2023 Land Rover Range Rover Sport

MY2023 is the launch year of the third-generation L461 (revealed May 2022). The volume P400 uses the new 3.0L turbocharged Ingenium inline-six with 48V mild-hybrid assist.

406 lb-ft arrives low in the rev range, with the 48V assist filling in below boost. That is strong for a volume engine in the mid-size luxury class.

Land Rover quotes 5.4 s to 60 mph for the 2023 P400, which is quick for a 5,000-lb luxury SUV. The quoted figure tightened to 5.2 s in later years.

The balanced Ingenium straight-six with 48V assist gives quiet, lag-free power, and reviewers find it strong enough that the V8 feels optional. It falls short of the 90s because it lacks the last bit of BMW B58 silkiness.

Every 2023 Range Rover Sport uses the ZF 8HP eight-speed automatic, the class benchmark for smooth, well-judged shifts. It is tuned for comfort, so it can be slow to kick down at part throttle.

The P400 and the V8 are rated at the 3,500 kg homologated maximum, near the top of the SUV band, and Advanced Tow Assist is available.

AWD is standard on every trim, with Terrain Response 2 and Torque Vectoring by Braking. A two-speed transfer case with low range and an electronic active rear locking differential are available. Low range is optional rather than standard.

It is credible off-road for a road-biased luxury SUV, with air-suspension height adjustment, 900 mm (35.4 in) wading with Wade Sensing, Terrain Response 2, and optional low range and a rear locker. A lower chassis and large street-tyred wheels cap it below the Defender.

The 2023 US lineup spans four distinct powertrains: the P360 and P400 mild-hybrid sixes, the P440e plug-in hybrid and the P530 twin-turbo V8. That is broad performance coverage, with real electrification.

The volume P400 mild hybrid is EPA-rated 21 MPG combined for 2023, which is weak for a mid-size luxury SUV.

18 MPG city for the P400. The 48V system smooths stop-start restarts but cannot drive the car on its own, so city economy sits low in the SUV band.

26 MPG highway is the six-cylinder's best rating, a point better than its 2024 rating, but it still trails rivals such as the BMW X5 xDrive40i.

The 90-litre (23.8-gal) tank offsets the mediocre MPG, giving the P400 about 500 miles of range, a genuine road-trip strength.

EPA's annual estimate sits above the top of the SUV band because low MPG is paired with a premium-fuel requirement.

Every gas 2023 Range Rover Sport requires premium. The only alternative is the P440e plug-in, which still burns premium in hybrid mode.

NHTSA lists the 2023 Range Rover Sport, the launch year of the third-generation L461, but has crash-tested none of it: overall, frontal, side and rollover are all 'Not Rated'. The framework scores 'never rated' as 0.

The 2023 Range Rover Sport holds no IIHS Top Safety Pick or TSP+ award, and IIHS has published no crashworthiness results for the L461, which keeps it in the no-award band. A five-star Euro NCAP result for this generation partly offsets the gap, but it does not replace the IIHS small-overlap and updated side tests that US rivals are compared on.

From the base P360 SE up, every 2023 trim has the full core suite as standard: AEB, lane keeping, adaptive cruise with Steering Assist, blind-spot warning with steering assist, rear cross-traffic alert, traffic-sign recognition with adaptive speed limiter, front and rear parking aids and a 3D surround-view camera. None of the core features is held back for an options pack.

IIHS has not run a front crash prevention test on the 2023 Range Rover Sport, so there is no vehicle-to-vehicle, pedestrian or night result to credit. The only hard data is Euro NCAP's L461 assessment: a strong 82% for Safety Assist but a middling 69% for Vulnerable Road Users. That keeps it out of the top band even though AEB is standard.

Blind Spot Assist is standard and steers the vehicle back into its lane rather than only warning. Rear cross-traffic alert is standard too, and the surround camera covers what the sloping rear glass hides. It misses the top band because Land Rover publishes no trailer-aware blind-spot coverage for a vehicle rated to tow over 7,000 lbs.

Lane centering is standard through Adaptive Cruise Control with Steering Assist, along with lane departure warning and lane keep assist. Reviewers call the steering assist the weak point of an otherwise well-sorted suite, so it scores mid-band rather than in the 'trusted' tier.

Adaptive cruise with full stop-and-go and Steering Assist is standard on every 2023 trim. Reviewers criticize how the steering assist behaves, which puts it at the middle band's 'rough edges' rather than a well-integrated highway assist.

No 2023 Range Rover Sport offers hands-free highway driving, First Edition included. Steering Assist is hands-on lane centering, and nothing like BlueCruise or Super Cruise is offered at any price.

IIHS has published no headlight rating for the 2023 Range Rover Sport. The hardware is strong: LED headlights with auto high beam are standard, Pixel LED with adaptive driving beam comes on Dynamic SE and above, and Digital LED sits higher in the range. It stays below the top band because no independent rating confirms how well they perform.

The high driving position gives good forward sightlines. As the chopped-roof Range Rover, though, the Sport has raked rear glass, a high beltline and thick rear pillars that limit the view behind. The standard 3D surround camera with ClearSight Ground View and the available ClearSight rear-view mirror make up for it well.

Two full LATCH sets at the rear outboard seats plus a center tether is normal for the segment, and there is no third row. Wide rear doors, generous legroom on the 2,997 mm wheelbase and air suspension that lowers for entry all help, but fitting three seats across is still tight.

The L461 is a five-seat two-row SUV only; the previous generation's optional third row was dropped for 2023.

Competitive front headroom without the glass roof; slightly less with the panoramic roof.

Front legroom is at the short end of the SUV band on paper, though reviewers don't complain about it.

Generous rear headroom despite the lower, sportier roofline than the full Range Rover.

Rear legroom grew 0.8 in over the L494 and is adult-friendly, mid-pack for a mid-size luxury SUV.

No third row on any 2023 trim — the low band applies.

Average cargo space behind the rear seats for a two-row mid-size luxury SUV, short of the BMW X5's ~33.9 cu ft.

Maximum cargo is small for the class — the sloping roof and tall load floor cost volume.

Competitive everyday storage with a 15 W wireless charger, cooled console box availability and power tailgate; no standout innovations.

20-way heated memory fronts standard with 22-way heated/ventilated massage seats available, plus heated power-reclining rear seats.

Standard switchable-volume air springs and twin-valve dampers give an excellent, composed ride even on 23-inch wheels.

Active road-noise cancellation and laminated glass make it one of the quietest cabins in the class.

Heated front and rear seats, dual-zone climate and air purification standard; four-zone climate, ventilated/massage seats via packs.

2023 is the launch year of the third-generation L461. The entry P360 SE costs $83,000 plus $1,475 destination, well above the $65,000 top of the SUV band.

The P400 Dynamic SE is the volume configuration at $90,000 plus $1,475 destination; typical option packs take it to about $94,000, far above the $27,000–$68,000 SUV band.

CarEdge's schedule-based estimate of about $6,100 underweights this nameplate's costly air-suspension and electronics repairs, so a blended $8,000 is used, near the top of the SUV band.

KBB shows a 2023 P360 SE has already lost about 45% of its value in roughly three years, so five-year retention lands in the high 30s, at or below the floor of the SUV band.

Land Rover's New Vehicle Limited Warranty runs 4 years / 50,000 miles, the luxury-class norm and mid-band.

Land Rover offers no powertrain coverage beyond the 4-year / 50,000-mile basic warranty, below the band's 5-year floor. Only the PHEV traction battery gets longer coverage, which the scored gas model lacks.

Roadside assistance runs for the warranty term and Pivi Pro connected services come with a trial, but there is no complimentary scheduled maintenance, which stands out at this price.

$94,000 volume-trim price minus its estimated resale value after 5 years (38% retained, or about $35,720) leaves about $58,280 in depreciation. Add the projected $8,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $66,280 in total.

2023 is the launch year of the redesigned L461 generation, and a debut model year is the most uncertain point in a generation. Consumer Reports gives no verdict for 2023 and rates the generation 'less reliable than other new cars' based on Land Rover's history. J.D. Power's 79/100 ('Average') is kinder, but the two sources disagree, so the score sits in the low band.

Land Rover is consistently near the bottom of dependability studies. It sits well above the industry average for problems per 100 vehicles in J.D. Power's VDS year after year, mostly from electrical and infotainment faults, and Consumer Reports keeps the brand in its bottom tier.

Seven NHTSA campaigns cover the 2023 model year. Two are large JLR-wide DC/DC converter recalls in the electrical propulsion system, and one is an engine recall for a blocked cam-carrier oil channel that can cause engine damage. Four more are launch-year build faults: moisture in the right-side lights, incorrect taillights, a failing armrest latch and a detaching sunroof trim. Repeated electrical and powertrain campaigns put this year below the typical band.

The volume gas trims use JLR's 3.0L Ingenium turbo inline-six mild hybrid (P360/P400) with the ZF 8-speed automatic. The ZF gearbox is proven and the six is the sturdier Ingenium engine. However, the 2023 model year is covered by an engine recall for cam-carrier oil starvation and by two recalls of the 48V DC/DC converter, and there is no high-mileage history yet.

The L461 cabin leads its class. Most materials are shared with the pricier flagship Range Rover, with soft leathers, real wood and metal trim, and reviewers rank it with or above the BMW X5.

Reviewers praise the panel fit and the stiff aluminium body. Against that, the launch year had several assembly-quality campaigns, covering moisture ingress in the lights, wrong taillights fitted, a failing armrest latch and loose sunroof trim. Early owners also reported frozen Pivi Pro screens and phantom warnings. The overall picture is generally solid with scattered quality problems.

There are about 200 US retailers, which is adequate in major metros but far thinner than the BMW or Mercedes networks. Rural owners end up far from the dealer diagnostics this vehicle depends on, and J.D. Power rates the dealer experience only Average.

Parts are expensive and mostly dealer-only, and JLR's chronic parts backorders lengthen repair times. Air-suspension and electrical repairs run into the thousands, and this new generation has little aftermarket support.

A large curved center screen is standard across the lineup.

Pivi Pro is the best system Land Rover has made and is easy to use, but launch-year 2023 cars were buggy, with CarPlay drop-outs and screen freezes, and climate and other functions rely on touch.

Wireless Apple CarPlay and Android Auto are standard on every trim.

Embedded Amazon Alexa runs without a phone over built-in eSIMs, and connected Pivi Pro navigation is standard; reviewers found the system occasionally buggy.

Meridian audio is standard; Meridian 3D Surround and the 29-speaker, 1,430 W Meridian Signature system with headrest speakers are available.

A 13.7-inch reconfigurable Interactive Driver Display is standard.

Software-over-the-air reaches 63 electronic modules, not just maps, and can add features and fix bugs.

The Land Rover Remote app covers locate, lock, climate pre-conditioning and Guardian Mode, but there is no phone-as-key and the connected services are subscription-based after the trial.

A 15 W wireless charger and USB-C across both rows; a household plug socket costs extra.

Keyless entry, push-button start, remote start via the app and a power tailgate are standard or near-standard; no phone-as-key.

3D Surround Camera, ClearSight Ground View and front and rear sensors are standard; Park Assist is available.

The HUD is standard only on the Autobiography; on the volume trims it's an option pack.

Air suspension lowers for easy access and the rear is roomy, but it's five seats only and the cargo hold is merely average.

A full ADAS suite is standard on SE, but there are no NHTSA or IIHS ratings for 2023 — only a Euro NCAP 5-star result.

Excellent ride, seats and quiet with heated reclining rear seats, though cargo with all seats occupied is only average.

A smooth mild-hybrid six, a calm ride and stop-and-go adaptive cruise make it relaxing in traffic; touch-heavy controls are the main irritation.

21 MPG combined on premium fuel and high repair costs make it expensive per mile.

It's large, with a 41.1 ft turning circle, but the standard 3D surround camera helps and optional all-wheel steering cuts the circle to about 36 ft.

A 7,716 lb tow rating is class-leading, but a 31.9 cu ft cargo bay and luxury cabin limit real work use.

Bottom-tier brand dependability, a launch-year powertrain recall history and costly air suspension make it a poor fit for hard use.

A hitch and accessory roof systems are available and a household outlet is optional, but there are few work-focused provisions.

A superb mile-eater — quiet, plush and around 500 mi per tank — held back only by the lack of hands-free driver assist.

Standard Terrain Response 2, height-adjustable air suspension, 900 mm wading and a 7,716 lb tow rating make it a genuine adventure enabler.

Normal luggage fits and a hitch and roof rails are available, but 53 cu ft maximum is small for bulky gear.

Air suspension and Adaptive Dynamics keep body motions tight and predictable; the optional all-wheel steering adds agility.

More direct with added heft per some testers, but others found it light and a step back from the L494 in feedback.

Consistent, smoothly weighted pedal; a 179 ft 70–0 stop is adequate for a ~5,000 lb SUV, not class-leading.

The 48-volt mild-hybrid Ingenium six is smooth and responsive, with seamless stop/start and a well-calibrated 8-speed.

The six is hushed and smooth except near full throttle, and active noise cancellation keeps the cabin calm.

Wide turning circle with the standard steering; all-wheel steering transforms it.

A commanding, highly adjustable seat with memory, but too many functions are buried in the touchscreen.

Surprisingly engaging for its size with a strong six, but enthusiasts still point to the X5 or Cayenne.

The base P360 SE includes air suspension, full-time AWD with Terrain Response 2, Pivi Pro with a 13.1-inch curved touchscreen, Meridian audio and adaptive cruise; air springs cost extra on an X5 or GLE. Many comfort and assist features still sit in paid packs, and 2023 lacked the Alexa/Country Road Assist additions of 2024.

It delivers much of the flagship Range Rover's cabin and ride for less, but a volume Dynamic SE sits in the low-to-mid $90Ks and steep depreciation plus high repair costs erode the value.

The 2023 launch lineup spans the P360 SE, P400 Dynamic SE, P440e Autobiography PHEV, and P530 V8 Dynamic/First Edition — mild-hybrid sixes, a plug-in and a V8 — with deep option packs.

US sales rose 30% in the new generation's launch year but remained supply-constrained at about 11,400 units, well behind the BMW X5 and Mercedes GLE.

The Range Rover badge is genuinely aspirational and holds its own against Porsche and Mercedes; Land Rover's near-bottom dependability reputation holds the score back.

As a supply-constrained new generation in 2023, the Sport commonly sold at or above MSRP with long order waits; meaningful LRFS discounts only appeared later on 2024 inventory.

2023 is the first model year of the all-new L461 generation on the MLA-Flex platform, with no replacement in sight; first-year teething issues are the only caveat.

Critics praise its design, cabin, ride and off-road ability, but it is rarely the comparison-test pick over the X5, GLE or Cayenne, with price and complex controls the usual complaints.