2019 Land Rover Range Rover Sport

SE and HSE are the volume trims on the 2019 (L494, facelifted-for-2018) Range Rover Sport and share the 3.0L supercharged V6.

Same volume-trim engine as 1.1.1.

Land Rover's own 0-60 claim for the SE/HSE V6 Supercharged, corroborated by multiple outlets quoting 6.8-6.9s for this powertrain; not to be confused with the much quicker V8 Supercharged/SVR trims.

The supercharged V6 is praised by reviewers for linear, lag-free power delivery (no turbo lag to mask) paired with the smooth ZF 8-speed automatic, though outright response is more serene than sporty next to turbocharged rivals.

The ZF-sourced 8-speed automatic shared across the Range Rover Sport lineup shifts crisply and stays well out of the way; reviewers routinely single it out as one of the better conventional automatics in the segment.

Land Rover rates the Range Rover Sport gas lineup at a standardized 7,716 lb (3,500 kg) max tow rating when properly equipped with the tow package.

Standard full-time 4WD across every 2019 Range Rover Sport trim, with Terrain Response 2 automatic terrain modes and an electronically controlled, lockable center differential — sophisticated and not a top-trim-only option.

Standard adjustable air suspension raises to an 8.9 in off-road ride height, the class-leading 900mm (35.4 in) wading depth with a dedicated Wade Mode, and Terrain Response 2's five terrain programs give genuine off-road credibility well beyond pavement-oriented luxury SUV rivals, though it lacks a dedicated rock-crawler trim like a Jeep or Bronco.

The 2019 US lineup spans two states of supercharged V6 gas tune (340/380 hp), a supercharged V8 (518 hp, plus 575 hp SVR), a Td6 diesel, and the new P400e plug-in hybrid — an unusually broad spread including an electrified option, though no pure EV.

EPA-certified combined figure for the 2019 Range Rover Sport 3.0L supercharged V6, the volume gas powertrain.

Same EPA record as 2.1.1.

Same EPA record as 2.1.1.

EPA-published total range figure derived from the 27.6-gallon fuel tank and combined fuel economy.

EPA's standard annual fuel cost estimate, driven up by both the premium-fuel requirement and the 19 MPG combined rating; this exceeds the top of the segment's cost band.

The V6 Supercharged requires premium unleaded, with no flex-fuel or regular-gas option on any gas trim, adding real ongoing cost on top of the already below-average MPG.

NHTSA has never crash-tested the Range Rover Sport (L494 generation, facelifted for 2018); no overall star rating exists for 2019 or any year of this generation.

IIHS has not tested the Range Rover Sport — no Top Safety Pick status, no individual crashworthiness subscores, no award of any kind exists for this nameplate in 2019 or any other year.

Low-speed autonomous emergency braking, lane departure warning, front/rear parking sensors and a rearview camera are standard on the volume SE trim, but blind-spot monitoring, high-speed AEB and adaptive cruise control all require the optional Drive Package or Driver Assist Package — core items are present but the broader suite is paywalled.

No independent IIHS front-crash-prevention test exists. Low-speed AEB using forward radar/camera is standard on the SE, but the higher-speed AEB function is reserved for the optional Driver Assist Package, so the standard-trim system is more limited than a volume-trim comparison implies.

Blind-spot monitoring is not standard on the volume SE trim for 2019 — it requires the optional $410 Drive Package (alert-only, with closing-vehicle sensing) — and rear cross-traffic/surround coverage is bundled further up in the optional Driver Assist Package rather than offered standalone.

Lane departure warning is standard, but true lane keep assist/centering is tied to the optional Adaptive Cruise Control with Steering Assist in the Driver Assist Package — the standard system is corrective warning only, not continuous centering.

Adaptive Cruise Control with Steering Assist is available via the Driver Assist Package and works up to highway speeds with light steering input to help keep the vehicle centered, but it is optional on every 2019 trim rather than standard, and no instrumented review was found praising its refinement.

No hands-free highway-driving system (comparable to BlueCruise/Super Cruise/FSD) was offered on the 2019 Range Rover Sport; the most advanced available tech is hands-on adaptive cruise with steering assist.

The 2018 facelift (carried into 2019) brought new LED headlight units standard across the range, but the higher-end Matrix LED and Pixel-Laser systems offered in other markets were not approved for US sale, so American-spec 2019 cars top out at standard LED with no IIHS headlight rating to corroborate beam quality.

The high, upright seating position and large glass area give good forward and side sightlines, but reviewers consistently flag a thick B-pillar blind spot and weak rear visibility; a surround camera system is available to compensate but only as part of the optional Driver Assist Package, not standard on the volume trim.

Two complete sets of LATCH connectors are present on the second-row outboard seats and the second row itself has ample room, but cars.com's expert review specifically flags the LATCH anchors as difficult to locate and connect on this generation, which weighs down an otherwise spacious rear seat.

The volume SE/HSE configuration is a two-row, five-seat SUV; the occasional 6th/7th seat is a factory option, not standard.

Mid-pack front headroom for a mid-size luxury SUV, consistent across the facelifted L494 range.

Comfortable, roughly mid-band front legroom for the segment.

Strong second-row headroom, near the top of the SUV band, helped by the tall greenhouse and optional panoramic roof.

Comfortably mid-band second-row legroom for a mid-size luxury SUV.

The volume 5-seat configuration has no third row at all; even on vehicles ordered with the optional power-folding 5+2 pack, reviewers describe the rearmost seats as tight, kids-only perches best used for short trips.

Cargo space behind the second row sits just under the mid-size luxury SUV normalization floor — a side effect of the sloping tailgate and the space reserved for the optional third row's folding mechanism, even on 5-seat cars.

Folding the rear bench opens up meaningfully more room, but max volume still lands in the lower part of the SUV band — this is a luxury SUV shaped more for road presence than outright hauling.

Competent, conventional storage — console bin, door pockets, underfloor cubbies — with no standout packaging trick; the lower Touch Pro Duo display handles climate/seat controls rather than freeing dedicated storage space the way later facelifts did.

Highly adjustable, well-padded front seats draw consistent praise, putting the Range Rover Sport on par with luxury sedans for long-haul comfort; this is one of the car's clearest strengths.

Standard air suspension with adaptive dampers delivers a cushioned, composed ride that smooths out bumps even on larger optional wheels — a genuine segment strength, short of outright class-leading.

Reviewers repeatedly single out the hushed cabin — wind, road, and engine noise are all well suppressed at speed — making this one of the strongest items in the category.

Heated front seats, dual-zone climate and a heated steering wheel are available from early in the lineup, with heated/cooled rear seats, four-zone climate and remote preconditioning via the InControl Remote app reserved for HSE and up — solid but not segment-topping on the volume SE trim.

Entry SE trim base price for the 2019 model year; shown for reference only (weight 0), the Effective Ownership Cost below prices the volume HSE trim.

HSE is the best-selling volume trim for the 2019 Range Rover Sport, adding Touch Pro Duo infotainment, upgraded leather and larger wheels over SE.

Class estimate for scheduled maintenance plus repairs over the first 5 years; Land Rover's segment reputation is for higher-than-average repair frequency and severity even where the aggregate estimate lands mid-band.

Range Rover Sport depreciation is steep relative to the luxury SUV segment, driven by weak resale demand tied to the brand's reliability reputation.

Standard Land Rover New Vehicle Limited Warranty for the 2019 model year; mid-pack for the segment (typical luxury SUV basic coverage is 4 yr/50k).

Land Rover's 2019 New Vehicle Limited Warranty covers powertrain under the same 4 yr/50,000 mi term as the basic warranty — there is no separate, longer powertrain-specific term like several mainstream and Korean rivals offer, which is a real ownership weakness.

InControl Remote & Protect bundles a roadside-assistance and remote-monitoring trial with the new vehicle, but there is no confirmed complimentary scheduled-maintenance program for MY2019 — Land Rover's EliteCare-style maintenance bundle postdates this generation. That puts it at basic-roadside-only rather than a true multi-year maintenance perk.

$74,985 volume-trim price minus its estimated resale value after 5 years (36% retained, or about $26,995) leaves about $47,990 in depreciation. Add the projected $6,113 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $54,103 in total.

Consumer Reports does not publish a predicted-reliability verdict for the 2019 Range Rover Sport (listed NA), but J.D. Power's VDS-era brand data for this generation and era is consistently near the bottom of the industry, and owner-sourced data (TrueDelta, RepairPal) shows a high incidence of electrical and air-suspension faults for the L494.

Land Rover is the most consistent bottom-dweller in J.D. Power's multi-year dependability studies across this generation's production run, finishing last or second-to-last among all mainstream and luxury brands in back-to-back years.

This generation/facelift drew a high recall count for a single model year, including a crankshaft pulley bolt fracture recall (19V-040) with a credible engine-failure risk, plus a backup-camera display recall, a door-latch (KV system) recall, and a seat belt assembly recall — more volume and more safety-relevant than the 'typical, nothing systemic' band.

The 2019 lineup's Ingenium 4-cylinder (gas/diesel) and JLR-sourced supercharged V6/V8 engines carry a mixed long-term reputation — not catastrophic, but with recurring oil-leak, timing-chain and turbo-cooling complaints across owner forums and a factory recall (23V044000) specifically naming a blocked oil channel in this engine family on 2019-2023 trucks.

Reviewers consistently rate the facelifted cabin among the class leaders for material richness — soft-touch surfaces throughout, real wood and metal trim, thick carpeting and supple leather, with little to no hard plastic criticized even in secondary touch zones.

Panel gaps and physical assembly draw few complaints, but Land Rover's initial-quality scores for this era are weak, driven mainly by electronics and switchgear glitches (infotainment freezes/resets, window regulator faults) rather than visible build defects — landing this in the middle band rather than top-tier.

Land Rover's US dealer network is far smaller and less dense than mass-market or even most luxury rivals, concentrated in major metros, and the brand's service satisfaction scores have historically trailed the luxury-SUV segment it competes in.

Parts are dealer-centric and expensive, and the standard air suspension — fitted to every Range Rover Sport — is the single costliest wear item in the segment, with air spring, compressor and valve-block replacements routinely running well into four figures; aftermarket support is thin compared to mainstream brands.

The InControl Touch Pro Duo system pairs two 10-inch high-resolution displays rather than one large screen, so the single-screen diagonal sits mid-band for the segment even though total display area is generous.

Touch Pro Duo was praised at launch for its novel dual-screen concept and clean graphics but period reviews also flag occasional lag and a learning curve for splitting functions across two displays versus simpler single-screen rivals.

Apple CarPlay is standard across the 2019 range and Android Auto support was newly added that model year, but both are wired-only via USB on every trim — there is no wireless projection option at any price point.

InControl Touch Pro Duo includes built-in navigation and voice command, but period owner/reviewer sentiment on JLR voice recognition of this era is middling, with many drivers defaulting to phone-projection navigation instead.

A Meridian sound system is available across the lineup, topping out at a 19-speaker, 825W Meridian Signature rig on Autobiography trims — a genuine premium-audio strength even if the base system is more modest.

A 12-inch Interactive Driver Display (full configurable digital cluster) is offered alongside Touch Pro Duo, but it is bundled into options/packages rather than standard across every trim, so coverage is partial rather than near-universal.

InControl Touch Pro-era vehicles support wireless software updates for infotainment/maps, but 2019 predates JLR's later whole-vehicle OTA rollout, so this sits squarely in infotainment-only territory.

The InControl Remote app covers the core remote set — lock/unlock, remote climate preconditioning, vehicle locate, status checks — a reasonable baseline for the era but short of the polish and digital-key features newer rivals offer.

The 2019 cabin offers conventional USB and 12V power points in the console but no confirmed wireless charging pad — that convenience feature appears tied to the following model-year product guide rather than 2019 — leaving device power modest by contemporary standards.

Proximity keyless entry and push-button start are standard, with remote start and remote climate available through the InControl Remote app — a solid, if not class-leading, convenience package.

A rearview camera and front/rear parking sensors are standard, but the 360-degree surround camera and ClearSight Ground View are gated behind the optional Driver Assist package rather than standard on the volume SE/HSE trims.

A full-color head-up display is offered as part of the Touch Pro Duo technology suite, but it rides on options packages rather than coming standard on the volume trim.

Wide door openings and a reasonably tall ride height ease child-seat installs, and the optional power-folding 5+2 third row adds flexibility for occasional extra passengers, though LATCH anchors and stroller-friendly cargo space are standard-SUV rather than segment-best.

Forward collision warning with low-speed automatic emergency braking and lane departure warning are standard on the SE, but blind spot monitoring, adaptive cruise control and the surround camera that matter most for family use are locked behind the Drive Package or pricier Driver Assist Package rather than standard.

A quiet, well-cushioned cabin and comfortably mid-band rear headroom/legroom support multi-hour family trips, though cargo volume behind the second row is on the smaller side for the segment once luggage for four-plus occupants is loaded.

The smooth supercharged V6, composed ride and commanding driving position make stop-and-go traffic relatively relaxed, though the vehicle's size and a wide 41 ft turning circle add some fatigue in tight urban settings.

At roughly 19 MPG combined on premium fuel, plus luxury-tier maintenance and tire costs, the SE/HSE V6 gas Range Rover Sport is an expensive daily commuter relative to mainstream and even many luxury SUV rivals.

A 192.1 in length, 87.4 in width with mirrors, and roughly 41 ft turning diameter make this a genuinely large vehicle to park and thread through cities; a standard rearview camera and optional 360-degree system help but don't offset the footprint.

A 7,716 lb max tow rating (properly equipped) gives real capacity for trailers and light equipment, but there is no dedicated cargo bed and the SUV's cargo bay is on the smaller side for the segment, capping its usefulness as a true work tool.

Land Rover's long-running reputation for below-average reliability and costly electronic/mechanical faults weighs heavily against sustained work/fleet duty, despite genuinely capable hardware underneath.

This is a luxury-trimmed SUV with no onboard power outlets for tools, no meaningful tie-down/upfit ecosystem, and leather-faced interiors that are the opposite of work-site-friendly.

A hushed, well-isolated cabin, supportive front seats and composed highway ride make this a strong mile-eater; available driver-assist options (adaptive cruise, lane keep) ease fatigue further when optioned, though they aren't standard.

Standard full-time 4WD, Terrain Response 2 with multiple terrain programs, adjustable air suspension to an 8.9 in off-road ride height, and a class-leading 900mm wading depth make this a genuine adventure vehicle well beyond pavement-oriented luxury SUV rivals.

Roof rails and a tow hitch are available for racks and trailers, and the second row folds for bulkier gear, but outright cargo volume (24.8 cu ft seats-up / 62.2 cu ft max) trails the segment, limiting how much gear fits without a roof box or trailer.

Despite its size and boxy shape, the Range Rover Sport tackles back roads with real confidence and composure — reviewers describe it as planted through corners and a genuine 'joy to drive' on twisty roads, ahead of most mid-size luxury SUV rivals.

Steering is accurate and well-weighted enough to place the vehicle confidently, but like most Range Rovers of this era it trades genuine road feedback for isolation, landing mid-pack rather than among the segment's more communicative setups.

No major complaints surface in period reviews about pedal feel or fade, suggesting adequate, confidence-inspiring braking for a vehicle of this size and weight, without being singled out as a particular strength.

The supercharged V6 delivers linear, lag-free power without the throttle hesitation of a turbocharged alternative, paired with a ZF 8-speed automatic reviewers routinely praise for smooth, well-timed shifts.

Engine and road noise are both well suppressed at highway speed, with the supercharged V6's whine kept distant and inoffensive rather than intrusive under load.

A wide turning circle near the top of the SUV band reflects this vehicle's substantial footprint — one of the tradeoffs of its size and off-road-capable running gear.

A commanding, elevated seating position, excellent outward visibility and highly adjustable front seats are a traditional Range Rover strength, aided by straightforward control placement despite the dual-screen Touch Pro Duo layout.

Genuinely engaging for a vehicle this size and mission — reviewers call out real driving enjoyment on twisty roads — though the smooth, isolating character of the volume V6 model stops short of the raw excitement delivered by the V8 Supercharged or SVR variants.

The base SE trim includes leather upholstery, 10-way power front seats, an 8-inch touchscreen with navigation, LED headlights, and standard air suspension across the whole range — generous in some areas (air suspension standard where many rivals charge extra) but infotainment, Meridian audio and comfort/convenience tech are gated behind HSE and above.

Content is strong but the price premium, steep 5-yr depreciation (~64%) and below-average reliability/repair costs erode overall bang-for-buck versus German and Japanese luxury SUV rivals at similar price points.

Wide lineup spanning SE, HSE, HSE Dynamic, HST, Supercharged Dynamic, Autobiography and the SVR performance flagship, plus the new-for-2019 P400e plug-in hybrid — budget to performance to electrified in one range.

A steady mid-pack seller for Land Rover and a recognizable nameplate, but well behind segment volume leaders like the BMW X5, Mercedes-Benz GLE and Porsche Cayenne in US sales.

Range Rover carries strong aspirational cachet and a loyal following despite its reliability reputation — the brand halo remains a genuine purchase driver in this segment.

Luxury SUV lease and finance offers were commonly available on the Range Rover Sport, consistent with softer demand relative to German rivals giving buyers real negotiating room without fire-sale pricing.

2019 is the first full model year after the 2018 mid-cycle facelift, which brought new front/rear styling, LED matrix headlights, the dual-screen Touch Pro Duo infotainment system, updated engines, and the addition of the P400e PHEV — meaningfully current within its generation, though not an all-new platform.

Well-reviewed for cabin quality, on-road dynamics and off-road ability (Edmunds praised its blend of luxury and performance, with sub-5-second 0-60 times on the Supercharged/SVR), but it is rarely the outright pick in comparison tests against sportier or more reliable rivals, and no major NACTOY/10Best-type award is on record for this generation.