Land Rover Range Rover review

More than ever, the financial numbers on the Range Rover are academic. People who buy football teams, media companies or private jets buy Range Rovers. It’s priced accordingly, and makes for eye-opening reading. Let’s run through it.

The entry-level car – if you can call it that – is the D300 SE, which starts at £103,720. Things march quickly up from there. A D350 is about £3,000 more, but a step up from SE to HSE is about £7,000. That, as a P460e hybrid (probably the happiest blend of logic/cost) is already £121,525.

Flip it the other way and a full house P550e SV is £161,500. And that’s before you get immersed in the configurator; where the SVO division will happily indulge you in a £200k-plus car.

This is a car with very attractive margins for its maker. Back in 2003, the cheapest Range Rover TD6 SE cost £44k, which is £74k in inflation-adjusted 2022 money. In 2013, the 3.0 TDV6 Vogue cost £71,295, which equates to £86k now. In other words, Range Rover is backing its massive tech and engineering investment and upmarket push with some punchy pricing.

It’s a solid ownership proposition, though; Range Rovers, like almost all Land Rover products, have class-leading residuals, and the new one is in hot demand. Not least because it’s a handsome beast alongside the more challenging (and considerably more expensive) Rolls-Royce Cullinan and Bentley Bentayga.

A luxury SUV isn’t exactly reading the room, but the latest car is much more efficient. The D350 emits 201g/km of CO2, and has a claimed average of 36.8mpg. The P530’s CO2 emissions are 264g/km, and it’ll do about 24.3mpg. The P460e plug-in PHEV, emits 16g/km and has a claimed average of, wait for it, 386.0mpg.