Price: NIS 757,200
Competitors: BMW X5, Porsche Cayenne, Mercedes GLE, Audi Q7
Likes: Spacious and luxurious interior, driving comfort, interior and exterior design
Dislikes: Price, engine performance, off-road capability
Rating: 8.5/10
In the world that the Range Rover Sport is meant for, James Taylor from London drives the car on a rainy morning, inputs Loch Lomond in Scotland into the navigation system, and embarks on a long journey to his summer home by a cool lake. Taylor has made the 750 kilometers between him and his vacation many times on a single tank of diesel, so there’s no need to plan, no need for charging stations—just press the gas and sail off into the cool horizon.
I would love to be James Taylor, but our reality is a bit different—in Israel in mid-2024, what are my vacation options? The north is burning, and unfortunately, I have no business there. The south is painted red, and the Negev is scorching at 39 degrees. Even in Eilat, cruise missiles are crashing, so we decided to head to the border communities, join the families of the hostages' march, and feel that at least we did something positive.
As uncomfortable as it was to arrive at a public protest march with a glaring status symbol like the Range Rover, I couldn’t ask for a more comfortable, cool, and embracing platform. I might have upgraded to a hybrid 'Sport' or even a 'real' Range Rover, but today I’m driving the entry-level version of the Range Rover Sport—at NIS 757,200, I wouldn’t dare call it a 'base model'. This is the most accessible Range Rover Sport, with four versions above it, the most expensive of which exceeds NIS 1M. It’s a lot of money, but let me reassure you, competitors cost similar amounts—this is a premium market bubbling in Israel and worldwide, while most of us can’t even dream of such a vehicle.
The interesting question is: what does the customer give up when choosing the 'entry-level' version of the Range Rover Sport? Is the 250 hp engine strong enough for such a large carriage? Have the Brits cut too much from the equipment level? Can it still justify the 'Sport' name? And most importantly, is it still a proper Range Rover?
Design: You don’t need more than a few seconds to recognize that this is a Range Rover. The 'Sport' is smaller than the higher-end Range Rover by just a few centimeters, and the British DNA shines through every metal surface. This is not a modern silhouette trying to blend an adventurous crossover with a sporty 'coupe' body; it’s a calm evolution of the DNA born in 1970. The designers maintained British restraint, and the body is free from trickery or exaggeration. Over the years, the Range Rover has lost its angular lines, and the front end is rounder and more aerodynamic. But it radiates prominent dignity, restrained by the size of the air intakes and lighting units.
The windows align with the metal surfaces, the only prominent items are the side mirrors and two shark fins; even the door handles are integrated into the body. Above the beltline is a 'floating' black roof. At the rear, there’s a horizontal light strip, and the exhausts are discreetly hidden beneath the bumper. This is a reserved design contrasting with the current growing trends, particularly from the Chinese sector. This design is less suitable for those seeking a sporty vehicle like the X5 or Cayenne but will appeal greatly to those coming from off-road worlds—like me, for instance.
Interior: With a length of 4.95 meters and a width of 2.05 meters, the Range Rover Sport offers its passengers an exceptional interior space. The upright side panels leave plenty of shoulder room, and the wide window strip creates a sense of 'going on an annual trip'. In the absence of a third row of seats, the five passengers have spacious, high-quality seats, four of which are well-padded, supportive armchairs, electrically adjustable (but without cooling). The seating position remains high and commanding, with air conditioning outlets and charging points for everyone. You won’t find flashy gimmicks here, but everything is made in good taste, with high-quality materials and one of the highest levels of finish available.
The dashboard is based on a massive-looking crossbar, with a 13.1-inch multimedia display. Nowadays, this isn’t considered a particularly large screen, but it’s high-quality and crystal-clear, curved, and integrates well into the crossbar. The Brits have eliminated the two large physical dials that controlled various vehicle systems; I hope they will reintroduce them, considering the safety institutes' pressure, which also dislikes consolidating controls into the screen. Android Auto works only with a cable, which is odd. The only physical dial, the Volume, is unpleasant to the touch, but the sound system is excellent. Aside from that, the interior is superb and highly sophisticated. The trunk is large and very useful, with 835 liters.
What do you give up when purchasing the SE250 compared to the HSE300 Dynamic, which costs NIS 130,000 more? The list includes black front calipers, UV-filtering windshield, more seat adjustments, upgraded leather upholstery, 22-inch wheels (which I find unnecessary), a head-up display, an upgraded sound system, quiet door closing, and parking assistance. You also forgo 50 hp and 8 kgm, resulting in a 1.5-second gap from 0 to 100 km/h.
Engine Performance, Fuel Consumption: With a curb weight of 2,400 kilograms, it’s clear that the 250 hp of the test vehicle does not provide immediate acceleration and throttle response. However, the 3.0-liter 6-cylinder diesel is no slouch. Despite the 0-100 km/h acceleration taking a relatively long 8 seconds, the SE250 doesn’t feel sluggish or hesitant, the 8-speed transmission performs well, and there is no lack of power for everyday driving. The feeling was good in urban/suburban traffic and even on a 450-kilometer continuous drive, including descent and ascent from the Dead Sea. On winding mountain roads, however, I missed some power. There was no problem driving briskly, but when I wanted to accelerate quickly from a sharp turn or overtake, I needed a bit more power.
The question is, how many times a year will a typical Range Rover customer want to drive at such a pace? Twice, three times, when the mood strikes? It’s not a terrible price to pay for saving NIS 130,000. But if you like to drive hard once or twice a week, then the SE250 is not the version for you—in that case, I would recommend a plug-in hybrid, 460 or 550 hp, and 4.9 seconds from 0 to 100. Be prepared to spend NIS 970,000 or NIS 1.138 million for the top-end version.
And back to the SE250: The world is talking about electrification and electricity, but everyone understands that internal combustion engines are not ready to leave the stage yet. Despite its limited performance, I liked the Range Rover’s diesel. At a normal pace, it responds well and pushes, the gearbox keeps the revs relatively low, while emitting a suitably meaty and rough sound. Choosing 'Sport' mode slightly alters the shift timing and increases engine sound, but it’s not a significant improvement. Fuel consumption is surprisingly good—over 450 kilometers of flowing intercity roads, high-speed bursts on Highway 6, and a rapid climb from the Dead Sea to Arad, it achieved 12 kilometers per liter. This is an excellent figure, indicating a range of about 800 kilometers per tank.
Comfort and Road Behavior: Like any respectable Range Rover (and I don’t include the Evoque and Velar in this group, which just jumped on the luxury brand bandwagon), the Sport is expected to be a royal and serene magic carpet. That’s what I expected, and that’s what I got. The air suspension isolates you from road ailments, the long wheelbase reduces body roll, and the rest of the absorption is handled by the comfortable armchairs. On a decent road, the Range Rover Sport is royal and smooth, a delight for the rear end.
On urban asphalt or rough trails, some jolts do reach you. The culprit is the overly sporty 275/50R21 tires, in my opinion. On the road, they are still acceptable, but off-road, they are really a problem. Keep in mind that as you move up the model rankings, you encounter 22- and even 23-inch wheels—completely unnecessary in my view. But the test vehicle was royal and pampering, a great cruiser that allows you to swallow hundreds of kilometers without fatigue.
In fast driving and 'Sport' mode, the suspension stiffens, and the body lowers to reduce body roll in fast corners. This is very nice but, let’s be honest: despite the 'Sport' name, it’s not truly a sporty vehicle. Fast, flowing, delightful on winding roads? Absolutely, but don’t think for a moment to compare its road performance to competitors like the X5, Cayenne, and others.
Off-Road Capability: Years ago, I asked a Land Rover engineer how many customers actually take their Range Rovers off-road. He told me that it wasn’t a relevant question. "Most customers won’t get their car dirty or drive it on dunes," he said. "But they want to know that if they ever want to, the Range Rover can take them to the highest peaks." Land Rover therefore maintains its off-road DNA, even though most vehicles rarely go off-road. The SE250 lacks a low-range gearbox and differential locks, which are available as options. With sporty tires, I’m hesitant to tackle rugged desert terrain. At least there’s a spare tire, though not a full-size one. Off-road enthusiasts can order a full-size spare.
I selected the 'Off-Road' driving mode, and the vehicle raised itself to a very impressive ground clearance of 28.0 centimeters. In this raised mode, you’re elevated from the ground, though ride comfort is slightly compromised. Even without a low-range gearbox, the 'Sport' can go quite far; the engine is powerful, the first gear is relatively short, the tires are wide, traction control is excellent, and the road camera displays what’s underneath the car. I had some fun, enough to determine that even in its basic state, the Sport can handle friendly off-road conditions. It’s much better off-road than its road competitors but isn’t truly an off-road vehicle. Those seeking enhanced off-road capability can add a low-range gearbox for just NIS 3,100, which is quite affordable.
Bottom Line: It’s easy to criticize the Range Rover Sport SE250 for lacking off-road capabilities, not being a true 'Sport' with 250 horsepower, and not being a 'cheap base model' at NIS 757,200. However, this perspective is narrow and cynical, missing the broader picture.
The Range Rover Sport SE250 is the most accessible entry point for those who want to experience the British luxury SUV. It remains an elegant and understated vehicle for those who don’t seek flashiness (but understand quality). It offers an excellent interior, exceptional ride comfort beyond the norm for its category, and the motor charisma sought by fans of the British brand. It’s certainly not a cheap vehicle, but compared to its higher-end siblings (diesel or plug-in hybrids), it’s an interesting option.
With a five-year or 150,000-kilometer manufacturer warranty, it ensures peace of mind over the years, addressing one of the brand’s traditional concerns. Recent Land Rovers have shown higher reliability and strong demand in the used car market. So, if you want to experience a premium vehicle without taking a mortgage, the Range Rover Sport might be your solution.
Technical Details:
- Engine: Turbo diesel, 6 cylinders in line, 2,997 cc
- Power: 250 hp @ 4,000 rpm
- Torque: 57 kgm @ 1,250 rpm
- Transmission/Drive: 8-speed, AWD
Dimensions:
- Length: 4.946 meters
- Width: 2.047 meters
- Height: 1.820 meters
- Wheelbase: 2.99 meters
- Ground Clearance: Up to 28.0 cm
- Approach/Departure Angles: 33° / 29.8° (in 'Off-Road' mode)
- Cargo Space: 835 liters / 1860 liters
- Tires: 275/50R21
- Curb Weight: 2,390 kg
Performance (Manufacturer):
- 0-100 km/h: 8.0 seconds
- Top Speed: 206 km/h
- Fuel Consumption (Manufacturer): 13.3 km/l
- Fuel Consumption (Tested, Mixed Driving): 12.0 km/l
Safety:
- Euro NCAP Rating: 5 out of 5 stars
- Active Safety: Autonomous emergency braking (front and rear), adaptive cruise control, blind spot monitoring, lane-keeping assist, collision warning for vehicles in the blind spot, driver fatigue alert
Warranty:
- Five years or 150,000 km