2009 Land Rover Range Rover Sport Reviews

Given the way so many four-wheel drives have morphed into performance SUVs over the years, it’s no surprise Range Rover had its own take on a high-spec, high-stepping wagon. The difference being, of course, that with a Range Rover badge, the end result needed to be sporty(-ish) and capable of plugging through the worst forest tracks and trails imaginable.The product of that thinking became the Range Rover Sport.Although the badging and high-end interior materials said Range Rover, the platform with its semi-monocoque construction said Land Rover. Land Rover Discovery 3, to be precise. But when you started to explore the Sport’s on- and off-road abilities and its tremendous looking body, any misgivings might have been scratched.The range kicked off in Australia in 2005 as the L320 series and included a huge range of mechanical packages. They started with the 2.7TDV6 which used a 2.7 litre turbo-diesel V6 with a six-speed automatic. With 140kW performance was okay, but importantly, the L320 used a proper two-speed transfer-case with permanent four-wheel drive.There was also a 4.4-litre petrol V8 option with 220kW and a storming 4.2-litre supercharged petrol V8 with no less than 287kW at its disposal. Both of those also had six-speed automatic transmissions and all V8 models had a locking rear differential for more off-road prowess.A year after the model’s launch, Range Rover added a 3.6-litre twin-turbo diesel V8 model with 200kW.The Range Rover badge decreed that luxury could not be forgotten, so every version of the Sport featured 18-inch alloy wheels, dual-zone climate control, cruise control, LED lighting and leather upholstery. The 4.4-litre V8 version added a CD stacker, bi-xenon headlights, and rear parking sensors, while the diesel V8 carried the same specification but with 19-inch alloys. The supercharged Sport added 20-inch wheels, Brembo brakes, front parking sensors, memory seats and mirrors as well as hydraulically controlled anti-roll suspension.Air suspension was a much hyped part of the Sport deal with the (on-paper) ability to make the independent suspension work as if the vehicle had solid axles in tougher off-road settings.Range Rover gave the L320 a facelift (to Series 2 spec) in 2009 with new engines and improved suspension as well as interior improvements to make the driver’s job easier.The new engines started with a 3.0-litre turbo-diesel V6, while the V8s were replaced by a 5.0-litre petrol V8. Available in either naturally aspirated or supercharged form, the new V8s were good for 276kW and a massive 375kW.The model was eventually replaced in 2013 by the L494 model Range Rover Sport. The short answer is yes, and no.The Range Rover Sport is a pretty amazing thing dynamically, able to combine high-speed stability with good comfort and even exceptional off-road abilities. That’s the ‘yes’ part.The ‘no’ comes in the form of a litany of serious mechanical and electrical problems that have surfaced over the years, tainting the Sport’s reputation.This car is a classic case of buyer beware, but if you do get lucky and find one that is reliable, the driving experience is hard to match. The problem is picking a good one, because the odds aren’t great that it will be clear sailing. In a nutshell, not great. In fact, not even close. Too many owners have had expensive, often catastrophic failures to make any other judgment. The problems are wide and varied, too, so there’s no short-cut to finding one that won’t necessarily break the bank.The rusted-on fans out there will beg to differ, but the facts are the facts, and this vehicle’s a gamble at best. This is no short list and the Range Rover Sport’s reputation for fragility and dud engineering is based on many years of turning motorists into mechanics.Let’s start with the real elephant in the room, the 2.7 and 3.0 litre V6 turbo-diesels. These have a pretty shocking record for destroying themselves due to problems with the bottom end bearings. Speculation is that the bearings themselves were either fitted incorrectly at the factory, or that they could wear and 'spin' in service. Either way, once you hear the warning noises from under the bonnet, you had a handful of seconds to pull off the road, shut the engine off and call a tow-truck. Any longer and you were likely to destroy the engine completely as the crankshaft failed due to the bearing problem.Symptoms that you have those precious seconds remaining include a knocking noise that gets louder as you load the engine, and a low oil pressure warning on the dashboard. Ignore it and you’ll soon have the con-rods on the ground under the car. Not nice.Scandalously, despite this being a known problem affecting the very earliest L320 cars, it took Land Rover until 2012 to sort a fix with a revised bearing design.Early examples of this engine also had a major design flaw in the oil pump assembly which was too weak to support the tensioner for the rubber timing belt that was mounted on the pump casing. This often showed up straight after a new timing belt was fitted and the added tension of the new belt exceeded the integrity of the pump casing.At that point, all hell boke loose as the timing belt jumped ship, allowing the pistons to collide with the valves and reducing the engine to scrap in milli-seconds. A revised pump casing design fixed things, but not before plenty of owners were replacing entire engines.The single turbocharger unit fitted to the 2.7-litre V6 was also prone to internal wear. Lots of white smoke from the exhaust was a sign that this was the case. Replacing the turbocharger unit was the usual fix. EGR valve failures on this engine are not unknown, either.The 5.0-litre supercharged V8 was not without problems and it often developed a rattle or ticking noise. This was usually traced to the timing chain tensioner, requiring the tensioner and the timing chain to be replaced. An improved design of the chain and tensioner helped, but didn’t arrive until the 2012 model.The Sport’s air suspension has also caused its share of grief with many owners returning to their vehicle to find it lying almost flat on the ground. The cause is usually the air suspension’s compressor system which can either fail to maintain the required ride height or simply allow all the air to escape the suspension units. One theory holds that the compressor itself was too small and was overworked, leading to failures.We’ve also heard of a few instances where the suspension units themselves have failed requiring costly replacement. But even the plastic plumbing for the air suspension seems underdone in the sense of a car designed for off-road work.Those are by no means the only faults associated with this make and model, but they’re the ones that keep surfacing over time. None of them are minor. Again, this is a long list because the Range Rover Sport has been far from immune from safety recalls to fix things that should never have gone wrong.Let’s start with the transmission which could sometimes refuse to select Park. This affected very early build L320s.Then there was the ABS sensor which could chafe its wiring on the wheel under extreme cornering and suspension travel situations. Again, this affected early (2005 and 2006) models.Perhaps the recall with the greatest potential for mayhem was one for V6 turbo-diesel vehicles built between mid-2004 and mid-2009. In those, there was a chance the vacuum system and the entire braking system could fail, leading to a total loss of brake performance. And again, that’s an awful lot of cars to be affected by such a serious defect.The L320 was also recalled at various points in time to correct faulty crank angle sensors that would stop the engine in its tracks, door latches that wouldn’t (latch) and fuel pumps that could fail prematurely.You can find out more by visiting https://www.vehiclerecalls.gov.au/ Later built cars were definitely better than earlier-build examples, purely because Range Rover had time to sort things out (not that it always did). But the one vehicle we’d avoid would be the turbo-diesel in any of its forms as these were the ones with the dicky bottom end. This is a vehicle where the fewer kilometres covered, the better. That said, you do see the odd one with better than 400,000km on board still getting around, but it would be very interesting to find out how much of a grandfather’s axe it is. Those high-milers are also almost always turbo-diesel cars, too, but that’s as much a function of the fact that this vehicle arrived in Australia when diesel was the new black, and people were flocking to it. It’s very difficult to recommend this make and model unless you’re an expert in diagnosing and fixing them and don’t mind a bit of down time. The non-supercharged petrol V8 stands a better chance of going the distance, but even it lives in the shadow of air suspension failures and other maladies. A high-mileage turbo-diesel can be had for comfortably less than $10,000 these days. In fact, you see them advertised for as little as $5000 which still makes them a punt, but a much lower-stakes punt.There’s a wide spread of prices after that with something like a supercharged V8 version with 100,000km showing for between $45,000 and $50,000. The one thing in the Sport’s favour as a long-term proposition is the magnificent repair and parts industry that has sprung up around the brand. You could argue that’s a function of necessity to keep a flawed product on the road, but it also reflects the fanaticism the Range Rover brand has created for itself.There’s a legion of specialist workshops that know these vehicles backwards and can supply pretty much every part needed. Independent specialists are also usually a lot cheaper than Range Rover dealership repairs and servicing.The better news is that every time a Range Rover Sport is pensioned off or scrapped its parts help keep other Rangies on the road. There’s no way of knowing how many L320 Range Rover Sports were sold during the model’s eight years on sale. But we can tell you that the bigger online sales sites have between 50 and 140 L320s available for sale.The vast majority of those are turbo-diesel V6 variants.

What do you do with a 2.5 tonne off-road sportscar? If you are Land Rover you give it a little more flash and a lot more dash. The Range Rover Sport has always been a bit of an enigma a bulky, extremely capable off-roader that has pretensions of mixing it with the quick boys on the hard-top. Neither fish, nor fowl ... but tasty none-the-less.For the 2010 upgrade the Rangie Sport has been given a gentle exterior make-over to bring it into line with the new corporate identity three-bar grille and style cues for the full-fat Range Rover, two for the Sport and a single bar, or finger as Land Rover director of design Gerry McGovern likes to describe it, for the Discovery and a far more substantial going over for the interior and mechanical packages."It's a case of an evolution on the outside and a revolution on the inside," McGovern says. "The four key attributes of the Range Rover ... functionality, sustainability, premium and desirability ... are all there, but our customers believe less is more. They do not want to be challenged by complexity."To that end, the Sport's instruments and switchgear have been rationalised with the result that there is claimed to be 50 per cent fewer buttons with many of the functions now linked through a touch screen that is a close relative of the one in the Jaguar XF.The functionality of the satellite navigation has been greatly enhanced by running it through a 40gb hard drive that not only speeds up the various operations but allows for some fairly sophisticated graphics.Unlike in the Discovery, the terrain response dial has not been moved into the dash, which is a pity. But the Sport does win a major function change in the inclusion of a dedicated on-road setting for higher-speed driving. The Dynamic setting is designed to take advantage of the Sport's sophisticated new adaptive damping and not inconsiderable suspension tweaks.DrivingAt speed on the highway -- and the Sport is capable of considerable speed -- the new supercharged V8 (the only model on which the adaptive damping is standard) is by some considerable margin more settled and refined than the outgoing model. The ride quality over general lumps and broken surfaces is excellent and although there was no opportunity to test it on the launch drive the engineers insist that the issue of resonating bounce over corrugations has been addressed.The downside of the new suspension architecture is that the chassis tuners have been forced into a slight compromise on steering at least on the supercharged model with adaptive damping. Nobody at Land Rover will go on record but one chassis engineer conceded privately that the steering is a little less sharp on turn-in and slightly more vague off-centre than had been targeted shortcomings dictated in part by the Sport's need to be both sportscar and mud-walloper.DrivetrainsUnder the bonnet the Sport gets a trio of new engines and retains an old favourite. The hero engine is destined to be the 3.0-litre sequential twin turbo diesel, a 180kw and 600Nm unit Australia will also see in the Discovery 4.The parallel sequential turbo system differs from twin in-line turbos in that for much of the time only a single turbocharger is employed. However, with the two turbos effectively eliminating lag the diesel's huge urge is on tap from near the bottom of the rev range through to peak power. However, if it is good off the line it is brilliant in the mid-range where the big car positively leaps at any opportunity to overtake.The high-performance card in the engine deck is the all-new 375kW 5.0-litre supercharged which replaces the outgoing 4.2-litre unit bringing 29 per cent more power and 12 per cent more torque (625Nm) while reducing fuel consumption by 6.9 per cent and emissions by 7 per cent.As aggressive as it is, the supercharged eight is still a smooth unit with a nice line in induction tuning for those who like to hear their supercharger dollars working.As a pair with the naturally aspirated version of the engine (276kW and 510Nm) the V8s feature a couple of industry-first technologies with central spray-guided direct injection and torque-activated variable timing on all four camshafts.All three of the new engines are coupled to a revised ZF six-speed automatic.Rounding out the engine portfolio is the carry-over 3.6-litre V8 diesel with an unchanged 200kW and 640Nm.EquipmentDepending on the trim level there is plenty of fruit in the Range Rover Sport. On the menu is climate control, bi-xenon lights, active cruise control, 20-inch rims, Bluetooth, five external cameras for panoramic surround views of the car, keyless entry, leather, satellite navigation and a nine-speaker Harman/Kardon audio system.That's just the luxury stuff. The functional off-road gear includes the dial-a-situation terrain response, hill descent control, air suspension and low-ration gearbox all available at the twist of a knob or push of a button.The ‘off-roading for idiots’ programming of the terrain response means that with just a moderate amount of commonsense and a few simple rules of thumb there are precious few places where a Range Rover Sport will not take you in comfort and confidence.During the launch drive in Scotland, albeit under the watchful eye of the Land Rover Experience team, the Sport utilising the new 3.0-litre twin turbo diesel tackled glutinous mud ruts, a bonnet-deep river crossing, seemingly impossible climbs and descents and rock crawls without a moment of concern. Impressive stuff.Range Rover Sport Price: TBA but expect from $100,000Engine: 5L/V8 supercharged 375kW/625Nm; 5L/V8 276kW/510Nm; 3L/V6 twin turbo diesel, 180kW/600Nm; 3.6L/V8 turbo diesel 200kW/640NmTransmission: 6-speed automatic; all-wheel driveEconomy: 15L/100km (V8 supercharged), 13.9L/100km (V8), 9.2L/100km (V6 diesel), 11.1L/100km (V8 diesel) 

Sand. Can't eat it, can't drink it, can't swim in it.Actually, I'm wrong. You can swim in it.I did just that while wearing the latest fashion item, a Range Rover Sport.In my defence, it was a stinking hot day and the sand was on fire. The corner of the track was in a depression and had been churned up by countless 4WDs in the past.Of course, what could stop a V8 turbo-diesel Range Rover Sport? It comes with air suspension with height adjustment, a low-range gearbox with deep ratios, fat 19-inch tyres and 650Nm of torque driving through various diff locks.What stopped it was the driver failing to properly survey the route.The near 3-tonnes of English-made 4WD just hit the sand pit with its 40-plus pressured front tyres turned just enough to bite two holes in the dirt.Yes, it eventually was dug out after the tyres were deflated to 16psi.This was the only event in the testing of the big wagon and, notably, happened at the same place three weeks prior that a Land Rover Discovery turbo-diesel just idled through.For all other tests, the Range Rover Sport trod some demanding trails with consummate ease.Its long-travel suspension and unceasing diesel engine thump pulled it across a beach, later up through eroded gravel patches and on highways between small towns.On the road it is a limousine with surprising comfort and even more staggering handling.It is quiet, smooth and the plush cabin trim impresses with its quality and sense of expensive cost.Crank up the 11-speaker audio and bask in Bach, if you like, while silently taking in the passing scenery.It will also seat five adults and envelope their luggage and can tow up to 3500kg.The fact that it has all this saloon-car luxury in a wagon body with a low-range gearbox and the sophisticated Land Rover Terrain Response system — more on that later — makes it one huge step ahead of its more road-oriented rivals.And that's the key. This can be a family wagon for cruising the streets or something that — aside from powdery sand — will go anywhere an adventure beckons.Pricing and enginesIt's also not overly expensive. Sure, $118,900 isn't cheap but it's value for the money against its rivals that include the Mercedes ML500, BMW X5 4.8, Audi Q7 4.2 and Porsche Cayenne diesel. Only the Porsche, by the way, has a low-range gearbox.The Sport gets a choice of four engines with prices spanning $90,900 for the 2.7-litre V6 turbo-diesel through the 3.6-litre V8 turbo-diesel tested here, the 4.4-litre V8 petrol and 4.2-litre V8 petrol with supercharger that asks $144,900.Subjectively, the 3.6 suits the task better than the rest.It has a modest diesel clatter at idle though, like most good oil burners, softens to become inaudible while cruising.Power is generous and it's only the bit of lag off the mark — more to do with the auto transmission than the engine's urge — that at first concerns the driver.TransmissionLike its sisters, power goes through a ZF auto with sequential shift to a constant 4WD system. Safety equipment includes electronic stability control which enhances the all-weather grip of the four wheels.The low-range box has the neat Land Rover Terrain Response which, basically, allows the driver to select an off-road program to suit the conditions.It's a twist dial on the dash and, spelt out in kindergarten graphics, is a selection of sand, rocks, slippery grass and bitumen.That works with another switch for height adjustment; another for the secondary gearbox's low or high range ratios; and a press button for hill descent to automatically control downhill speeds in slippery conditions.It seems like a switchboard for a WWII tank driver but in practice is simple, effective and fast.PackagingLand Rover designers have some sensitivity to bus drivers by retaining, for decades, big steering wheels. There are times when you feel like guiding a Foden through city streets and others, notably in the bush, where the big wheel minimises steering kickback and softens the blows of harsh offroad bumps.It is the only indication that you're in something big. Even the size of the Sport is diminished by the airy feeling of its cabin, the squared body shape and the helpful parking sensors.It's not difficult or threatening to drive and even though it can lift its skirts and really turn on the performance, the engine is reasonably frugal.It's a top machine but, after playing in the sand pit, there may be more interest for the offroad enthusiast in the Discovery.SpecsLAND ROVER RANGE ROVER SPORT TDV8Origin: EnglandPrice: $118,900Engine: 3.6-litre, V8, quad-cam, turbocharger, intercoolerPower: 200kW @ 4000rpmTorque: 640Nm @ 2000rpm0-100km/h: 9.2 secondsTop speed: 200km/hFuel: DieselFuel tank: 105 litresEconomy (official): 11.1 litres/100kmEconomy (tested): 12.6 litres/100kmGreenhouse: 294g/km (Corolla: 175g/km)Transmission: 6-speed auto, sequential; 2-speed electronic transfer; constant 4WDWeight: 2710kgTowing (max): 3500kg