Gac M8 vs Range Rover Sport

What's the difference?

The GAC M8 PHEV Luxury is a people mover that carves out a very specific niche, largely thanks to its plug-in hybrid powertrain and ambitious price point. It’s undeniably well specified and genuinely luxurious inside, but it never quite escapes its chauffeur-like identity as it's a vehicle built around passenger comfort rather than driver engagement.

Being a new brand in our market limits ownership appeal, at least for now. Where the M8 really impresses, though, is efficiency, and that alone may be enough to justify its unusual positioning.

Range Rover proudly calls it its “most dynamic” model ever, and based on our first experience that’s most definitely true. Its ability to be genuinely exciting to drive on a race track is nothing short of remarkable for a brand whose history is all about off-road prowess.

On the road it shines just as brightly, with its potent engine and state-of-the-art suspension system working in unison to make for a stunningly dynamic large and luxurious SUV. And then, if you need to cut across a field or scramble up a slippery hill, it will do that too.

Range Rover’s claims of ‘breadth of capability’ is apt but arguably an understatement. I’d stop short of calling the Sport SV the obvious class-leader in the high-end, high-performance SUV market because it’s up against some seriously impressive rivals, but the Range Rover offers a broader range of ability than any of its competitors.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The GAC M8’s design is… well, it’s out there. This isn’t a people mover that fades politely into the background. There are clear parallels with the Lexus LM, right down to the towering grille (complete with a vague hint of spindle shaping), which may well be the tallest grille I’ve encountered!

It’s a big unit, too, measuring 5212mm long, 1893mm wide and 1823mm high. The overall shape is sharply squared-off and prioritises presence over dynamism. It also comes standard with a full suite of LED exterior lighting.

The cabin claws back some design cred, though, as it’s downright plush with its semi-aniline two-tone leather upholstery - finished in a lush burgundy/black duo in our test vehicle. Accent panels vary between a diamond-design for the dashboard and doors, to suede soft-touchpoints and rose-gold inserts liberally scattered across the cabin. 

The only accent that doesn’t land is the large swathes of piano black on the centre console as it’s hard to keep clean.

There are some nice little surprises, too, like the fidget spinner-style crystal gear lever, which is surprisingly fun to fiddle with at traffic stops and two sunroofs with the rear fixed panel illuminating with internal ambient light.

Some of the finishes aren’t the best as there are joinery and door handles that don’t line up properly, which is surprisingly more annoying than you’d think once you notice it. But overall, the cabin feels well-considered and luxurious, even if the execution isn't always flawless. 

Range Rover is a brand synonymous with big, imposing and off-road capable SUVs, not dynamic and sporty vehicles. But in recent years the Evoque and Velar have added a new layer of style and a sleekness to the brand’s reputation.

The latest generation Sport is still a big and imposing two-tonne SUV, but it’s also definitely sportier to look at and the SV changes only add to that.

It only takes a moment looking at it and it’s clear this is an SUV that means business. The 23-inch wheels fill out the guards, the air-suspension can lower the body to the ground and the aerodynamic package, including the front splitter, make for a purposeful look.

The carbon-fibre bonnet can be finished with the centre section exposed, showing off the weave of the fibres, which is a nice touch, although fake vents on the bonnet and front fenders are a bit disappointing.

The front row has plenty of space and the seats feature heating and ventilation, making longer journeys comfortable. However, there’s no extendable under-knee support and only the driver gets lumbar adjustment. I’ve spent much of the week feeling like a chauffeur, as my husband and child insisted on sitting in the back!

The middle row is where the M8 really shines. The captain’s chairs are indulgent, offering full recline, footrests, heating, ventilation, and massage. Comfort is excellent, though the footrest extension limits space for the third row, and even at 168cm I found it a snug fit when fully reclined. Access is straightforward with grab handles and a low 143mm step-in height, though be mindful of kerbs as the doors aren’t forgiving when it comes to tall council strips.

The third row is one of the few that genuinely accommodates adults. Head- and legroom are ample, and the seats feel firm but comfortable, especially with the foldable armrest. Amenities aren't forgotten with four cupholders, two USB-A ports and directional air vents. Access requires sliding through the middle row, so it’s best if those seats are unoccupied, but otherwise it’s not too taxing.

Front-row storage is practical, with a mid-sized glove box, dual-opening middle console, cupholders and a clever phone cradle that integrates a wireless charging pad and cable routing for a tidy set-up. There’s also a USB-A and USB-C port and a 12-volt socket in the large shelf underneath the centre console.

The middle row enjoys three USB-A ports, a USB-C port, directional air vents, retractable sunblinds, tray tables (though not usable while driving) and climate control. Storage is decent, with six cupholders, one of which has heating and cooling, two map pockets, a pull-out drawer and a 220-volt AC outlet.

The 10.1-inch touchscreen multimedia system is serviceable but feels slightly small for the luxury segment. Graphics aren’t the sharpest, the layout isn’t always intuitive and some functions, like the heated steering wheel, require digging through menus. Wireless Apple CarPlay and Android Auto performed flawlessly throughout the week and the 12.3-inch digital instrument cluster is clear and well laid out.

Boot space is modest for a people mover, offering 280L with all rows in place which is enough for a small grocery run but not for a fully-loaded family outing. Folding the third row expands capacity to 1500L, though that leaves you with a four-seater. The loading height is low, which helps, but it has a tall lip which prevents it from being ideal for sitting on during tailgates or picnics. There’s a small underfloor compartment housing the tyre repair kit and a powered tailgate rounds out the package.

There are two stand-out features in the cabin, beyond the standard high-level of luxury you expect from a Range Rover Sport. 

The first is the SV-specific steering wheel with illuminated paddles, which feels solid in your hands. But the second is by far the most interesting, the so-called Body and Soul Seats (BASS), which Range Rover has developed in conjunction with Coventry University.

Available with either genuine leather or ‘ultra fabric’ and a 3D-print knit trim, the seats look great on the outside but it’s what’s inside them that’s special.

There are four audio transducers integrated into the seat back which can vibrate to the beat of whatever audio track you’re listening to. The system uses AI to detect the lower frequencies and then work out which beats to transmit.

This is technology used by musicians, Coldplay’s Chris Martin reportedly wears transducers integrated into a vest when he performs, but Range Rover is confident it will add to the ownership experience.

It’s certainly an interesting technology and a demonstration across different music genres highlights the way the system adapts to individual songs, but it’s hard not to feel like this is more of a gimmick than something an owner will use every day. 

If you don’t like listening to music with it, the Body and Soul Seats also work with a ‘Wellness’ setting that features six audio pieces (designed by Coventry University musicians) - calm, soothe, serene, cool, tonic and invigorate.

It’s probably what you need to help settle your heart rate after you unleash the full performance potential of the Sport SV.

In the back seat there’s none of this technology but they do feature heating and ventilation as well as power recline functions. There’s also four-zone climate control, so every occupant can be comfortable.

To be blunt, the Range Rover Sport SV is one of those vehicles that if you have to ask, you can’t afford. Particularly in this case, as the model has launched in a single specification level, the Sport SV Edition One, which is priced from $360,800, plus on-road costs.

That puts it into the same financial category as the likes of the Aston Martin DBX ($356,512), Porsche Cayenne Turbo GT Coupe ($364,700) and Lamborghini Urus ($409,744) - especially when we discuss some of the pricier options.

For that price the Sport SV Edition One comes with exclusive branding on the front splitter, centre console, treadplates and puddle lamps as well as a raft of standard features likely to carry-over to the 2025 model year version.

These include carbon-fibre badges, forged 23-inch alloy wheels, digital LED headlights, a carbon-fibre bonnet, 16-way electronically adjustable front seats, Meridian 'Signature' sound system, 13.1-inch multimedia touchscreen, Apple CarPlay and Android Auto and newly developed ‘Body and Soul Seats’ (more on those later).

But if you’re feeling really sporty, you can upgrade your Sport SV with lightweight carbon fibre wheels and carbon ceramic brakes.

These will cost you a staggering $16,130 and $13,500, respectively, but the wheels measure 23-inches and are the largest fitted to a production car (and are also Australian-made by Carbon Revolution in Geelong).

Unfortunately, for now at least, this is all a moot point because Range Rover Australia has already invited and sold all examples of the Sport SV Edition One, so you'll need to be patient and wait until at least 2025 to have the option to buy one.

Both M8 grades share the same plug-in hybrid powertrain, pairing a 2.0L, four-cylinder, turbo-petrol engine with a single electric motor. Combined, they produce up to 274kW of power and 630Nm of torque which is impressive on paper, though it only manages 0‑100km/h in 8.8 seconds. Once the battery is depleted, outputs drop to a more modest 140kW/320Nm. Power is sent to the front wheels through a two-speed automatic transmission, and the M8 is not rated for towing.

To get the best performance from this type of set-up will require diligent recharging.

Sadly the wonderfully evocative supercharged V8 engine from the previous generation Range Rover Sport SVR is gone.

But, thankfully, in its place is a more powerful engine that’s exclusive to the Sport SV in the Jaguar Land Rover family.

It’s a 4.4-litre twin-turbo V8 petrol engine with mild-hybrid assistance, which is actually built by BMW and based on the same powertrain as you’ll find in the M5, albeit with some specific Range Rover elements for more off-road capability.

It’s also more powerful than the old supercharged V8, making an impressive 467kW of power and 750Nm of torque, which is a 44kW and 50Nm improvement over the old engine.

It’s paired to an eight-speed automatic transmission, again with a specific SV calibration for improved performance. 

And, of course, being a Land Rover, it’s also got a four-wheel drive system with full off-road systems as well as an active locking differential.

The M8 is equipped with a Type 2 CCS charging port, accepting up to 6.6kW on AC and 39kW on fast DC power. Being able to use a DC charger is a definite plus for a plug-in hybrid and you can charge the battery on this type of charger from zero to 80 per cent in around 30 minutes.

Its 25.57kWh lithium-ion battery is generous for a plug-in, delivering an electric-only range of up to 106km (WTLP). With a combined cycle (urban/extra-urban) fuel consumption figure of 6.1L/100km and a 56L fuel tank, the M8 offers an overall driving range of more than 1000km which is excellent for a vehicle of its size. As with any plug-in, regular charging is key to achieving these figures; over my week of driving, I averaged 6.2L/100km, which is very excellent.

GAC recommends a minimum 91 RON unleaded petrol.

Despite all the extra power, thanks to the mild-hybrid system it’s more fuel efficient and produces less emissions than the old 5.0-litre V8.

Still, it’s all relative, and as you’d expect from a twin-turbo V8 SUV it’s still thirsty and uses 11.7-12.5-litres per 100km, based on European specifications.

The mild hybrid system uses a crank-integrated starter generator instead of a conventional alternator, providing a boost of up to 20kW and 175Nm of electrical power when needed, with the energy captured during braking and stored in a 48-volt lithium-ion battery.

Around town, the M8 delivers plenty of power and is whisper-quiet when running in electric mode. Once the battery depletes or you switch over to the petrol engine, that sense of instant oomph fades. Overtaking on hills is achievable, but even with an empty car it can feel a little underwhelming.

Steering is light, but the car feels solidly planted in most situations. Handling isn’t as dynamic as a Kia Carnival and the M8 can feel a touch ungainly through bends, though it’s more than manageable for everyday driving.

Ride comfort is high, especially for passengers, due to forgiving suspension and a cabin that doesn't let a whole lot of road or wind noise in. The M8 is a comfortable cruiser.

Visibility is surprisingly good for a 5.2m-long vehicle with minimal blind spots from the driver’s seat. The bonnet and dash, however, stretch further than they appear, which can make judging the nose a little tricky at first.

Ground clearance is only 143mm, so it’s easy to scrape the nose over speed bumps or when parking. The 360-degree camera system is decent, but manoeuvring into tight spaces still requires some care as it fills out a space. You also have to leave about a metre of clearance behind you if you want to open the tailgate.

Before driving the Sport SV you need to understand its highly complex suspension system that allows it to be so dynamically capable. Range Rover calls it a '6D Dynamic' system, because it can control the car left and right, up and down and corner to corner. 

To achieve this the system uses a combination of hydraulic interlinked dampers, height-adjustable air springs and pitch control, which makes it a semi-active suspension set-up similar to the set-up Formula 1 race cars used to boast. 

This allows the Sport SV to sit between 10-25mm lower than the other Sport models and with its clever suspension can actually sit flatter in the corner with less pitch and roll - which is the traditional enemy of high-riding SUVs when it comes to handling.

But the suspension is only part of the story, with the intelligent all-wheel drive, rear-wheel steering, torque vectoring and the active locking rear diff all combining to produce an SUV with incredibly impressive dynamic capability.

Put simply, there’s never been a Range Rover that deserved to be driven on a racetrack. The Sport SV changes that, and thankfully the company let us loose on the challenging Portimao circuit in Portugal to put the SV through its paces.

Range Rover management was quick to stress it doesn’t expect the Sport SV to be a race track regular for its owners, but driving it on track did highlight the extreme potential it offers. 

With such a powerful engine it should come as no surprise that the Sport SV hauled down the straight, hitting 233km/h at the end of the long front straight, but with speed still rising which suggests its 290km/h claimed top speed is accurate.

Even from those speeds and with 2560kg of SUV to slow down, with the carbon ceramic brakes it was no trouble whatsoever. Instead the braking was strong and consistent across multiple laps. 

The steering is the particular highlight, with the rear-wheel steering helping to turn the Sport SV sharper and more quickly than a big SUV like this should. 

But while it impressed on the circuit, we also experienced it on some great winding rural roads across Portugal and this is where it shone even more brightly.

This is an SUV that you’ll genuinely enjoy driving with its ability to carve through corners and blast down anything resembling straight road.

But to ensure it lives up to the Land Rover badge on the front, we also drove it off-road. Nothing too serious at first, just muddy ruts, across some water and over some rocks.

But then we were guided through a course that showed off its articulation potential, which is far greater than the average owner will ever need. 

However, to achieve this Range Rover removed the carbon-fibre front splitter, so it’s not the most off-road friendly model the brand offers.

The Sport SV comes generously equipped with safety gear, as you’d expect at this price point. There’s all the usual passive safety, including airbag coverage for all occupants, and plenty of active safety including adaptive cruise control with steering assist, remote park assist and 3D surround cameras - which are used for off-roading as well as parking.

As with the rest of the Range Rover Sport range, it has been awarded a maximum five-star rating from safety agency, ANCAP.

The GAC M8 is backed by a seven-year, unlimited-kilometre warranty, along with five years' complimentary roadside assistance, which is competitive against several of its nearest rivals. Service pricing has yet to be confirmed, though servicing is scheduled at 12-month or 15,000km intervals.

For now, the service network is limited, with around 10 centres nationwide, though GAC offers authorised servicing through third-party providers such as MyCar, which helps broaden access in the short term.

If you’re worrying about servicing costs, you’re probably shopping at the wrong end of the market, but as with the range-topping Range Rover model the price of the car is expected to include servicing for the first five years and roadside assistance for the same period.

It’s also covered by a five-year, unlimited kilometre warranty.

As with all Range Rovers the car will tell you when it needs a service depending on driving conditions. For example, if you hit the track or go off-roading it will likely need a visit quicker than if you're just commuting to and from work.