Whilst Land Rover’s epically expensive and ultra-deluxe Range Rover SVAutobiography and sporty Range Rover Sport HST soaked up the limelight at the brand’s New York auto show stand, they weren’t the only news-makers. The standard Variety Rover receives a smattering of minor updates for 2016, including a new diesel engine, a energy bump for the base gas V-6 engine, and some new tech.
Beginning with our favorite subject, energy, the mid-level 2016 Variety Rover HSE’s supercharged 3.-liter V-6 gains a 40-hp enhance. Now, with 380 horsepower, the HSE stands a tiny taller above the base Range Rover, which nonetheless tends to make do with 340 ponies. The Td6 single-turbo 6-cylinder diesel engine getting offered in the 2016 Range Rover Sport joins the Range Rover lineup, where it tends to make the very same 254 horsepower and 440 lb-ft of torque. The diesel Range Rover is anticipated to attain 22 mpg in the city and 28 mpg on the highway, a respectable set of estimates that’s far, far above the next-most-effective big Rovers, the supercharged V-6 at 17/23 mpg.
Land Rover hasn’t touched the Variety Rover’s handsome exterior—we’re okay with that—but it has introduced a new InControl Remote smartphone app that permits owners to remotely lock and unlock their doors, start off their engine, and activate the horn and lights to help find their car in crowded parking lots. In addition, the backup and surround-view parking cameras now feed drivers a higher-resolution image, and the backup camera gets a standard washer function to maintain it clean.
Every Variety Rover has a common power tailgate with gesture-primarily based (kicking) activation Land Rover cleverly placed the sensors on the sides of the bumper so that customers can open the tailgate with a kick from the sidewalk. Lastly, a protocol was added to reduce the Variety Rover’s air suspension to its “access” height automatically when shifted into park. Pricing for the 2016 Rovers will be released closer to the on-sale date this fall.
Correct on schedule, Land Rover has announced a series of minor alterations for the Range Rover Sport, which includes the SUV’s 1st-ever (in the U.S.) diesel V-6 engine option. We currently knew the Variety Rover Sport was acquiring the diesel 6, but Land Rover is giving us the complete information of the model’s other updates for 2016 ahead of the New York auto show.
Very first, a refresher on the diesel: It arrives with 254 horsepower and 440 lb-ft of torque, sizable numbers that are anticipated to return far better-than-decent on-road efficiency. Fuel economy is a claimed 22 mpg in the city and 28 mpg on the highway, large improvements over the base, gas-fed, 340-hp Range Rover Sport’s dismal 17/22 mpg city/highway. Predictably, the diesel is way, way much more effective than the 550-hp, supercharged V-8–powered Range Rover Sport Supercharged, which gets 14/19 mpg.
Every Variety Rover Sport gets a normal power tailgate (with foot-kick activation and newfound compatibility with tow bars), as properly as Auto Access Height, which automatically lowers the car “to make for a far more graceful entry and exit for occupants.” Vital stuff, certainly. Land Rover also improved the All Terrain Progress Manage (primarily an off-road, low-speed cruise handle created to hold you moving more than low-traction surfaces) and the backup- and surround-view camera feeds now show in a larger definition than prior to.
The greatest news in the Range Rover Sport’s world is the addition of the Land Rover InControl Remote app, which makes it possible for remote smartphone access to fuel level, door lock, and window statuses (if either is locked or closed), remote vehicle locking and unlocking, alarm notifications, and a remote engine-beginning function. The technique also notifies authorities of a crash or emergency.
It is surely good to see a European automaker supplying remote start—it’s a killer feature, particularly right here in Michigan exactly where stepping into a pre-warmed auto is a lot more civil than flopping into a frigid one like a penguin beaching onto an iceberg. We also like how Land Rover is creating modest modifications to its already wonderful Variety Rover Sport, which was just redesigned with an all-new lightweight body for 2014. Full pricing for the 2016 Variety Rover Sport lineup—including for the new HST Limited Edition model also debuting in New York—will be revealed later this year, but don’t anticipate the cost of entry to budge much past today’s $ 64,275 base price tag.
What It Is: Possibly this year’s greatest automotive reason to scream “Aaaaaargh!” at the skies although emptying any handgun you happen to be holding into the uncaring heavens, just like in Point Break. That, and also a cabriolet version of the Range Rover Evoque.
Why It Matters: Land Rover has threatened to do this for some time. The organization brought an Evoque cabriolet notion to the Geneva motor show back in 2012, and we’d heard in the summer season of 2013 that production had been approved. But then issues went silent. Most of us figured that the great folks in Coventry had been taking as well a lot of drugs, or possibly not fairly sufficient, and that like most such clearly ludicrous suggestions it had been quietly dropped.
These shots are confirmation that didn’t take place, with the convertible version seemingly set for launch later this year as portion of the Evoque’s midcycle refresh (which, Land Rover lately announced, will include full-LED headlamps). As such, it truly will be boldly going exactly where only Nissan and AMC have gone ahead of. There have been a lot of SUVs with removable roofs—think Jeep Wrangler or Land Rover’s personal icon, the Defender—but this will join only the wonderfully dumb Murano CrossCabriolet and the early 1980s AMC Eagle Sundancer among those that can be regarded as complete-fledged convertibles. Which means that Land Rover is either effectively ahead of the curve or set to be laughed out of court.
Platform: It’s an Evoque without a roof, and though the decapitation will give Land Rover’s engineers some structural concerns to resolve, it shouldn’t be also challenging for them to integrate some underbody reinforcement. Yet another question, albeit one that’s most likely to be asked only really seldom by the sort of people who buy it, is how the Evoque cabriolet will cope if asked to carry out any half-severe off-roading—with its roof up or down.
Powertrain: We believe that all U.S.-destined Evoques are going to stick with the present 2.-liter turbocharged gasoline engine for the foreseeable future the newer “Ingenium” engines won’t be coming onstream for a although yet. The cabrio will also use the current 9-speed automatic gearbox, and it will most likely have the torque-vectoring system that has been common on U.S. Evoques because the 2014 model year.
Competition: Nothing at all, unless you count utilised CrossCabriolets or the trillion-times-far more-manly Wrangler.
Estimated Arrival and Cost: Expect this mutant to leave Charles Xavier’s School for Gifted Youngsters for the 2016 model year at a base price of about $ 55,000, or roughly 20 percent far more than the 2-door hardtop Evoque.
In Iceland, a kid can be Neptúnus or Torbjörg or Geirþrúður, but you’ll never meet a Moon Unit or a Zuma Nesta Rock born in the island nation. New parents here must choose from a list of 3500 government-approved names or plead their case to the Icelandic Naming Committee, a 3-person panel tasked with preserving the country’s heritage and protecting its children from a lifetime of mockery.
As overbearing as that sounds, it’s too bad the committee doesn’t consult with automakers. The panel could have stopped Land Rover from abandoning years of history when, in 2005, it dropped the Discovery moniker and began adopting alphanumeric names for some of its models in the North American market. The Discovery became the LR3 (and eventually the LR4) and the compact Freelander was renamed LR2. But Land Rover is now righting its wrong on its own terms, as its newest crossover would almost certainly earn the approval of the Icelandic Naming Committee. The LR2 replacement—even as that model will be sold for at least one more year—is now called the Discovery Sport and is every bit worthy of the name. The entry-level Land Rover, now competent and handsome, no longer makes a mockery of the brand.
Toned, Tanned, and Ready to Sell
The Land Rover LR2 was an awkward and unloved thing. Fewer than 3700 American buyers took one home in 2014, accounting for just 6 percent of Land Rover sales. Starting at $ 37,995, the new Discovery Sport undercuts the all-wheel-drive BMW X3 and the Audi Q5 each by more than $ 2000, but we’re guessing the Land Rover will win sales based on looks alone. There isn’t a bad angle or errant crease on the Discovery Sport. Its sheetmetal is pulled taut over an athletic frame, creating a design so free of clutter that there isn’t even a reference to the rear bumper lurking under the skin.
The Discovery Sport stretches 3.7 inches longer than the LR2 and offers a third row of seats. It’s also about 9 inches longer than its kissing cousin, the Range Rover Evoque. And the fact that the Disco Sport doesn’t have a roofline as overtly aggressive as the Evoque’s means that headroom and outward visibility are significantly better.
The cabin is finished in typical Land Rover kit with excellent materials and a mediocre infotainment system. That’s significant, because the Discovery Sport is the first vehicle to use Jaguar Land Rover’s brand-new and desperately needed replacement for the fussy and stubborn system we’ve complained about for years. The new InControl system uses an 8.0-inch touch screen that looks sharp, with more color and crisper graphics than the current offering. However, all it takes is a few taps to the screen to realize that the underlying software is still slow to react and occasionally unresponsive altogether.
Press, Pause, Surge, Jerk
Ahead of the B-pillar, the Discovery Sport shares many of its mechanical bits with the Evoque, including a 2.0-liter turbocharged 4-cylinder and a 9-speed automatic transmission. The 240-hp engine, designed and built by Ford, is slow to build boost off the line and isn’t as responsive as Audi and BMW’s turbo 4-cylinders. Yet once the turbocharger has spooled up, the Discovery Sport lunges ahead with up to 251 lb-ft of torque. We estimate the Sport, handicapped in part by a roughly 4400-pound curb weight, won’t quite match the sub-6-second zero-to-60-mph performances of its competition. Figure on the benchmark sprint taking 7.3 ticks or so.
The engine’s slight hesitations are exacerbated by a transmission that downshifts with uncomfortable, pregnant pauses between the accelerator input and the gear change. We’ve had the same complaint in other vehicles that use the same ZF-supplied transmission, including the Jeep Cherokee. Compared with the 6-speed unit it replaces, the 9-speed gearbox feels like a step backward. Full-throttle shifts from eighth gear to 4th at highway velocities feel as if they can be measured in full seconds. And while shift quality is smoother than in the Cherokee, the upshift from first to second is still accompanied by the same unpleasant jerk.
Between the engine’s lag and the transmission’s hesitations, it can be a challenge to drive the Discovery Sport smoothly. During part-throttle acceleration—to climb a hill, make a pass, or simply accelerate for a rising speed limit—the Sport takes its time responding before suddenly delivering too much oomph. The result is an unseemly surge that will make your passengers think you’re treating the gas pedal like an on-off switch. Jaguar Land Rover’s all-new Ingenium turbocharged 2.0-liter engine, set to go into production in late 2016, can’t get here soon enough.
The Ride Is Right
While the powertrain is the Discovery Sport’s biggest shortcoming, the chassis it’s bolted to is this crossover’s greatest asset. It starts with a rock-solid unibody structure that’s heavy on steel, although the hood, roof, and tailgate are aluminum stampings. As we scrambled over packed ice and rutted trails in Iceland, the Discovery Sport’s body never chattered or quivered. On paved roads, the cabin is seriously quiet, especially impressive considering that our test car rolled on studded winter tires.
Ride quality both on- and off-road is excellent, with none of the contrived “sporty” harshness that afflicts the Evoque. The suspension tuning is a masterful balance of compliant damping and firm body control. A new multilink rear suspension that is shorter and more compact than the Evoque’s strut arrangement creates the extra width between the wheels that allows for the optional third row of seats. Land Rover calls the Discovery Sport a 5+2-seater, which you should interpret as space for 5 adults plus a pair of 2-year-olds. As an occasional-use seat, though, the best part about the third row is its expert packaging. With the last row folded, the Sport’s load floor is just as low as in the 5-passenger version. (The 6-seater does, however, lack the 5-seat model’s underfloor storage.)
A Family Affair
Under Tata ownership, Land Rover has mastered the redesigns of the Range Rover models. The Discovery Sport suggests that the Land Rover side of the family is about to undergo a similarly successful revitalization. The LR4 soon will be called Discovery once again and a new Defender is due in a couple years. (And, yes, for the first time in nearly 20 years, that ultimate off-road tool will be sold in the U.S.) When it comes to staying true to your heritage, maybe Iceland is onto something.
The Land Rover Defender is an anachronism. Evolved from a lineage that reaches back to 1948, and with an all round design and style largely unchanged since 1971, the upright British off-roader has gone from stalwart farm machinery to utilitarian icon. Hell, even Queen Elizabeth II drives one—with a manual transmission, naturally.
Regrettably, this staunch defender of the body-on-frame 4×4 tradition is not lengthy for this world. Land Rover will stop building the Defender at the finish of this year, a 12-mpg victim of tightening efficiency and emissions standards. The Defender is old-school in each and every sense, like the way it turns dead dinosaur juice into forward momentum: inefficiently. In its location, Land Rover plans an whole family of completely modern Defenders.
But while the existing Defender has never ever been a poster child for efficiency, driving dynamics, luxurious appointment, or cutting-edge style, it’s an icon—perhaps precisely because of how charmingly it flouts all of these ideals.
And that is not just a place-on: The Defender’s rigid traditionalism reaches all the way back to the West Midlands factory where every single example is made. No million-dollar 10-axis robots calibrated to balance a sewing needle on its pointy finish right here. Just craft-trained British males and females, hammering, welding, and bolting collectively stamped-aluminum physique parts and brutish mechanical components by hand.
It’s not the fastest way, nor the most effective. And that tends to make it ideal.
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This story originally appeared on roadandtrack.com.
Land Rover is adding a diesel engine option to its line of super-luxe SUVs. Announced as part of the 2015 Detroit auto show festivities, the first U.S.-market Land Rover models to get the compression-ignition Td6 V-6 will be the Range Rover and Range Rover Sport, both in HSE trim. The pair are scheduled to go on sale in the fall of 2015 as 2016 models.
Rated at a reasonable 254 horsepower, the real story is torque: A solid 440 lb-ft of twist is available from just 1750 rpm. (For comparison, LR’s current supercharged 3.0-liter gasoline V-6 makes 332 lb-ft at 3500 rpm.) Given that, the powerplant certainly has the grunt to get things rolling whether you’re crawling through the boonies or simply loaded down with trophies from your latest Costco safari. Mated to a ZF-supplied 8-speed automatic, the Range Rover Sport Td6 and Range Rover Td6 manage the benchmark 0-to-60-mph run in 7.1 and 7.4 seconds, compared to 6.9- and 7.1-second times of their 6-cylinder gasoline counterparts.
Fuel economy gets a significant boost as well, with each of the new Rovers pegged at 22/28/25 mpg on the EPA city/highway/combined metrics; the combined figure represents a 32 percent improvement over the gas V-6, and total range for each rig has increased to bladder-stretching 658 miles.
A relatively new design, the Td6 engine is already available in other markets; nevertheless, Land Rover says it made some changes to the Td6 for stateside duty. All Td6 diesels start with a block constructed of compacted graphite iron, which is stronger than grey cast iron and offers better overall strength than aluminum. The alterations made prior to U.S. introduction include a new water-cooled turbocharger that sports new new bearings, vanes, and nozzles.
To meet U.S. emissions standards, the new diesel Land Rovers, like most of the diesel SUVs with which they will compete, are fitted with an exhaust-scrubbing urea aftertreatment system. The fluid reservoir is located under the hood and is said to hold enough fluid to run 10,000 miles between refills. There’s also a new low-pressure exhaust-gas recirculation (EGR) setup; this particular system recaptures exhaust gases after the diesel particulate filter; most EGRs pull the gases directly from the hot exhaust manifold before feeding them back into the turbo. LR’s setup also sends the air through an intercooler, which ultimately allows for lower overall combustion temperatures and reduced NOx production. The U.S. Td6 also features a 2-stage oil-pump and revised fuel injectors.
To reduce the intrusion into the cabin of diesel clatter, Land Rover has employed dual-isolation engine mounts and acoustic laminate windshields. Finally, to keep Americans from absentmindedly grabbing the wrong nozzle and filling the tank with gasoline, a special “misfueling protection device” has been fitted to the filler neck that prevents the smaller diameter gas nozzles from being inserted.
Land Rover assures us that by the time diesel Rovers hit the showroom later this fall, they will have completed testing in just about every punishing climate and at the most extreme altitudes North America has to offer. And although the maker has clearly done its homework on the long-awaited diesel, its timing is less than perfect. With record low U.S. gasoline prices grabbing headlines and notoriously shortsighted buying habits of American consumers driving sales, Rover’s diesels could prove to be a rare example of too much, too late. Of course, the company will still have some supercharged gasoline V-8s that it would be willing to sell you, too.
We would, of course, recognize if you believe that the world currently possesses sufficient compact SUVs wearing premium badges. The majority of these seem to devote their time doing nothing a lot more adventurous than shuttling in between upmarket outlet malls. However the new Land Rover Discovery Sport, observed here for the first time, does stand out from its posh rivals for one easy and moderately compelling reason—it has been made to really go off-road, at least at times. The Discovery Sport arrives here early next year, priced from $ 38,920.
The clunky name is the outcome of Land Rover’;s policy of utilizing diverse branding in different markets. Outdoors the U.S. the LR4 is still named the Discovery (a badge that we last saw stateside in 2004), hence its smaller new sibling obtaining a spun-off moniker. The Sport is slightly longer than the aging LR2, with the distinction explained by the truth that it comes with 5-plus-2 seating as normal, the third row collapsing beneath the trunk floor.
On the basis of these 1st photos you’;d have to say that it really is a handsome tiny beast. The Sport is reduced and sleeker than subsequent year’;s replacement for the aging LR4, and its architecture is closely related to that of the Range Rover Evoque, with the 2 cars sharing main components which includes the 4-cylinder turbocharged gasoline engine that will be standard in the U.S. This is really Land Rover’;s older-tech turbo 4, and we can count on an upgrade to the new Ingenium engine that is going to be launched in the forthcoming Jaguar XE within a couple of years. The company’s new 9-speed automatic transmission will be regular, and drive is shared with the rear wheels by way of a Haldex clutch on the rear axle. Very first gear is efficiently a part-time crawler ratio, and the Sport will typically start off in second.
The body shell is predominantly steel with the exception of an aluminum roof. More weight savings are realized by utilizing aluminum for the hood, front fenders, and liftgate, as well as a magnesium cross-automobile beam for the front structure. The claimed 3957-pound curb weight is barely far more than the LR2’s.
As for wilderness-difficult ability, the Discovery Sport cannot match the ground clearance of the LR4, Variety Rover, or Variety Rover Sport, but the new SUV’s 73 inches is much more than respectable. Land Rover also claims method, departure, and breakover angles of 25, 31, and 31 degrees for the Sport, plus a wading depth of 23.6 inches. That is far better off-road capability than what’s supplied by a BMW X3, Audi Q5, or other “shopping-mall” SUVs, in other words. And here’s more proof: Land Rover advises that “In intense situations, reduced trim on the front bumper can be removed to boost the approach angle,” quite possibly by the obstruction itself if you overlook to unclip it in time. As with other Land Rover goods, there’;s a Terrain Response rotary controller to enable the driver to choose an appropriate driving mode (such as sand, snow, rocks, mud) for a certain on- or off-road situation.
In recent years, it has felt as if Land Rover has concentrated far a lot more effort on ramping up the desirability of its Range Rover items than it has showered on the LR2 and LR4. The Discovery Sport, which will ultimately supplant the LR2 here, appears to be a welcome return to kind for the grittier side of the brand. Let’;s hope it drives as excellent as it appears.
But another abbreviation for overall performance has arrived, but this 1 comes from an unexpected location. Land Rover, a brand that usually trumpets the mudslinging and stair-climbing prowess of its SUVs, is introducing a new, Nürburgring-tuned version of its Range Rover Sport referred to as the SVR, which stands for Specific Vehicle Racing. One of the very first merchandise from Jaguar Land Rover’s new Specific Vehicle Operations arm, the SVR will start off at $ 111,400.
The most strong automobile to ever come from Land Rover, the SVR makes 550 horsepower and 502 lb-ft of torque, bumps of 40 horsepower and 41 lb-ft compared with the typical Variety Rover Sport Supercharged. The SVR’s supercharged 5.-liter V-8 gets its additional muscle from a recalibrated ECU, more enhance from the supercharger, and larger intakes for the intercoolers. The EPA fuel-economy ratings are unaffected by the additional horses and stay at 14 mpg city and 19 highway.
An 8-speed automatic is the only transmission selection. Shifts are mentioned to be 50 percent quicker than the standard Range Rover Sport’s, and the transmission delivers rev-matched downshifts. Even if you leave it in drive, it is smart adequate to hold gears while cornering, too. Land Rover claims it will obtain 60 mph in 4.5 seconds, roughly a half-second quicker than it touts for a typical-strength Sport Supercharged. We managed a 4.6-second run to 60 mph in the non-SVR model, so we ought to be capable to hustle the SVR to 60 in about 4.1 seconds. Leading speed is governed at 162 mph. To put that overall performance in perspective, the very first-generation Range Rover hit 60 in 13.2 seconds and topped out at 95 mph.
Here’s yet another number that you may not expect from such a car: 8:14, as in “8 minutes and 14 seconds.” That is the SVR’s reported lap time of the 12.9-mile Nürburgring Nordschleife, which, according to Land Rover, tends to make it the quickest production SUV ever to circle the Green Hell. To obtain such a feat, the SVR provides stiffer rear-subframe bushings and optional summer time tires on 22-inch wheels. The rest of the chassis remains closely connected to the standard Sport Supercharged, but it has been thoroughly recalibrated. The magnetorheological shocks, active roll control, brake-primarily based torque vectoring, air suspension, and restricted-slip differential are all retuned for maximum functionality.
What’s most surprising about the SVR is that Land Rover hasn’t fully eviscerated the SVR’s off-road capacity. A 4-wheel-drive method with a low-range transfer case remains in place to facilitate rock crawling, the center differential remains lockable, all-season tires are common, the adjustable air suspension gives up to 9.3 inches of ground clearance, and wheel travel remains the same as that of the standard version. Even the active roll-control program reverts to the normal Range Rover Sport plan should you make a decision that you’d rather be on trails than on a track. Retaining all of this off-road gear most likely implies an eye-watering 5500-pound curb weight despite the SVR’s aluminum structure.
To make positive the SVR appeals to the eye, it gets a new front-finish therapy with a distinctive bumper that increases airflow to the intercoolers and the 15-inch front brake rotors, which are pinched by 6-piston calipers. A deeper chin spoiler reduces lift and is removable to let the SVR to go off-road. At the tail finish, the SVR gets its personal bumper with 4 exhaust outlets.
These 4 pipes are the terminus of a new, larger-diameter exhaust system that attributes electronically controlled valves that open and close in response to engine load and rpm. Judging by the audio on the video of the SVR at the ’Ring, it sounds just like a Jaguar F-type—not as well surprising contemplating the SVR and the F-variety share their supercharged V-8s. We’ve however to drive the SVR, but judging by what we know so far, it may just steal a few sales away from Porsche and its Cayenne Turbo.
August 1, 2014 at 3:32 pm by Clifford Atiyeh | Photography by Chris Doane Automotive, Marc Urbano, and the Manufacturer
In an era when ballparks designate anti-peanut sections and pole dancing is deemed exercise, allow us to add Range Rovers racing at the Nürburgring to the list of bizarre, messed-up issues in this world.
Soon after spy videos caught the Range Rover Sport SVR whipping about the ’Ring final month, Land Rover has come clean with its lap time: 8 minutes and 14 seconds. That makes it the quickest production SUV in history about the well-known 12.9-mile Nordschleife loop. It is 20 seconds faster than the Porsche Cayenne Turbo, at least until the subsequent-generation Cayenne Turbo joins the upcoming 12-cylinder Bentley SUV and the Lamborghini Urus in the subsequent couple of years.
But most dramatically, the 550-hp Sport SVR is 41 seconds faster than the lap time Land Rover set with a 2010 Range Rover Supercharged, which was down 40 horsepower and up many hundred pounds. Compared with sports vehicles that are multiple feet decrease, road to roof, the SVR is an unlikely road-course ace. Yet the Dodge Viper SRT10 roadster of 10 years ago finished only a second faster over the exact same circuit. And the original Aston Martin Vanquish was 3 seconds slower. This, from a brick-shaped truck that will invest most of its life idling in Los Angeles, is fearsome progress.
Land Rover stated it has stiffened the SVR’s anti-roll bars, modified the 8-speed automatic, and recalibrated the 4-wheel-drive program for greater response. No doubt Landie has taught the Sport’s Dynamic Mode some life lessons. And although the SVR will not come with the track prototype’s roll cage and Recaro racing seats, the aero kit—and like AMG, the badge—will be the SVR’s most significant promoting point after the camo is stripped off. Inasmuch as the “regular” Sport Supercharged pulls nearly as challenging as our lengthy-term Jaguar F-variety V-8 S, the SVR will be a scary sight in the suburbs. [embedded content]
Land Rover has released one more video—here’s the first—of the high-performance Range Rover Sport that will be created by Jaguar Land Rover’s new Unique Car Operations division.
We now also have confirmation of its name: It will be named the Range Rover Sport SVR, with firm insiders indicating that the identical 3-letter badge will be utilized for ultimate-performance versions of each Jaguars and Land Rovers. Despite the fact that the vehicle in the video is nevertheless wearing a disguise, we’ve also discovered that it will be shown—again in camouflage—at this weekend’s Goodwood Festival of Speed in England.
Mechanical specifics haven’t been officially confirmed, but we can inform you that the SVR will be powered by a brawnier version of the 5.-liter supercharged V-8 that is familiar from the leading end of both the Jaguar and Land Rover ranges. We think this will have a equivalent output to the wicked F-type Project 7 we told you about this week, which means one thing on the order of 567 horsepower. Our inside sources confirm that the SVR Rangie also will get main suspension modifications intended to turn it into a critical rival for the Porsche Cayenne Turbo.
We’ll bring you a lot more pictures of it soon after its debut at Goodwood this weekend—in the meantime, verify out the video below.
