Range Rover Sport P400: An off-road legend with an American accent

The cracked asphalt quickly disappeared under the massive hood, and tight corners flattened beneath the enormous 285/45R22 tires. In Dynamic mode, the engine roared with a rough sporty sound, responding eagerly to every press of the accelerator. Yes, gasoline, as it used to be, not some abstract kilowatts but a breathing, living power unit, climbing to 6,000 rpm and dropping to 1,500. Remarkably, the air suspension managed to keep the vehicle relatively balanced, restraining body roll during sharp braking and weight transfers. The suspension absorbed the twists and imperfections of the asphalt, and the road began to drop into the valley. I continued my small stage a little longer, then let go; it was time to calm the thrilling machine, cool the brakes, and slow the heart rate.

For a moment, I could have mistaken it for a performance car - but no. The Range Rover Sport is a tall and heavy off-roader, 2.4 tons on the scales and 4.95 meters bumper-to-bumper. The Sport was born twenty years ago between British mud fields and the narrow roads of the Midlands, creating an urban-sport alternative to the original Range Rover. The idea behind both was the unique ability to glide majestically on the M6 or navigate winding mountain roads, but also the option to descend to the nearby cattle trail, lift the body, and weave between curious cows. At least, that’s the fantasy; I’m not entirely convinced about the rugged trail.

Today we meet the third generation of the Range Rover Sport, launched in 2022. Until now, the Sport was sold in Israel with a variety of diesel engines, plug-in hybrids, and a muscular, expensive V8. Recently, the importer, Hativat Hamizrah, began selling the American P400 version. It turns out that many Israelis desire a strong gasoline engine, and the opportunity arose following Trump’s tariffs on European car imports to America. Thus, we find ourselves enjoying British production surplus in the form of a meaty Range Sport engine with a reasonable price for the category. But can NIS 854,000 really be considered reasonable?

I assume that for most of our readers (and the writers at Walla), such a price is neither reasonable nor feasible. But we are not the target audience of the Range Rover Sport; the Sport competes with luxury cars like BMW X7 and X6, Mercedes GLE, Porsche Cayenne, and other premium models in the same segment and budget. In this bracket, the sum is not jaw-dropping; the customers are less concerned with purchase and maintenance costs, depreciation, or other common metrics. The premium market in Israel has been bustling in recent years, and customers seek a quality product.

But no less important is a product with refinement and positioning, global reputation, and a classic image. The Sport meets these demands, and we went to see how it combines British elegance with American engine flair. For the test conclusion, we also took a classic Range Rover for a comparative spin - we wanted to experience and sharpen the gap between these two vehicles.

Most premium models trace their roots to classic passenger cars; some are sedans, others coupes, some crossovers, some GT cars. The Range Sport adheres to the classic SUV format: Tall, with a prominent hood and muscular rear. Although the body lines have been softened and rounded compared to the original Range Rover, the Sport still recalls classic off-roaders, and in the luxury segment, this is a significant statement; not all premium customers are excited about the emotional connection to deserts and jungles. The Sport is about 10 centimeters shorter than the large classic Range and maintains shared features: A high, horizontal beltline, a floating roof above the tall window line, and a defiant, elevated stance over tires positioned at the corners.

In an era where manufacturers try to invent gimmicks to stand out from competitors, it is a pleasure to see a brand sticking to its DNA, not forcing customers to adapt to a new world with each vehicle change. Across the dashboard stretches a massive beam I remember from the launch of the New Range in 2001. The cabin is spacious and airy, abundant with clean and balanced lines, with a minimum of dazzling chrome, nickels, and sharp elements that irritate the eye.

At the center of the beam is a 13.1-inch multimedia display, modest compared to today’s standards. The curved screen sits gently on the width beam rather than jutting out as in many modern cars. Furthermore, all 13.1 inches are usable display, with excellent graphic design: Clear subdivision into submenus, simple and legible typography even for drivers not raised with a PlayStation in hand. Unfortunately, the “no-buttons” tornado hit here as well, and though the display is convenient and ergonomic, it still requires menu navigation. I was disappointed to discover that Android Auto only works via cable, due to some transmission frequency issue expected to be resolved in the future. A camera system assists in parking the “whale” in a café lot, the steering wheel feels just right, the dashboard is detailed, and the overall sensation is sophisticated and restrained. The high seating position offers excellent road visibility and command over the masses in mundane vehicles.

The seats are very spacious and ergonomic, electrically adjustable and heated, including the rear. Doors close quietly, and the outward view is excellent, whether driving to the Ramon Crater or back from school. Trunk volume is 835 liters, enough for all family luggage. Under the floor rests a 195/75R20 spare tire. Without a doubt, the cabin is one of the key components of the pampering and superiority that define the Range Sport.

Honestly, I really like Range Rover diesels, especially the D300 and D350. These are six-cylinder in-line engines, meaty, vibration-free, and very quiet. They don’t have thrilling 0–100 times (6.4 and 5.8 seconds, respectively), but the 8-speed gearbox keeps them at low revs, perfect for British car cruising.

The American gasoline engine in the test car has a different character: Only 55 kg·m of torque at 2,000 rpm (compared to 65–70 kg·m in the diesels already at 1,500 rpm), but 400 hp reduce the 0–100 km/h sprint to 5.5 seconds. A turbocharger provides most of the power, assisted by an electric supercharger giving extra force in the first seconds of acceleration.

In “Dynamic” mode, the P400 revs to 6,500 rpm, accelerating sharply for a 2.4-ton vehicle. In strong uphill climbs or heavy braking, the paddle shifters on the steering wheel provide a tactile, mechanical feel - completely different from the synthetic sensation of modern electric vehicles. I must admit that in the electric era, 5.5 seconds is not breathtaking, but the sporty Range isn’t about stopwatch numbers - it gives the driver the sensation of commanding a refined motorized machine, piston sounds going wild, turbo whistles, and valve noise. These are delightful sensations enthusiasts are willing to pay good money for.

On a mountain road, the word “Sport” stops being a marketing gimmick and returns to its authentic meaning. The 400 hp engine can be calm and civilized, yet in moments of grace, rewards with enhanced performance and sharp responses, all while delivering a 24-valve, four-exhaust concerto. To put it in perspective, the P400 isn’t the sportiest Sport; hybrids and stronger V8s exist in Israel, at higher prices. For dreamers, the rare SV model, with 626 hp and fully sharpened road behavior, is recommended.

Fuel consumption? Let’s be honest. On relaxed intercity cruising, we managed 10–11 km/liter, a decent figure for such a car. But pressing the right pedal shot consumption down to 4–5 km/l. The diesels are about 50% more economical. Safety systems include lane keeping, autonomous emergency braking, vehicle detection in blind spots, traffic detection, and rear collision control. We liked the option to reduce the involvement of safety systems and audible alerts; less appealing was cruise control, which can feel jumpy and disturb passenger calm. The Sport is also offered in calmer diesel versions; with a 300 hp diesel, it costs NIS 853,000 (almost identical to the “American” Sport).

Since 2022, the Sport sits on the classic Range MLA-Flex platform, and we expected the highest comfort. With a three-meter wheelbase and air suspension, the Sport offers a smooth, relaxed ride, absorbing asphalt imperfections in a solid way unknown to us - we compared it to alternatives like Lexus LX600 or Mercedes G-Class, and the Sport was more comfortable than both. Add thick acoustic insulation, insulated windows, and high-quality door seals, and you get a pampering British lounge, perfect for relaxing on Israeli roads. Completing the scene is a Meridian audio system that easily overpowers outside sounds.

At high speeds, the suspension performs wonderfully on any asphalt. We liked the ride less at lower speeds, where asphalt cracks and small bumps reach the passengers. The weak point is the 285/45R22 sporty tires, which do not help soften small jolts. This is unfortunate because even a short hill trip starts with leaving the city parking lot, where suspension action isn’t perfect - it’s much better than industry norm, but we’d expect more given the brand reputation. Those wanting maximum comfort can opt for 275/50R21 tires, which I recommend.

The rear design of the Sport shows a slight Korean-Chinese flavor, with a horizontal light strip and two exhausts hinting at a big gasoline engine. At 4.95 meters long and 1.82 meters tall, the Range Sport is very prominent on the road. Those dreaming of racetracks and highways may not fall in love easily, but desert and dune enthusiasts will love this oversized Brit.

The Sport’s road behavior is predictable and balanced; steering weight is good, body roll is restrained. But expectations must be tempered - it’s a heavy, tall off-roader, and on roads it doesn’t pretend to beat a Porsche Cayenne or BMW. Nevertheless, I enjoyed pushing it hard on twisty roads, relishing the chassis’s willingness to dive into tight corners, changing direction like much smaller cars. Suspension and steering provide very precise sensations, as do the brakes - strong and biting, despite high-speed driving.

For decades, Range Rovers have been praised for off-road capability; we regarded them as luxury vehicles capable of entering the London Lords’ Club, as well as family estate mud tracks. The truth is, they retained some capabilities, mainly the classic Range. The Sport sacrificed important components like low-range gearing, full differential locks, and more.

The Sport still has air suspension capable of raising ground clearance to a significant 28.4 cm, Terrain Response 2 system adapting engine and gearbox to terrain, and decent body angles. But sporty tires and plastic abundance harm off-road ability. The Sport can handle relatively maintained trails, climb embankments, or cross puddles, but few will try real off-roading. Those wanting off-road capability can add low-range gearing for NIS 3,200 - a recommended upgrade. A full off-road package is also available, including low-range, rear differential lock, rear steering, upgraded suspension, and more - an impressive list at a very high price of NIS 62,000. Ultimately, you remain limited by road tires.

Enthralled by the Range Sport, one might ask - is the classic really better, and by how much? Is the NIS 260,000 price gap justified between the Sport and classic Range with similar engines and equipment? To clarify, we took a classic Range 350P diesel for a spin. In HSE trim, the gray Range costs NIS 1,244,000 - much more than the NIS 854,000 test car, but still within the premium category like Mercedes GLS, Bentayga, and other coveted vehicles (not to mention Mercedes G-Class).

The classic is 10 cm longer and 5 cm taller than the Sport; add more angular lines, a prominent beltline, and a minimalist rear, and you have a visually striking vehicle - important in the premium segment, along with the knowledge that the classic is the “original,” the progenitor, the most prestigious and expensive.

No need to detail all differences between the two, but looking at window height, the classic’s windows are 3 cm taller than the Sport’s and mounted 6 cm higher from the ground. That’s 9 cm more interior space, with exceptional environmental visibility. Short seating in the classic further highlights additional differences for an even more luxurious experience - without diminishing the Sport’s cabin.

The classic is also available in a LONG version, adding 20 cm to the wheelbase (NIS 23,000) and allowing a third row (additional NIS 15,000). Some will gladly pay for improved presence.

Dynamically, the classic offers even greater ride comfort - you feel it after 200 meters on a cracked city road. Air suspension absorbs bumps even better, cabin silence is more regal - a truly luxurious lounge. Precisely because of its large size and lack of pretension for sharp sporty behavior, it is more comfortable than most road limousines trying to be sporty.

The trade-off is less restrained road behavior. The classic leans more in fast corners and braking; it doesn’t encourage sharpening tires on twisty mountain roads. Physics dictate that for maximum comfort, some sporty capability must be sacrificed.

Other differences - the classic has rear-wheel steering improving maneuverability in tight parking or technical obstacles, diesel torque provides relaxed low-rev cruising without losing the ability to summon 70 kg·m for overtakes or steep climbs. The 350P achieves 13–14 km/liter - impressive, though not relevant in this market segment. The classic retains professional off-road systems like effective low-range gearing and differential locks. Nice on paper, but sporty tires destroy real off-road claims.

Even without off-roading - the classic costs about a NIS 250,000 more than the equivalent Sport - but you feel precisely where the money went. As spacious and pampering as the Sport is, the classic is even more: More space, more luxury, more silence and comfort, taller, rarer, and the true original - the progenitor. Respect!

In 2025, Hativat Hamizrah recorded 654 deliveries, a 47% increase from 2024. The list included 300 Range Rovers, 275 Sports, and 25 classics; similar quantities were sold through parallel and private import channels (I refuse to count “Avivok” and “Wolar” as Range Rovers - they are marketing stickers). In premium market terms, these are significant numbers, with the Sport leading the category alongside the Mercedes GLE. Unlike most premium cars, the British duo occupies a unique niche for clients seeking a touch of adventure and refined machismo.

For customers whose imagination lies in deserts and jungles, or who don’t want “just another car” like the neighbor’s, both Range Rovers offer very attractive options: Range Rover Sport for dynamic drivers with a budget up to NIS 1 million, classic Range for those able to spend over a million on a luxury car.