2022 Land Rover Range Rover Sport

P400 is the volume mild-hybrid inline-six and the mainstream choice across SE/HSE/Dynamic trims for MY2022.

Peak torque for the volume P400 mild-hybrid inline-six.

Manufacturer-quoted 0-60 for the P400 volume trim.

The Ingenium turbo-six MHEV is smooth and well-isolated with minimal turbo lag and an unobtrusive 48V mild-hybrid assist, though it lacks the effortless shove of the optional V8s and feels strained near redline under hard acceleration.

The ZF 8HP eight-speed torque-converter automatic, standard across the 2022 range, shifts crisply and unobtrusively with well-chosen ratios and smooth part-throttle behavior; a long-praised unit shared across the luxury segment.

Manufacturer-rated maximum towing capacity across the 2022 Range Rover Sport lineup with factory tow package.

Permanent all-wheel drive is standard across every 2022 Range Rover Sport trim, with Terrain Response 2, electronic active differential, and an optional two-speed transfer case with low range — among the most sophisticated systems in the segment.

Adjustable air suspension raises ground clearance to 11.1 in with 33°/30° approach/departure angles and 33.5 in wading depth, plus Terrain Response 2 and an optional locking rear diff — genuine off-road credibility for a luxury SUV, just short of a dedicated trail-rated trim.

MY2022 spans five distinct powertrains — P360 and P400 mild-hybrid inline-sixes, the P400e plug-in hybrid, the P525 supercharged V8, and the 575-hp SVR — covering mainstream, efficiency-leaning, and performance buyers alike.

EPA combined rating for the volume P400 mild-hybrid inline-six, scored against gas SUV peers.

EPA city rating for the P400 volume trim.

EPA highway rating for the P400 volume trim.

EPA-derived total range on a full tank for the P400 volume trim, a strong figure for the segment thanks to the large 27.6-gallon tank offsetting modest MPG.

EPA annual fuel cost estimate for the P400 volume trim; premium-fuel requirement and modest combined MPG push this to the expensive end even among gas luxury SUVs.

The P400's Ingenium turbocharged inline-six is calibrated for 91-octane premium fuel across the lineup, with no regular-fuel option — a real ongoing cost on top of the segment-typical tank size.

The Range Rover Sport (L494, 2018-2022 facelift) does not appear in NHTSA's 5-Star Safety Ratings database for the 2022 model year; low-volume luxury SUVs like this one are frequently not selected for federal NCAP testing.

IIHS has not evaluated the Range Rover Sport in any crashworthiness test and it does not appear on the 2022 Top Safety Pick/Pick+ list, so there is no published Good/Acceptable/Marginal data to credit.

Forward collision warning, automatic emergency braking, lane departure warning and lane keep assist are standard on the base SE trim, but adaptive cruise control and blind-spot monitoring require the optional Drive Pro Pack on SE and only become standard on HSE Silver Edition and above.

AEB with forward collision warning is standard equipment per manufacturer documentation, but neither NHTSA nor IIHS has published front-crash-prevention test results (vehicle-to-vehicle or pedestrian, day/night) for this model, so real-world performance is unverified.

Blind-spot monitor and rear cross-traffic alert are offered on every trim via the Drive Pro Pack and come standard from HSE Silver Edition up, but coverage is alert-only with no documented active steering/braking intervention or trailer-aware mode.

Consumer Reports' active-driving-assistance testing on 2018-2022 JLR models (including a Range Rover Sport) found lane centering described by owners and testers as 'ping-ponging' between lane markings, among the weaker systems tested for staying centered.

The optional adaptive cruise with Steer Assist combination was rated the worst-performing system in Consumer Reports' comparative test for keeping the vehicle centered and within its lane, well behind rivals' highway-assist systems.

No hands-free highway-driving system comparable to BlueCruise or Super Cruise is offered on the 2022 Range Rover Sport; adaptive cruise with Steer Assist still requires hands on the wheel.

IIHS has not published a headlight rating for this model. LED headlights with headlamp washers are standard on the SE volume trim; adaptive high-beam/Matrix LED availability for US-spec 2022 Range Rover Sport is not confirmed in available documentation.

The upright seating position, large glass area and thin windshield pillars give good forward and side sightlines, but rear visibility is constrained by large rear-seat head restraints, compensated by standard rearview camera and large side mirrors.

LATCH is limited to the two outboard rear seating positions (no center LATCH per the owner's manual), and owner reports describe the lower anchors as buried between seat and cushion without flip-up covers, with the top-tether anchor mounted low enough to require tilting the seatback forward to attach.

The 2022 Range Rover Sport (L494 facelift, final model year before the all-new L461) ships 5-seat by default; the third row is a cost option, not standard, on the volume SE/HSE trims.

Headroom figure for the 2018-2022 L494 facelift generation the 2022 model year belongs to; mid-pack for a mid-size luxury SUV.

Below the segment band — the Sport's sloped, style-first cabin trades outright front legroom for its coupe-like roofline versus boxier mid-size luxury rivals like the X5.

Strong second-row headroom for the segment, consistent across roof options per Land Rover's published figures.

Mid-pack second-row legroom for a mid-size luxury SUV; adequate but not class-leading.

The optional third row is a token, kids-only perch with minimal legroom and poor access — reviewers consistently describe it as cramped and best left folded for most owners.

Modest cargo volume behind the second row for a mid-size luxury SUV, well under segment-leading boxier rivals; figure varies 27.5-35.6 cu ft across sources depending on seat configuration measured.

Below-average maximum cargo volume for the mid-size luxury SUV segment; the sloped roofline and sporty proportions cost usable cubic footage versus boxier rivals.

Competitive but unremarkable everyday storage — console bin, door pockets, and underfloor compartment; the standout 'giga console' and flat-floor tricks arrived with the all-new 2023 L461, not this facelift.

Repeatedly praised front and rear seat comfort: quilted Windsor leather, up to 22-way power adjustment with massage on upper trims, strong long-haul support.

Standard Dynamic Air Suspension delivers a plush, controlled ride that leads the segment, smothering bumps and potholes while staying composed.

Well-isolated cabin with minimal wind and road noise intrusion at highway speed; some engine/turbo noise audible under hard acceleration but otherwise hushed.

Rich comfort equipment available: heated/ventilated front seats, heated rear seats and steering wheel, up to 22-way massage seats, dual-zone climate standard, and remote climate pre-conditioning via the InControl Remote app — though some items are upper-trim only.

Entry SE trim of the 2022 Range Rover Sport (gas MHEV I6, 355 hp) with destination charge.

HST shows the highest used-market listing count among 2022 Range Rover Sport gas trims, making it the best proxy for the volume configuration.

Edmunds True Cost to Own breaks out maintenance and repair separately for the 2022 Range Rover Sport; figure is for the V8 HSE Dynamic but is representative of the platform's well-documented high repair costs.

Range Rover Sport depreciates roughly 17% per year on average, among the steepest in the luxury midsize SUV class, reflecting weak brand resale confidence.

Standard Land Rover bumper-to-bumper coverage for the 2022 model year.

Land Rover does not offer an extended powertrain-specific term beyond the basic 4-year/50,000-mile warranty, shorter than many rivals' 5-10 year powertrain coverage.

Land Rover's EliteCare ownership package bundles 5 years/60,000 miles of complimentary scheduled maintenance with 4-year/50,000-mile roadside assistance, trip-interruption coverage, and a mobile technician dispatch program — a generous bundle even though the underlying warranty term itself is short.

$87,050 volume-trim price minus its estimated resale value after 5 years (36% retained, or about $31,338) leaves about $55,712 in depreciation. Add the projected $22,777 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $78,489 in total.

Consumer Reports lists no predicted-reliability verdict for the 2022 Range Rover Sport (insufficient owner data), while J.D. Power's model-level quality/dependability index sits around 77/100 for this model year — but that single bright spot sits against a brand with the worst dependability scores in the industry and documented P400 powertrain/electrical faults.

Land Rover finished dead last among all automakers in both the 2022 (284 PP100) and 2023 (273 PP100) J.D. Power Vehicle Dependability Study, well below the industry average (186 PP100 in 2023), continuing a multi-year pattern at the bottom of the rankings.

NHTSA shows roughly 8 recall campaigns touching the 2022 Range Rover Sport, including a seat-belt pretensioner restraint defect, a cam-carrier oil-leak issue carrying a fire-risk warning, a rearview-camera water-intrusion defect, and a DC/DC converter fault — a volume of safety-critical campaigns beyond typical for the segment.

The P400 turbocharged inline-six MHEV (Ingenium family) replacing the old supercharged V6 is relatively young in the field and has reported, non-catastrophic wear patterns — 48V belt-starter-generator wear in stop-start driving, gasoline particulate filter clogging on short trips, and rising oil consumption past 80k miles — consistent with 'newer powertrain, mixed history' rather than a proven high-mileage design or a known problem engine.

Reviewers consistently call the cabin best-in-class for the segment — soft-touch materials, leather and metal trim across the dash, doors and console comparable to the full-size Range Rover and on par with the BMW X5 — with only minor knocks against a few hard plastic speaker covers and flimsy-feeling steering wheel switchgear.

Assembly is generally solid and reviewers single out the switchgear feel rather than squeaks or misalignment, but owner forums note early-production fit-and-finish complaints on 2022-2023 builds and Land Rover's historically weak initial-quality standing keeps this out of the top tier.

Land Rover's US dealer footprint is thinner than mainstream luxury rivals and independent review aggregators show heavily negative service experiences — long wait times, poor communication, and loaner-car availability complaints dominate, offset only by generally praised roadside assistance.

RepairPal pegs Range Rover Sport annual maintenance cost around $1,179 — nearly double the industry average — with specialized dealer-sourced parts (an oil change can run over $500, a cylinder head replacement $16,000+), landing the model in the 'expensive, slow, or dealer-only parts' band.

The 2022 model year is the final year of the outgoing L494 generation, which runs Touch Pro Duo — two stacked 10-inch screens — not the 13.1-inch curved Pivi Pro screen that debuted on the all-new 2023 Range Rover Sport (L461).

Touch Pro Duo is widely criticized as slow to respond and needlessly multi-step for simple tasks; owner forums report occasional screen resets/freezes, a known weak point of this generation.

Apple CarPlay and Android Auto are standard but wired-only on the 2022 model across all trims; factory wireless projection was not offered on this generation and required aftermarket retrofit modules.

Native InControl navigation and voice control are functional but unremarkable; most owners default to phone-projected maps/voice assistants instead.

Solid standard audio with a strong premium option: 8-speaker Meridian standard, scaling up to 19- or 23-speaker Meridian Signature systems on upper trims.

A crisp, configurable 12.3-inch digital gauge cluster is standard across the range, a strong showing for the generation.

Land Rover's Software-Over-The-Air capability on this generation covers infotainment/connected-services and map updates rather than whole-vehicle software updates.

The Land Rover InControl Remote app covers the core remote functions — locate, lock/unlock, remote start/climate on equipped trims, Guardian Mode alerts — but deeper functionality is subscription-gated after the trial period.

Adequate USB provisioning across rows but this generation predates widespread USB-C adoption in the lineup; wireless phone charging is limited to upper trims.

Proximity keyless entry and push-button start are standard, with a power tailgate and app-based remote start/climate on equipped trims — solid but not segment-leading phone-as-key functionality.

A 360-degree surround-view camera system is available alongside parking sensors, giving strong visibility aids for a vehicle this size, though full surround view is reserved for upper trims.

A head-up display is available but limited to HSE trim and above rather than standard on the volume SE trim.

Standard LATCH anchors and split-folding rear seats handle car seats fine, but the tall step-in height and style-first door openings make daily loading less effortless than a family-focused SUV.

Strong Euro NCAP result (5 stars) but the Range Rover Sport was never crash-tested by IIHS or NHTSA, leaving US buyers without an independent domestic rating; core ADAS (forward collision mitigation, lane keep assist) is standard on the volume SE trim.

First and second rows are comfortable for multi-hour trips with good climate and seat amenities, but below-average cargo volume and a nearly unusable third row cap it for larger families.

Relaxed, easy-to-drive character with a commanding seating position and smooth low-speed manners, offset somewhat by its large footprint in tight traffic.

EPA-rated 19/24 mpg city/highway on the volume I6 gas engine, premium fuel recommended, plus Land Rover's above-average maintenance and insurance costs make this an expensive daily commuter.

A large footprint (192.1 in long, 87.4 in with mirrors) and roughly 41-ft turning circle make it cumbersome in tight urban settings, though standard parking sensors and available 360 camera help.

A useful 7,716-lb tow rating on the gas I6 gives real capability, but there is no bed and the vehicle is not designed around hauling cargo or equipment.

Land Rover's reliability reputation sits near the bottom of the industry in owner and quality-survey data, and the luxury-focused interior materials are not wear-oriented for fleet or jobsite use.

No bed, no meaningful upfit ecosystem, and premium leather/wood surfaces are the opposite of jobsite-friendly; onboard power and tie-down provisions are minimal for work use.

Air suspension and a quiet cabin make this a strong mile-eater, with a highway range around 500 miles on the gas I6 and available adaptive cruise/driver-assist features reducing fatigue.

Genuine off-pavement capability for this generation: standard AWD and air suspension, Terrain Response, 11.2 in of off-road ground clearance, and an 850mm (33.5 in) wading depth with Wade Sensing.

Split-folding rear seats, standard roof rails, and available tow packages handle typical gear-hauling duty well, though the below-average cargo volume limits bulky-gear flexibility versus rivals.

Notably composed and sporty for its size and weight thanks to the air suspension and active roll control; reviewers single it out as more engaging than the standard Range Rover despite some body roll under hard cornering.

Accurately weighted electric power steering gives confident placement of a large SUV, though it offers little genuine road feedback.

Strong, consistent brake performance for a vehicle of this mass, with a pedal feel reviewers describe as confident rather than soft or grabby.

The turbocharged 3.0L inline-six mild-hybrid pairs with a ZF 8-speed automatic for smooth, well-calibrated response, with the 48V mild-hybrid system helping mask turbo lag and smoothing stop-start transitions.

The inline-six is refined and mostly hushed at cruising speed, with some turbo/engine noise becoming apparent under full-throttle acceleration.

A large turning diameter near the bottom of the SUV band, consistent with the vehicle's long wheelbase and wide track.

The commanding Range Rover seating position delivers excellent forward visibility and sightlines, with wide front seat and wheel adjustability — a hallmark of the brand.

Successfully blends genuine off-road ability with a more engaging on-road character than the standard Range Rover, though it remains a large luxury SUV rather than a true driver's car.

The SE base trim includes leather upholstery, a 13.1-inch Pivi Pro touchscreen, adaptive cruise, and air suspension, but segment newcomers like the Genesis GV80 undercut it on standard content per dollar, and several driver-assist and interior features remain optional.

Content and capability are strong in isolation, but the price premium over mechanically comparable rivals (Grand Cherokee L, Genesis GV80, Jeep's own off-road ability at far lower cost), combined with the class's steep depreciation and high repair bills, makes the overall dollar value below segment average.

Seven gas-powertrain trims spanning SE ($70,850) to SVR Carbon Edition ($132,600+destination), plus separate PHEV variants, give a wide spread from comfort-focused to performance-focused configurations.

US sales collapsed to roughly 8,765 units in 2022 as production transitioned to the new L461 generation — the weakest year for the nameplate since 2009, down nearly 59% year over year.

Range Rover remains one of the most aspirational nameplates in the luxury SUV market with strong brand pull, despite the marque's persistent reliability reputation issues.

Land Rover held firm pricing on the Range Rover Sport through 2022–23 with little to no manufacturer incentive activity, and dealer forums report minimal discounting off MSRP compared to German rivals.

2022 is the final model year of the L494 generation (facelifted for 2018), sold alongside the announcement of the all-new third-generation L461 Range Rover Sport revealed May 11, 2022 for the 2023 model year — about as imminent a replacement as a model year can face.

Reviewers consistently rate the outgoing 2022 Sport as comfortable and capable but a step behind German and Korean rivals on technology, value and comparison-test results — reflected in a bottom-third U.S. News luxury midsize SUV ranking; it earned no major domestic award in its final facelift year (the What Car? Luxury Car of the Year praise cited elsewhere applies to the redesigned 2023 generation, not this model year).