cannibalise the Range Rover’s sales.