2018 Land Rover Range Rover Sport

The 3.0L supercharged V6 is the standard, volume-trim engine for the 2018 (facelifted) Range Rover Sport SE/HSE.

Peak torque for the standard supercharged V6 powertrain.

Land Rover's own 0-60 claim for the V6 Supercharged SE; third-party instrumented tests typically run a bit quicker.

The supercharged V6 is belt-driven (no turbo lag) and delivers power immediately and smoothly across the rev range, a trait reviewers consistently praised through the L494 generation's run.

The ZF-sourced 8-speed automatic (shared across JLR's lineup in this era) shifts crisply and rarely hunts, widely regarded as one of the best conventional automatics of its generation.

Maximum conventional towing rating when fitted with the factory tow package, applicable across the 2018 engine range.

Full-time four-wheel drive with a two-speed transfer case and Terrain Response (Terrain Response 2 optional) is standard across every 2018 Range Rover Sport trim and engine — there is no 2WD configuration.

Height-adjustable air suspension gives up to ~10.9 in of ground clearance, 33°/31° approach/departure angles, a class-leading 33.5 in wading depth, and Terrain Response 2 with an optional locking rear differential — genuine off-road hardware for a luxury SUV, though without a dedicated off-road sub-trim.

2018 offers four distinct gas/diesel powertrains — 340 hp V6 Supercharged, 380 hp V6 Supercharged (HSE Dynamic), 254 hp Td6 turbodiesel V6, 518 hp V8 Supercharged, and 575 hp SVR V8 — a broad conventional spread, though no electrified option yet (the P400e PHEV arrives for MY2019 in the US).

EPA combined rating for the volume V6 Supercharged 4WD trim.

EPA city rating for the volume V6 Supercharged 4WD trim.

EPA highway rating for the volume V6 Supercharged 4WD trim.

Computed from the EPA combined MPG and the manufacturer's 27.3-gallon fuel tank capacity.

EPA's published annual fuel cost estimate for the V6 Supercharged 4WD trim running on required premium gasoline — above the SUV normalization band's ceiling, reflecting both premium fuel and thirsty combined economy for a luxury SUV.

Premium gasoline is required (not merely recommended) across the 2018 Range Rover Sport gas engine range, adding real ongoing cost versus regular-fuel peers.

NHTSA has never crash-tested the Range Rover Sport in any generation; low US sales volume means JLR's larger SUVs are routinely omitted from the federal NCAP testing pool, and the 2018 facelift did not change that.

IIHS has not published crashworthiness tests for the Range Rover Sport either, so no Top Safety Pick award is possible and no independent verification of structural safety exists for a vehicle marketed on luxury SUV credentials.

Autonomous Emergency Braking and Lane Departure Warning are standard across the 2018 range along with front/rear parking sensors and a rearview camera, but Adaptive Cruise Control, Blind Spot Assist and Lane Keep Assist are all bundled together in a single optional Drive Pro Pack ($1,630) that is not standard even on the HSE trim — owners on Land Rover forums confirm HSE Luxury buyers still had to add it.

Stereo-camera-based AEB (forward collision warning plus automatic braking) is standard for 2018, but neither IIHS nor NHTSA published front crash prevention test results for this vehicle, so independent performance verification at a given speed range is absent.

Blind Spot Assist is alert-only and only available bundled inside the optional Drive Pro Pack rather than offered standalone or standard on any trim, including HSE — a narrower path to the feature than rivals that make it a standalone option.

Lane Departure Warning is standard, but Lane Keep Assist is optional (Drive Pro Pack only) and, typical of this generation's hardware, intervenes with a corrective steering tug rather than continuous lane centering.

Adaptive Cruise Control with an emergency-braking function is available via the optional Drive Pro Pack, giving capable radar-based cruise, but it is not standard on any 2018 trim and there is no combined highway/lane-centering assist feature on this model year.

No hands-free highway driving system (supervised or otherwise) was offered on the Range Rover Sport in this era; the most advanced option is hands-on adaptive cruise control via the optional Drive Pro Pack.

The 2018 facelift brought new slimline LED headlights standard across the US range for the first time (replacing the prior bi-xenon units), though the higher-end Matrix/Pixel/Pixel-Laser LED units offered in other markets were not approved for US sale; IIHS has not published a headlight rating for this model.

The high, commanding seating position and large glass area give good forward and side sightlines, but rearward visibility is restricted by large rear headrests and a thick B-pillar; a surround-view camera is available as an option to compensate rather than standard.

Two complete sets of LATCH anchors are present in the outboard rear seats with accessible upper tethers, but multiple contemporary reviews describe the hardware as requiring extra effort to locate and connect for both forward- and rear-facing seats, and the center rear position is tight for a third seat.

The volume HSE/HSE Dynamic trims seat five standard; the 2018 L494 still offers an optional cramped two-seat third row, but it is not standard equipment on the representative trim.

Front headroom is mid-pack for a mid-size luxury SUV.

Front legroom lands comfortably within the SUV band thanks to the Sport's long wheelbase.

Rear headroom is generous for the segment despite the Sport's lower, more raked roofline than the full-size Range Rover.

Rear legroom is competitive mid-pack for a mid-size luxury SUV, not a class leader.

The optional 5+2 third row on the 2018 L494 is a token, child-only perch with poor access and almost no legroom or headroom — reviewers consistently describe it as unusable for anyone but small children on short trips, and it isn't even fitted to the volume configuration.

Cargo volume behind the rear seats is at the low end of the mid-size luxury SUV band, reflecting the Sport's coupe-like roofline and sloping liftgate.

Maximum cargo volume with the second row folded sits near the bottom of the SUV normalization band for this segment.

A deep center console, door bins, and a usable underfloor area behind the second row are competitive but not standout; no onboard power or novel storage tricks are offered.

Reviewers repeatedly praise the highly adjustable, well-padded 16-way heated front seats as sedan-like over long stints; rear seats are also well cushioned, if not as adjustable.

Standard air suspension with Terrain Response smooths most bumps and is a segment strength on the highway, though the firmer tune (versus the full-size Range Rover) and large wheel options let some sharper impacts through.

Standard laminated/acoustic glass and strong NVH engineering keep wind and road noise low at highway speed, a widely cited strength of the 2018 model.

16-way heated front seats, adjustable lumbar, and a fixed panoramic roof are standard on the HSE, with heated/cooled and massaging seats, heated rear seats, and a heated steering wheel available as the trim climbs — strong but not segment-topping availability on the volume trim itself.

Entry SE trim with the base 340-hp supercharged V6, the cheapest way into a 2018 Range Rover Sport.

HSE is the most common volume trim for the 2018 Range Rover Sport — one step up from SE with nicer wheels, leather and tech, still on the base 340-hp V6.

Edmunds' True Cost to Own tool projects above-average maintenance spend for this nameplate versus the average luxury full-size SUV ($735/yr), consistent with Land Rover's reputation for costly upkeep.

Range Rover Sport depreciates steeply (~17%/yr compounding), among the worst retention in the luxury midsize SUV class, driven by reliability perception and heavy early discounting on the used market.

Standard Land Rover new-vehicle limited warranty for model year 2018, before the later EliteCare 5-yr rebrand.

Land Rover did not offer an extended powertrain-only term in 2018 — powertrain coverage runs the same 4yr/50k as the bumper-to-bumper policy, shorter than many rivals' 5-10yr powertrain terms.

2018 Range Rover Sport buyers received Land Rover's complimentary scheduled maintenance for 5 years/60,000 miles (longer than the vehicle's own warranty term) plus 24-hour roadside assistance, towing and trip-interruption benefits — a strong, multi-year perk package.

$73,345 volume-trim price minus its estimated resale value after 5 years (37% retained, or about $27,138) leaves about $46,207 in depreciation. Add the projected $6,113 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $52,320 in total.

Both major predictive sources flag the facelifted (L494) 2018 Range Rover Sport as below average, driven heavily by electrical/infotainment gremlins and the supercharged V6/V8 family's known issues.

Land Rover was in the bottom five of J.D. Power's U.S. Vehicle Dependability Study the same year this model was new, a standing the brand has repeated in nearly every subsequent VDS/IQS cycle.

19 recalls is a heavy count for a single model/year, and the pattern is not trivial trim-tag paperwork: a 2018 recall for Autonomous Emergency Braking disabling without warning, plus a recurring rearview-camera-blackout defect that NHTSA had to re-recall multiple times (2019, 2021, 2024) on the same vehicles — both are active-safety and visibility systems, not cosmetic.

The 2018 facelift's gas volume powertrain is Jaguar Land Rover's supercharged 3.0L V6 (AJ126 family, in production since 2012) paired with a ZF 8-speed automatic. Independent repair shops and owner forums document a specific, well-known failure mode — coolant crossover/manifold pipes under the supercharger rupturing and causing catastrophic engine failure, typically in the 60,000–80,000 mile range with replacement costs cited near $30,000 — plus transmission control module software causing harsh/thumping downshifts. Neither has been addressed by a recall.

Reviewers consistently cite this as a class-leading cabin for the price: real wood veneers, metal switchgear with knurled edges, standard leather, and redesigned front seats for the 2018 facelift. Material richness is not in dispute even where reliability is.

Reviewers praise showroom assembly quality and perceived solidity, but this is undercut by documented factory quality-control lapses on this generation — owner/forum reports of faulty camera units and even incorrect steering wheels installed at the factory — which is why J.D. Power's initial-quality scoring for this model has historically lagged the segment despite the cabin's strong perceived richness.

Land Rover's US dealer network is smaller than mass-market brands but is a mature, dedicated luxury network with generally positive service-experience reports; it is adequate rather than exceptional, and coverage is noticeably thinner outside metro areas than for competing luxury SUV brands with larger dealer counts (e.g. BMW, Lexus).

Annual repair/maintenance cost runs above both the luxury full-size SUV segment average and the all-vehicle average, and parts for the British-built supercharged V6/V8 and air suspension are dealer- or specialist-sourced rather than widely available through mainstream aftermarket channels — consistent with 'normal-to-above-normal' rather than cheap/abundant parts support.

The 2018 facelift brought the new InControl Touch Pro Duo system standard, stacking two 10-inch touchscreens — the upper for navigation/media, the lower for climate and seat functions — a notable step up from the single 8-inch screen of the pre-facelift Sport.

Touch Pro Duo looks striking and splits functions logically across two screens, but reviewers at launch found the software laggy and the menu structure for the lower screen less intuitive than rivals' single-screen systems.

Apple CarPlay/Android Auto were not available at launch on early-build 2018 Range Rover Sports; Land Rover rolled out a Smartphone Pack retrofit via dealer software/hardware update during the model year, and even then it was wired, not wireless, and sometimes carried a dealer fee.

Standard embedded navigation on the upper Touch Pro Duo screen is functional with clear graphics, but the voice assistant of this era is a basic command-based system most owners bypass in favor of phone-based navigation once available.

An 11-speaker Meridian sound system is standard on HSE, with an upgraded 17- or 19-speaker Meridian Signature system optional on higher trims — solid premium audio across the lineup even on the volume trim.

A crisp, fully configurable 12.3-inch digital 'Interactive Driver Display' became standard across the facelifted 2018 lineup, including the volume HSE trim, bringing map and media views into the driver's eyeline.

The 2018 Range Rover Sport predates meaningful over-the-air update capability; software and even the CarPlay/Android Auto Smartphone Pack required a dealer visit to install rather than an OTA push.

The InControl Remote app (subscription-based after an initial trial) provides remote lock/unlock, vehicle status, and remote climate pre-conditioning — core functions present but gated behind a subscription renewal, and less polished than contemporary luxury-brand apps.

Five USB ports are spread through the cabin along with a household-style 12V outlet, but USB-C and wireless phone charging were not yet standard fare on the volume HSE trim in this generation.

Keyless entry with push-button start and a power tailgate are standard on the HSE trim, with hands-free gesture tailgate operation available as an option — solid but not class-leading convenience.

A 360-degree surround camera system is standard on the HSE, paired with front/rear parking sensors — strong, class-competitive parking assistance for the volume trim.

A head-up display is offered but only as an option, not standard, on the HSE volume trim — present in the lineup but gated behind an options package.

Wide rear door openings and a reasonably high seating position make loading car seats manageable, and LATCH anchors are standard, but the cramped optional third row and only moderate rear legroom keep this from being a family-logistics standout.

Blind-spot monitoring and a reversing camera with sensors are standard on HSE, but forward collision warning/autonomous emergency braking and adaptive cruise were still options rather than standard on the volume trim in 2018, and the model carries no published NHTSA/IIHS overall rating for this generation.

Comfortable, well-cushioned seats, a quiet cabin, and standard rear climate controls support multi-hour family trips, but modest cargo volume behind the second row (27.5 cu ft) limits luggage space once the car is loaded with people.

A smooth air-suspension ride, light-feeling steering for the vehicle's size, and a commanding driving position make daily traffic easy to manage, though the Sport's size and 5,100+ lb curb weight add some fatigue versus smaller luxury SUVs.

The supercharged V6 volume powertrain returns EPA-estimated city/highway figures in the high-teens, well below mainstream and even many luxury SUV rivals, and premium fuel plus Land Rover's historically higher-than-average maintenance costs push per-mile commuting costs toward the expensive end of the segment.

A roughly 40.6-ft turning circle and nearly 79-inch width make the Sport noticeably harder to place in tight urban parking than compact or mid-size mainstream SUVs, though the standard 360-degree camera and parking sensors help offset the footprint.

A 7,716-lb tow rating on the supercharged V6 is genuinely strong for a mid-size luxury SUV and rivals some half-ton trucks, giving real towing headroom for trailers, boats, and horse trailers, though the Sport's limited cargo volume and lack of a bed cap its broader work utility.

The L494 platform and air suspension are mechanically complex and Land Rover has a well-documented reputation for below-average long-term reliability, making the Sport a poor choice for sustained fleet or hard-use work duty despite its capability on paper.

As a leather-trimmed luxury SUV, the Sport offers none of the washable surfaces, onboard power outlets, or upfit/rack ecosystem that define a work-focused vehicle; its few tie-down points and modest cargo area are oriented toward lifestyle use, not a jobsite.

A quiet, well-isolated cabin and supportive seats make the Sport a strong mile-eater, and a roughly 20+ gallon tank gives respectable highway range on the V6, though fuel economy in the high-teens MPG means more frequent fuel stops than more efficient rivals.

Standard full-time AWD, adjustable air suspension with raised off-road height, a two-speed transfer case option, and Land Rover's Terrain Response system give the Sport genuine, class-leading off-pavement capability well beyond typical luxury SUV rivals.

60/40 split-folding rear seats and roof rails are standard, and a factory tow hitch is available for bike/cargo carriers, but the relatively modest 62.2 cu ft maximum cargo volume with seats folded limits how much bulky gear the Sport can actually swallow versus larger rivals.

Despite a curb weight north of 5,100 lbs, reviewers consistently find the Sport surprisingly agile and well controlled through corners, with wide 20-inch tires providing strong grip and limited body roll for a vehicle of its size — though it still trails dedicated performance SUV rivals like the Porsche Cayenne in outright athleticism.

The steering is accurately weighted and relaxed rather than quick, appropriate to the vehicle's size and mission, but reviewers note it delivers little genuine road feedback.

Large standard brake rotors provide confident, fade-resistant stopping power appropriate for the Sport's weight and towing capability, with a pedal feel reviewers describe as firm and predictable rather than grabby or soft.

The supercharged 3.0L V6 paired with the ZF 8-speed automatic is smooth and well-calibrated, with immediate throttle response and seamless shifts; the optional diesel Td6 is notably more refined for an oil-burner of its era, though it introduces mild diesel clatter at idle.

The supercharged V6 produces a pleasant, muted whine under load that most owners find agreeable rather than intrusive, and vibration through the controls is well isolated; the diesel Td6 is quieter than most diesels but still audible at idle and cold start.

The Sport's turning circle sits at the wide end of the SUV normalization band, reflecting its long wheelbase and large footprint.

A commanding, elevated seating position, wide adjustment range on the power seats and wheel, and good outward visibility for an SUV with this roofline make the driving position a consistent strength, aided by the redesigned center stack from the 2018 facelift.

The supercharged V6 delivers enough power and a pleasant soundtrack to make spirited driving genuinely enjoyable for an SUV this size, and enthusiast outlets rate it well above typical luxury-SUV fare, though it stops short of outright sports-SUV thrills (reserved for the SVR variant, not the volume trim).

Base SE trim includes leather upholstery, 8-way power/heated front seats, a panoramic roof option not standard, dual-zone climate, and a Terrain Response system standard — competitive but not class-leading versus German rivals that bundle more tech at similar money.

Reviewers consistently placed the 2018 Range Rover Sport near the bottom of its class on value — U.S. News ranked it last (#19 of 19) among 2018 Luxury Midsize SUVs, citing price, reliability and an outdated-feeling infotainment system weighing against its genuine capability and road manners.

Six trims (SE, HSE, HSE Dynamic, Supercharged, Autobiography, SVR) across three engines (340/380-hp supercharged V6, Td6 turbodiesel V6, 518/575-hp supercharged V8) span roughly $67,745 to over $114,000 — a wide, well-spaced range from comfort-oriented base models to the track-focused SVR.

2018 was a record year — 24,282 U.S. units, up 27% year-over-year, inside Jaguar Land Rover's best-ever U.S. sales year overall — a fast riser within its segment even though absolute volume still trails top German rivals.

Range Rover carries strong aspirational cachet and off-road heritage with a loyal following, helping it command near-MSRP transactions despite below-average reliability reputation.

Dealer and owner-forum reporting describes Land Rover holding firm near sticker price in 2018, with typical discounts of only $1,000-4,000 off MSRP and many buyers paying at or above MSRP — little negotiating room for shoppers.

2018 is the first model year of the L494 generation's mid-cycle facelift (new front/rear bumpers, exhausts, and the Touch Pro Duo infotainment carried over from the Velar) — meaningfully updated versus 2014-2017 cars, but still riding the platform introduced in 2013, four years from its 2022 full redesign.

Reviews praised the supercharged V8's performance and off-road ability but the 2018 Range Rover Sport did not collect mainstream comparison-test wins or major industry awards that model year, and U.S. News ranked it last in its segment, citing reliability and infotainment complaints.