2024 Land Rover Range Rover Sport

2024 is the second model year of the third-generation L461 (launched MY2023) and a powertrain carry-over for the gas sixes; the volume P400 keeps the 3.0L turbocharged Ingenium inline-six with 48V mild-hybrid assist at 395 hp. The 626-hp SV Edition One joins the top of the range for 2024.

The P400's 406 lb-ft arrives low in the rev range with 48V assist filling in below boost, which is strong for a volume engine in the mid-size luxury class.

Land Rover quotes 5.2 s to 60 mph for the P400, brisk for a roughly 5,100-lb luxury SUV, though well behind the V8 and SV.

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

Every 2024 Range Rover Sport uses the ZF 8HP eight-speed automatic, the class benchmark for smooth, well-judged shifts. It is tuned for smoothness, so it can be slow to kick down at part throttle.

The 2024 Range Rover Sport is rated at the 3,500 kg / 7,716 lb homologated maximum, near the top of the SUV band; 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. It sits a notch below the full-size Range Rover because low range is optional and Active Driveline decouples to RWD at cruise.

It is credible off-road for a road-biased luxury SUV: air suspension raises clearance from about 8.5 in to roughly 11 in, it wades about 35.4 in with Wade Sensing, and it has Terrain Response 2 and Adaptive Off-Road Cruise Control, plus optional low range and a rear locker. A lower, stiffer chassis and large street-tyred wheels cap it below the Defender.

For MY2024 the US lineup is the P360 and P400 mild-hybrid sixes plus the P530 and 626-hp SV twin-turbo V8s. All are 48V mild hybrids, and there is no EPA-listed plug-in for 2024: the P440e was listed for 2023 and the P460e/P550e arrive for 2025. That is good performance breadth but less electrification than the adjacent years.

The volume six-cylinder mild hybrid is EPA-rated 21 MPG combined for 2024, a point below the 2025 rating and weak for a mid-size luxury SUV.

19 MPG city for the P400 mild-hybrid six; the 48V system aids restarts but cannot drive the car, so city economy sits low in the SUV band.

25 MPG highway is its best rating but still trails six-cylinder rivals such as the BMW X5 xDrive40i.

The large tank offsets mediocre MPG, giving the mild-hybrid six 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 2024 Range Rover Sport runs on premium, with no regular, E85, diesel or (for MY2024) plug-in option in the US.

NHTSA has a 2024 record for the third-generation (L461) Range Rover Sport but has crash-tested none of it: overall, frontal, side and rollover are all 'Not Rated'. The framework scores 'never rated' as 0, so a US buyer has no government star rating to check.

The 2024 Range Rover Sport holds no IIHS Top Safety Pick or TSP+ award, and IIHS has published no crashworthiness results for the L461, so it cannot score above the no-award band. A five-star Euro NCAP result for this generation partly offsets the gap, but it does not substitute for the IIHS small-overlap and updated side tests that US rivals are compared on.

Every 2024 trim (SE, Dynamic SE, Autobiography, SV Edition One) has the full core suite as standard: AEB, forward collision warning, lane departure warning and lane keep assist, adaptive cruise with Steering Assist, blind-spot monitoring with rear cross-traffic alert, driver-attention monitoring, traffic sign recognition, front and rear parking sensors and a surround-view camera. None of the core safety features is held back for an options pack.

IIHS has not run a front crash prevention test on the 2024 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 the AEB hardware is standard.

Blind Spot Assist is standard and steers the vehicle back into its lane rather than only warning. Rear cross-traffic alert and Rear Collision Monitor are also standard, and the surround camera covers what the sloping rear glass hides. It falls short of the top 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, lane keep assist and Emergency Lane Keep. 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 2024 trim, so the basics cost nothing extra. Reviewers criticize how the steering assist behaves, which puts it in the middle band's 'rough edges' rather than a well-integrated highway assist.

No 2024 Range Rover Sport offers hands-free highway driving, up to and including the SV Edition One. Steering Assist is a hands-on lane-centering feature, and there is no BlueCruise or Super Cruise equivalent at any price.

IIHS has published no headlight rating for the 2024 Range Rover Sport. The hardware is strong: LED headlights with auto high beam are standard, Pixel LED with adaptive driving beam comes on the Dynamic SE volume trim and above, and Digital LED is fitted higher in the range. It stays below the top band because no independent rating confirms the hardware's performance.

The high driving position and fairly upright windshield give good forward sightlines. As the chopped-roof Range Rover, though, the Sport's raked rear glass, high beltline and thick rear pillars limit the view behind. The standard surround-view camera, which adds 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 roughly 118-in wheelbase and air suspension that lowers for entry all help; fitting three seats across is still tight.

2024 is the second model year of the third-generation L461 and, like every Range Rover Sport, it is a strictly two-row, five-seat SUV — the chopped roofline leaves no room for a third row.

38.3 in of front headroom with the panoramic roof is below the middle of the SUV band — the lowered roofline that defines the Sport costs a little over the full-size Range Rover.

40.3 in of front legroom is near the bottom of the SUV band on paper; the low-slung seating position and wide console reduce the published figure even though tall drivers rarely complain.

39.2 in of second-row headroom is strong for the class; the roof taper falls behind the rear occupants' heads.

37.8 in of rear legroom is mid-pack — fine for two adults, well short of the long-wheelbase full-size Range Rover.

No third row is offered on any 2024 Range Rover Sport; seven-seat buyers are sent to the Discovery, Defender 130 or long-wheelbase Range Rover. Scored in the low band per the no-third-row rule.

31.9 cu ft behind the rear seats is modest for a 194.7-in-long SUV; the sloping tailgate costs real volume against boxier mid-size luxury rivals.

53.0 cu ft with the rear seats down sits at the bottom of the SUV band — one of the smallest maximum loads among mid-size luxury SUVs (X5 72.3, GLE 74.9).

Competent rather than clever: lidded center console with wireless charging pad, usable door bins, underfloor loadspace stowage and a powered tailgate; a domestic-style outlet is only in the optional Technology Pack. No headline storage trick of the kind the Discovery or Defender offer.

20-way electric heated memory front seats are standard on the volume Dynamic SE, with 22-way massage seats on Autobiography, and the rear bench gets heated power recline as standard. Reviewers praise long-haul support front and rear; ventilation is a paid pack on the volume trim, hence a hair below the 2025 car.

Standard adaptive air suspension delivers a composed, well-isolated ride that stays controlled on 21–22 in wheels; it is deliberately firmer than the full-size Range Rover and some testers find it slightly stiff-legged over broken pavement.

Acoustic laminated glass and active noise cancellation keep wind and road noise low at highway speed, and the mild-hybrid inline-six is hushed; held just below the full-size Range Rover for the extra tire roar of the sportier wheel packages.

The volume Dynamic SE carries heated front seats, heated power-reclining rear seats, a heated steering wheel and two-zone climate with cabin air purification as standard; ventilated seats and extra climate zones come in the Hot Climate Pack or higher trims, and massage is Autobiography-and-up.

2024 is the second year of the third-generation L461. The entry P360 SE costs $83,600 plus $1,475 destination, well above the $65,000 top of the SUV band, so the item scores zero.

The P400 Dynamic SE is the volume configuration. It costs $90,700 plus $1,475 destination, or $92,175 before options, and a typical package such as Convenience or Hot Climate takes it to about $94,000. That is far above the $27,000–$68,000 SUV band.

CarEdge's schedule-based model gives $6,113, but it underweights the costly air-suspension and electronics repairs this nameplate is known for. A blended $8,000 is used, near the top of the SUV band.

KBB shows the 2024 model has already lost about 28% in two years. Depreciation speeds up once the 4-year warranty ends, which is consistent with the nameplate's roughly 36–40% five-year retention, the floor of the SUV band.

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

Land Rover gives no powertrain coverage beyond the 4-year / 50,000-mile basic warranty, which is below the band's 5-year floor. Only the PHEV traction battery gets longer coverage, and the scored gas model doesn't have one.

Roadside assistance with towing runs for the full warranty term, and Pivi Pro connected services come with a trial period. There is no complimentary scheduled maintenance, which stands out at this price, so it sits low in the roadside-only band.

$94,000 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $37,600) leaves about $56,400 in depreciation. Add the projected $8,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $64,400 in total.

The 2024 is only the second model year of the L461 generation. Consumer Reports carried its below-average Land Rover prediction over to it ('less reliable than other new cars') and does not recommend it. J.D. Power's model score of 76/100 ('Average') is kinder, but the two sources disagree, and with so little time on the redesigned generation the score belongs in the low band.

Land Rover is consistently near the bottom of dependability studies. In J.D. Power's 2024 VDS it posted 268 PP100 against an industry average of 190, and it was at 270 PP100 again in 2025. Electrical and infotainment faults are the recurring causes, and Consumer Reports keeps the brand in its bottom tier.

The 2024 model year has seven NHTSA campaigns. The most serious are two DC/DC converter recalls covering about 170k and 24k vehicles across JLR models, both electrical faults in the propulsion system. There are also small powertrain campaigns: an oil-filter screen fault affecting about 2,000 units and a loss of transmission oil pressure that causes clutch faults (20 units). The rest are a body-panel bonding defect, a camera fault affecting rear-view and collision-avoidance sensing, and a loose sunroof trim piece. That pattern of repeated electrical and powertrain campaigns puts this year below the typical band.

The volume gas trims use JLR's 3.0L Ingenium turbo inline-six mild hybrid with the ZF 8-speed automatic. The six is the more robust member of the Ingenium family, and the ZF gearbox is proven. However, the 2024 model year had its own recalls for the oil-filter screen and for transmission oil pressure, and the 48V system's DC/DC converter was recalled twice. With no high-mileage history yet, the score sits at the bottom of the middle band.

The L461 cabin is a class leader. Most materials are shared with the pricier flagship Range Rover, with soft leather, real wood and metal trim, and reviewers rank it alongside or above the BMW X5.

Reviewers praise the panel fit and the stiff aluminium body. Against that, early L461 builds had frozen or unresponsive Pivi Pro screens and phantom warnings, and the 2024 model year's own campaigns include a manufacturing defect where body panels were not bonded properly. The overall picture is generally solid with scattered quality problems.

There are about 200 US retailers, which is adequate in big metros but much thinner than the BMW or Mercedes networks. That leaves rural owners far from the dealer diagnostics this vehicle depends on. J.D. Power rates the dealership 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 there is little aftermarket support for this young generation.

The 2024 Range Rover Sport uses a 13.1-inch curved haptic Pivi Pro touchscreen across the range — a large panel, short of the wall-of-glass setups some rivals now fit.

Pivi Pro is JLR's best software — quick to boot, shallow menus with volume and climate sliders, and haptic glass — but its touch-heavy control of climate and drive functions draws criticism and L461 owners report black screens, freezes and CarPlay dropouts.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2024 trim with no subscription; held just below the mid-90s for owner-reported dropouts.

Embedded Amazon Alexa and the cloud 'Hey Land Rover' assistant plus connected navigation with live traffic through the standard Online Pack; connected services move to paid renewal after the trial and most owners still route via phone projection.

Meridian audio is standard, Meridian 3D Surround is available on upper trims and the 29-speaker Meridian Signature system is reserved for the SV — very good across the range, best system confined to six-figure trims.

A 13.7-inch fully digital Interactive Driver Display is standard on all 2024 trims, configurable to full-width map, ADAS and terrain views.

Software-Over-The-Air covers some 63 control modules via two eSIMs, so powertrain, chassis and infotainment can update without a dealer visit; JLR ships refinements rather than headline feature drops, and some OTA releases have been tied to Pivi Pro faults.

The Land Rover Remote app covers lock/unlock, remote climate start, locate, status and Guardian Mode, but responsiveness is mediocre, remote services lapse into a paid subscription after the included term and there is no phone-as-key (only the wearable Activity Key).

Multiple USB-C points across both rows and a standard wireless pad; a domestic plug socket is only added via the optional Technology Pack on the Dynamic SE.

Keyless entry, push-button start, app remote start, flush deployable handles and a gesture powered tailgate are standard, with the Activity Key optional; no phone-as-key and the UWB smart key only arrived for 2026.

A 3D Surround Camera with front and rear parking aids is standard on every 2024 trim, with ClearSight Ground View, and the ClearSight digital rear mirror available in the Technology Pack.

A full-colour HUD is optional on the volume Dynamic SE as part of the $1,785 Technology Pack and standard from Autobiography up — orderable on the volume trim but a paid extra.

Air-suspension access height lowers the body for easy kid loading, but it is strictly five seats with the usual two outboard LATCH sets and a 31.9 cu ft cargo bay, so a double stroller plus family gear is a squeeze.

Standard AEB, blind-spot assist, lane keeping, adaptive cruise with steering assist and 3D cameras on every trim, but NHTSA lists the 2024 car as Not Rated and IIHS has no 2024 result, leaving only a 2022 Euro NCAP five-star score.

Heated power-reclining rear seats, two-zone climate, a very quiet cabin and plush air ride make it excellent for four adults; luggage space with five aboard (31.9 cu ft) is the limiter.

The P400 inline-six with 48V assist and ZF 8-speed are smooth and lag-free, air suspension isolates potholes and stop-and-go adaptive cruise with steering assist is standard; the touch-heavy controls and 80.6 in width are minor annoyances.

21 MPG combined on required premium gives EPA's $3,900-a-year estimate for the P360/P400, plus above-average repair costs and large tires — an expensive commute.

The standard 3D Surround Camera and ClearSight Ground View help a great deal, but a 41.1 ft two-wheel-steer turning circle, 80.6 in width and the chopped roofline's rear view make tight city parking a careful job; All-Wheel Steering cuts the circle where fitted.

7,716 lb braked towing across the 2024 range, Advanced Tow Assist and a hitch-height adjustable air suspension make it a very capable tow vehicle for a unibody SUV; beyond towing, a carpeted 31.9 cu ft bay and five seats limit real work use.

Air springs, active chassis hardware, deployable handles and a luxury cabin are liabilities under hard use, and Land Rover's dependability record is near the bottom of the industry.

Loadspace tie-downs, a powered tailgate and lifestyle accessories (cross bars, loadspace liner, deployable tow bar) only; the domestic outlet is a Technology Pack option and there is no upfit ecosystem.

Superb tourer: heated memory 20-way seats, very quiet cabin, composed air ride and ~500 miles between fills with standard adaptive cruise and steering assist; no hands-free highway system.

Air suspension lifts clearance from about 8.5 to 11 in, 35.4 in wading, Terrain Response 2, an available two-speed transfer case and locking rear differential, plus 7,716 lb towing — far beyond road-biased rivals, below the Defender for low-hanging bodywork and road tires.

31.9 cu ft growing to only 53.0 cu ft with the 60/40 seats folded is small for the class; air-suspension load-height lowering, underfloor stowage, powered tailgate, roof rails and a tow bar soften it.

Standard air suspension with adaptive dynamics and the optional Dynamic Response Pro active anti-roll give unusually tight body control for a ~5,000 lb SUV, more agile than the full-size Range Rover though short of the X5 and Cayenne.

Accurate and calm but heavily isolated — reviewers consistently describe it as numb; sport modes add weight, not feedback.

Consistently weighted, firm pedal with smooth stops; no instrumented 60-0 published for the 2024 P400 Dynamic SE.

The P400 3.0L Ingenium inline-six with 48V assist and ZF 8-speed responds without lag and stop/start is near imperceptible.

The inline-six is inherently balanced, well isolated and backed by active noise cancellation; it sounds pleasant rather than coarse when worked.

Land Rover's L461 specification quotes 12.53 m (41.1 ft) kerb-to-kerb with two-wheel steering, near the bottom of the SUV band; All-Wheel Steering cuts it to 10.95 m (35.9 ft) but is not assumed on the volume trim.

Commanding view, broad 20-way adjustment and air-suspension access height make it easy to get comfortable and climb in; the deduction is that most functions live in the touchscreen, with few physical controls.

Rewarding for its mass with a sweet-sounding six, but numb steering and the weight keep it a fast, serene luxury SUV rather than a driver's car.

The base P360 SE comes with air suspension, full-time AWD with Terrain Response 2, the updated 13.1-inch Pivi Pro with built-in Alexa and OTA updates, Meridian audio and adaptive cruise. Air springs alone cost extra on an X5 or GLE. Many comfort and assist features still sit in paid packs.

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

The 2024 range covers the P360 SE, P400 Dynamic SE, the P550e Autobiography PHEV and the 626-hp SV Edition One. That spans mild-hybrid sixes, a plug-in and a V8, with deep option packs. The 2024 lineup is narrower than 2025's: the P530 V8 Dynamic/Autobiography was dropped, leaving a gap between the P550e and the SV.

US sales nearly doubled in 2024 as third-generation supply recovered. It is still mid-pack in the segment, though, 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 is what holds the score back.

Land Rover Financial Services ran sizable support on 2024 inventory, including a $10,000 discount on in-stock units, plus loyalty and welcome lease credits. That is a real buyer benefit, though it partly reflects softening demand.

The L461 generation launched for 2023, so 2024 is its second year, on the current MLA-Flex platform. This year also brought updated Pivi Pro, a new P550e PHEV and the SV, and no replacement is near.

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