2025 Land Rover Range Rover Sport

2025 is a carry-over year for the third-generation L461 (launched for MY2023); the volume P400 Dynamic SE keeps the 3.0L turbocharged Ingenium inline-six with 48V mild-hybrid assist at 395 hp.

The P400's 406 lb-ft arrives low in the rev range with 48V assist filling in below boost — strong for a volume engine in the mid-size luxury class; the powertrain is unchanged for 2025.

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

The balanced Ingenium straight-six with 48V assist delivers near-silent, lag-free power, and reviewers find it strong enough that the V8 feels optional. Held below the 90s because it lacks the last bit of BMW B58 silkiness and the PHEV's engine-start transition is audible.

Every 2025 Range Rover Sport uses the ZF 8HP eight-speed automatic, the class benchmark for smooth, well-judged shifts; tuned for smoothness, so it can be slow to kick down at part throttle.

The volume mild-hybrid six 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 (standard on P530). A notch below the full-size Range Rover since low range is optional and Active Driveline decouples to RWD at cruise.

Credible for a road-biased luxury SUV: air suspension raising clearance from about 8.5 in to roughly 11 in, ~35.4 in wading depth with Wade Sensing, Terrain Response 2 and Adaptive Off-Road Cruise Control, plus optional low range and rear locker. Capped by its lower, stiffer chassis, shorter angles and large street-tired wheels versus the Defender or full-size Range Rover.

Three powertrain families for 2025 — P360/P400 mild-hybrid sixes, P460e and P550e plug-in hybrids (about 51 mi EPA electric range), and the P530 and 626-hp SV twin-turbo V8s. Strong electrification breadth; short of the 90s only because the battery-electric Range Rover Sport isn't on sale.

The volume six-cylinder mild hybrid (SE P360 / Dynamic SE P400) is EPA-rated 22 MPG combined for 2025 — weak for a mid-size luxury SUV.

20 MPG city for the mild-hybrid six; the 48V system aids restarts and recuperation but can't 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 like the BMW X5 xDrive40i.

A large fuel tank offsets mediocre MPG, giving the mild-hybrid six over 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 2025 Range Rover Sport gas powertrain runs on premium, with no regular, E85 or diesel option in the US; only the expensive PHEV trims offer cheaper home-charged energy.

NHTSA has published no 5-Star Safety Ratings for the third-generation (L461) Range Rover Sport, to which the 2025 model year belongs: the 2023 and 2024 records mark every crash metric 'Not Rated' and there is no 2025 record at all. The estimate anchors on the L461's five-star Euro NCAP result, but a US buyer has no NCAP star rating to check.

The 2025 Range Rover Sport holds no IIHS Top Safety Pick or TSP+ award and IIHS has published no crashworthiness results for any L461 year, so it cannot be credited above the no-award band. A full-protocol Euro NCAP five-star result for this generation partially offsets the gap, but it is not the small-overlap or updated side test US rivals are compared on.

Every 2025 configuration carries the full core suite as standard: AEB with pedestrian/cyclist detection, lane departure warning and lane keep assist, Adaptive Cruise Control with Steering Assist, Blind Spot Assist, rear traffic monitoring, front and rear parking aids, traffic sign recognition, driver condition monitoring and a 3D surround camera. Nothing safety-critical is locked behind an options pack.

IIHS has run no front crash prevention test on the Range Rover Sport, so there is no vehicle-to-vehicle, pedestrian or nighttime result to credit. The only hard data is Euro NCAP's L461 assessment: a strong 82% Safety Assist but a mid-pack 69% Vulnerable Road User score, which keeps it out of the top band despite the hardware being standard.

Blind Spot Assist is standard and actively steers the vehicle back rather than only warning, and rear traffic monitoring plus Rear Collision Monitor are standard, with the 3D surround camera covering what the sloping rear glass hides. Held short of the very top because no trailer-aware blind-spot coverage is published on a vehicle rated to tow 7,716 lbs.

Real lane centering is standard via Adaptive Cruise Control with Steering Assist, alongside lane departure warning, lane keep assist and Emergency Lane Keep. Reviewers single out the steering assist as the weak link of an otherwise well-sorted suite, so it lands mid-band rather than in the 'trusted' tier.

Full-speed-range stop-and-go adaptive cruise with Steering Assist is standard on every 2025 trim, so the fundamentals are covered without option cost. The steering-assist behavior draws reviewer criticism, matching the middle band's 'rough edges' rather than a well-integrated highway assist.

No hands-free highway driving system is offered on any 2025 Range Rover Sport, up to the SV. Steering Assist is a hands-on lane-centering feature with a torque-sensing wheel, leaving no BlueCruise/Super Cruise equivalent at any price.

IIHS has published no headlight rating for the Range Rover Sport. Hardware is strong: Pixel LED headlights with adaptive driving beam are standard from the Dynamic SE volume trim up (optional on the entry SE), with Digital LED higher in the range. Held below the top band because there is no independent rating to confirm it.

The command driving position and fairly upright windshield give good forward sightlines, but as the chopped-roof Range Rover the Sport's faster rear screen, high beltline and thick rear pillars cut the rearward view. Standard 3D surround camera with ClearSight Ground View and an available ClearSight rear-view mirror compensate well.

Two complete LATCH sets at the rear outboard positions plus a center tether is the segment norm, and there is no third row. Wide rear doors, generous legroom on the 118-in wheelbase and air suspension that kneels for access help; three-across remains a squeeze.

The third-generation L461 Range Rover Sport is a strictly two-row, five-seat SUV across every 2025 trim (SE through SV) — a third row has never been offered on any Sport generation because of the chopped roofline.

38.8 in front headroom is the US-published figure for the 2025 Sport, measured with the fixed panoramic roof that is standard from the SE trim up — average for a mid-size luxury SUV and a little tighter than the full-size Range Rover's 39.5 in.

40.3 in front legroom sits at the bottom of the SUV band — the L461's 118.0 in wheelbase is generous, but JLR's low-slung seating position and long console eat into the published measurement. Corroborated across US aggregators; Land Rover's own US spec page does not publish interior dimensions.

39.0 in of second-row headroom is strong for the segment and slightly better than up front, since the roofline's taper falls behind the rear passengers' heads rather than over them.

37.8 in of rear legroom is mid-pack — comfortably adequate for two adults but well short of the long-wheelbase full-size Range Rover, and reviewers consistently frame the second row as spacious-but-not-limousine.

There is no third row and none has ever been available on the Range Rover Sport — buyers who need seven seats are pushed to the Discovery, Defender 130, or the long-wheelbase Range Rover. Scored in the low band per the item's no-third-row rule.

31.9 cu ft behind the rear seats is modest for a 194.7-in-long SUV — the sloping tailgate and full-size spare-capable underfloor cost real volume, and it trails the full-size Range Rover and most three-row rivals badly.

53.0 cu ft is the US-convention maximum with the 60/40 split rear bench folded — at or below the bottom of the SUV band and one of the weakest figures among mid-size luxury SUVs. Land Rover's European to-the-roof figure of 1,850 L (65.3 cu ft) is more flattering but is not the measure used here.

Competent but not clever: a deep lidded center console with wireless charging, usable door bins, underfloor loadspace stowage and a standard powered tailgate, plus cabin air purification and multiple USB-C outlets. There is no headline storage trick — no frunk, no giga-console, no hidden cubby of the sort the Discovery builds its interior around — and the style-first packaging leaves less usable space than the Defender or Discovery.

Among the best in the segment: 20-way electrically adjustable, heated and ventilated memory front seats are standard from SE, rising to 22-way with massage on Autobiography and SV, and the rear bench gets heated power recline as standard. Reviewers single out the cushioning and bolstering for long-haul praise front and rear.

Standard air suspension with adaptive dampers and available Dynamic Response Pro active anti-roll bars deliver a plush, well-controlled ride that stays composed even on the optional 22-in wheels; it is deliberately firmer and more tied-down than the full-size Range Rover, which is the only reason it sits just below it.

Acoustic laminated glass and active noise cancellation keep the cabin near the top of the segment at highway speed, with only mild wind and road noise; the mild-hybrid inline-six and the PHEV's EV-mode running are both close to silent. Marked below the full-size Range Rover for the extra tire noise that comes with the sportier wheel-and-tire packages.

Comfort equipment is rich on the volume Dynamic SE: heated and ventilated front seats, heated power-reclining rear seats and a heated steering wheel are standard, cabin air purification is fitted, more climate zones are available, and the P460e/P550e add app-based remote pre-conditioning. Massage and ventilated rear seats sit on the upper trims.

The 2025 Range Rover Sport is a carry-over year of the third-generation L461 (introduced for 2023). Its entry point is the P360 S at $79,700 plus $1,625 destination, and the S trim was dropped for 2026. Even the cheapest version is well above the $65,000 top of the SUV band, so the item scores zero.

The P400 Dynamic SE is the volume configuration: $90,800 + $1,625 destination = $92,425 before options, and common packages take a typical car to about $93,500. That is far beyond the $27,000–$68,000 SUV band, so the item scores zero.

CarEdge's schedule-based model gives $6,113 for years 1–5, but it underweights the expensive failures RepairPal flags on this nameplate, such as air suspension and dealer-only electronics. A blended $8,000 is used, near the top of the SUV band.

The Range Rover Sport consistently ranks among the fastest-depreciating luxury SUVs once its 4-year warranty ends. The 2025-specific estimate (about 42%) and the nameplate-wide estimate (about 36%) average to roughly 40%, 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 offers no powertrain coverage beyond the 4-year / 50,000-mile basic warranty. That is below the 5-year floor of the band, which is a real exposure on a vehicle with this repair record. Only the PHEV traction battery gets longer coverage, and the scored gas P400 has no such battery.

24-hour roadside assistance with emergency towing to a retailer 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 and with this brand's service costs. That places it low in the roadside-only band.

$93,500 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $37,400) leaves about $56,100 in depreciation. Add the projected $8,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $64,100 in total.

Consumer Reports predicts the 2025 Range Rover Sport will be less reliable than other new cars and won't recommend it, citing Land Rover's brand history. J.D. Power's model score of 76/100 for quality and reliability ('Average') pulls the other way. The sources disagree, but CR's below-average call, together with a generation that has only been on sale since 2023 and has had a lot of electrical problems, keeps this in the low band.

Land Rover finishes near the bottom of dependability studies every year: 270 problems per 100 vehicles in J.D. Power's 2025 VDS against a 202 industry average, then 274 PP100 in 2026. The recurring causes are electrical and electronic faults plus weak dealer-experience ratings, and Consumer Reports keeps the brand in its bottom tier.

The 2025 model year's own record is fairly light: three recalls, all with small populations. One is a safety item, a second-row centre seat-belt buckle that may not latch. The others are moisture in the gear-shift module that can corrupt the PRNDL indicator, and a sunroof trim piece that can detach. The 2025 is also outside the large DC/DC-converter campaigns that hit 2019-2024 cars. The L461 generation as a whole is still heavy, though, with six recalls each for 2023 and 2024 and a steady run of electrical faults, so this stays below the typical band.

The volume P400 uses the 3.0L Ingenium inline-six mild hybrid. It is the sturdier member of JLR's engine family and doesn't share the 2.0L four's problem history, but it is still fairly young, and the mild-hybrid starter-generator around it has already been recalled for fail-safe lockout on 2023-2024 cars. The P550e plug-in hybrid's 38.2 kWh system and the SV's 4.4L twin-turbo V8 have little high-mileage history. None of this is a known red flag, so the score sits mid-band.

Materials are the Sport's clearest strength and among the best in the mid-size luxury SUV class. Most surfaces match the much pricier flagship Range Rover, with soft leather, real wood and metal trim, and reviewers consistently rate the cabin at or above the BMW X5's. Even the base SE has no cheap-feeling touchpoints.

Physical assembly is good: panel fit and the stiff aluminium body draw praise, and the Range Rover ranked 2nd for initial quality among Large Premium SUVs in J.D. Power's 2025 study. What pulls the score down is electronics counted as quality defects, including Pivi Pro screens freezing on early L461 cars and continuing complaints about the electrical system and phantom warnings. The 2025 model year's own assembly-defect recalls (a mis-latching seat-belt buckle, moisture in the shifter module, a loose sunroof trim) fit the same pattern.

About 200 US retailers is workable for a luxury brand but far thinner than BMW's or Mercedes' networks. That leaves rural and smaller-metro owners a long way from authorized service, which matters for a vehicle this dependent on dealer diagnostics. Land Rover rates well on the sales experience, but after-sale service is its documented weak point.

Parts are expensive, can be slow to arrive, and are mostly dealer-only. RepairPal reports above-normal repair frequency and severity and a $1,179 average annual repair bill. Air-suspension repairs run from about $1,700 for a spring to $4,000+ for the full system. JLR's parts supply has had chronic backorders of ten weeks or more, and there is little aftermarket support for this generation.

The third-generation L461 Range Rover Sport runs Pivi Pro on a 13.1-inch curved floating-glass haptic touchscreen that is standard across the entire 2025 range — there is no de-contented base screen and no upsell to a bigger one. It is a large panel in absolute terms and a big step over the 11.4-inch unit JLR fits to the Defender and Discovery, but it stops short of the wall-of-glass installations Cadillac, Lincoln and Mercedes now use in this class, which is what holds the normalized score in the low 70s.

Pivi Pro in the L461 is the strongest version of JLR's software: it boots almost instantly off its own always-on power supply, the tile layout is shallow — Land Rover claims 90% of tasks inside two taps — and the Sport keeps physical rotary controls below the screen so climate and drive-mode functions stay off the touch interface. It is capped at 80 because JLR software still draws steady owner complaints on this exact generation: Pivi Pro black screens, freezes and CarPlay/USB dropouts are among the most-reported problems on 2022–2025 L461 cars, some of them arriving with over-the-air releases.

Wireless Apple CarPlay and wireless Android Auto are both standard on every 2025 Range Rover Sport trim with no subscription, and the standard wireless charging pad sits under the screen. Held just under the mid-90s because owners on this generation report intermittent CarPlay dropouts.

The Sport carries two voice layers: embedded Amazon Alexa that works without a phone once the owner logs into their Amazon account (vehicle controls plus smart-home commands), and the cloud-based "Hey Land Rover" assistant handling natural, conversational speech in up to 31 languages. Connected online navigation with live traffic is standard through the Online Pack. It lands just into the 80s rather than higher because the connected data behind live traffic runs on an included trial that eventually needs a paid renewal, and most owners still default to phone projection for routing.

Meridian audio is standard, Meridian 3D Surround is the upgrade on upper trims, and the Signature system (29 speakers, ~1,430W, headrest speakers) is reserved for SV. Very few vehicles at this price listen better; capped at 90 because the best system is confined to six-figure trims.

A 13.7-inch fully digital Interactive Driver Display is standard across the 2025 range, configurable to full-width map, media, driver-assist or terrain views — one of the better clusters in the mid-size luxury class.

JLR's Software Over The Air implementation on the L461 is one of the broadest outside the EV startups: 63 electronic control modules can be updated over the air, served by two embedded eSIMs, so powertrain, chassis, driver-assist and infotainment calibrations can all improve without a dealer visit. It stays out of the 90s because JLR ships these as occasional maintenance-and-refinement releases rather than the publicized feature-adding drops that define the top band — and because on this generation OTA releases have themselves been implicated in infotainment faults.

The Land Rover Remote app covers the expected core set — remote lock/unlock, remote start and cabin preconditioning, vehicle locate and status, Guardian Mode theft alerting, charge scheduling on the P460e/P550e plug-in hybrids, and app-driven Remote Park Assist that parks the car from outside it. It is held to the low 70s by a persistently mediocre reputation for app responsiveness, remote functions that lapse into a paid connected-services subscription after the included term, and the absence of a true phone-as-key of the sort BMW, Mercedes, Genesis and Cadillac now offer in this class — JLR offers the wearable Activity Key, not a phone credential.

Device power is good for a five-seat SUV: about five charge points (mostly USB-C) split between rows, a standard 15W wireless pad with signal booster, and an available domestic-style outlet. Well-equipped rather than abundant.

Keyless entry with push-button start and remote start via the app are standard, with flush deployable door handles, a gesture-operated powered tailgate, soft-close doors on upper trims and the optional wearable Activity Key. The ultra-wideband smart key with driver-profile linking arrived only for 2026, and there is no phone-as-key, so the 2025 car sits a step below the 2026 one.

Every 2025 Range Rover Sport gets a 3D Surround Camera plus front and rear sensors and ClearSight Ground View (a see-through view under the nose), with maneuvering lights, Remote Park Assist and an available ClearSight digital mirror — one of the strongest parking-aid suites at any price.

A high-resolution full-colour head-up display is offered on the volume Dynamic SE as an option (Technology Pack) and is standard from Autobiography up — a good display orderable on volume trims, but a paid box rather than fitted equipment.

The standard air suspension's access mode drops the body roughly 2 inches at the door, which is the single best kid-loading feature in the segment — lifting a toddler into a seat is easier here than in any fixed-height rival. Against that, the L461 is a strictly five-seat, two-row SUV with the segment-standard two outboard LATCH sets and only 31.9 cu ft behind the rear seats, so a double stroller plus a week's family gear is a real squeeze and there is no third row for a third child.

Equipment is not the problem: AEB, blind-spot assist with steering intervention, lane keeping, adaptive cruise with Steering Assist, a 3D surround camera and front/rear sensors are standard on every 2025 configuration, so no family has to buy up to get the safety kit. The credential is the problem — NHTSA has published no star rating for the 2025 car and IIHS has no 2025 result, leaving only a 2022 Euro NCAP five-star score, so a family shopping this against a 5-star, Top Safety Pick+ rival is buying on faith.

For four people this is close to a segment benchmark: heated, ventilated, power-reclining rear seats and climate control with cabin air purification are standard, the cabin is among the quietest in the class at highway speed, the air-sprung ride is plush, rear USB-C charging is standard and rear-seat entertainment screens are available. It stops short of the Audi Q7 and Mercedes GLE only because luggage space with all five seats occupied — 31.9 cu ft under a sloping tailgate — is the smallest of any mid-size luxury SUV here.

The volume P400 Ingenium inline-six with 48V assist pulls cleanly from idle with no perceptible lag, the ZF 8HP is among the best-calibrated automatics built, the air suspension isolates broken pavement, and full-speed-range adaptive cruise with Steering Assist is standard so stop-and-go traffic is largely handed off. Held below the top band by Pivi Pro's touch-dependent climate and drive-mode controls, which need a glance where a knob would not, and by the sheer 80.6-in width in lane-splitting city traffic.

The gas commuter case is poor: 22 MPG combined on required premium gives EPA's $3,750-a-year fuel estimate for the P400, compounded by above-average repair costs and 21–22 in tires. The P460e/P550e plug-in hybrid offers an electric commute, but the volume gas car is an expensive daily.

Manageable for its size: some dealer guides list All-Wheel Steering on the 2025 Dynamic SE (35.9 ft circle) but KBB/Land Rover specs quote 41.1 ft for two-wheel-steer cars, so the benefit depends on configuration; a standard 3D Surround Camera and ClearSight Ground View help a lot. 80.6 in of width and the chopped roofline's over-shoulder view hold it back.

For trailer work it is one of the strongest unibody SUVs sold: 7,716 lb braked on the volume P400 as well as the V8, a 330 lb tongue rating, Advanced Tow Assist with trailer-reverse guidance, an available twin-speed transfer case with low range and air suspension that squats to meet a hitch or backs a boat down a wet ramp. It is not a work tool beyond that — no bed, a carpeted 31.9 cu ft load bay, five seats and a payload in the ~1,300 lb range that a full crew plus material would consume.

Everything that makes the Sport good makes it a poor candidate for abuse: air springs, active anti-roll hardware, All-Wheel Steering, deployable door handles and a leather-and-wood cabin are all failure points under jobsite use, and the brand record behind them is among the worst sold in the US. Consumer Reports predicts the 2025 Range Rover Sport will be less reliable than other new cars and does not recommend it; there is no fleet-duty reputation to fall back on.

Covers the basics and no more: loadspace tie-down points, a 12V socket in the load bay, a powered gesture tailgate, an available electrically deployable tow bar and Land Rover's usual rubber loadspace liner, cross bars and roof-rail accessories. There is no 120V household inverter, no upfitter switch bank, no washable interior option, and the accessory catalogue for the Sport is lifestyle-oriented — the expedition racks and gear carriers that lift the Defender in this item are not part of its range.

This is what the Range Rover Sport is for. Standard 20-way heated and ventilated front seats (22-way with massage higher up), acoustic laminated glass and active noise cancellation, an air-sprung ride that stays composed on 22-in wheels, and 524 miles of EPA-derived range between fills. Adaptive cruise with Steering Assist is standard, but JLR offers no hands-free highway system on any trim, which is the one thing keeping it off the very top of the item.

Far beyond what a road-biased luxury rival brings: adaptive air suspension lifts ground clearance from 8.5 in to roughly 11 in, wading depth is about 35.4 in with Wade Sensing, and Terrain Response 2 backs a twin-speed transfer case with low range and an electronic locking rear differential. A 220 lb roof load with rails, a 7,716 lb tow rating for boats and toy haulers, and standard AWD round it out. Below the Defender only because the 22-in road tires, low-hanging bodywork and limited approach/departure angles put a real ceiling on how rough the trail can get.

The weakest link in an otherwise strong adventure case. 31.9 cu ft behind the rear seats expanding to just 53.0 cu ft with the 60/40 bench folded is at or below the bottom of the SUV band and well short of the X5 (72.3) and GLE (74.9) — the tapering tailgate costs real volume, and a 60/40 split is less flexible than the 40/20/40 rivals use for skis-plus-two-passengers. Air suspension lowering the load floor, underfloor stowage, a gesture-operated powered tailgate, roof rails and a tow bar keep it from scoring lower.

Standard dual-chamber air suspension, Adaptive Dynamics and the optional 48V Dynamic Response Pro active anti-roll give the L461 unusually tight body control for a 5,200–6,000 lb SUV, and reviewers consistently rate it more agile than the full-size Range Rover. It still falls short of the BMW X5 and Porsche Cayenne for outright sharpness, and mass is always felt.

Accurate and calm enough to place the car confidently, but every source flags the same weakness: the electric rack is heavily isolated and returns almost no feedback. Sport drive modes add weight without adding information.

Firm, consistently weighted pedal with smooth stops and stout hardware on the volume P400; no instrumented 60-0 figure is published for the 2025 Dynamic SE, and the PHEV variants show minor regen-blending delay.

The volume P400's 3.0L Ingenium inline-six with 48V mild-hybrid assist and the ZF 8-speed deliver strong, lag-free response (5.2 s 0-60) and smooth, near-imperceptible stop/start; the PHEV variants add seamless EV-to-engine handoffs.

Among the quietest powertrains in the segment: the straight-six is inherently balanced and well isolated, active noise cancellation is fitted, and under full throttle it sounds good rather than coarse.

Land Rover's L461 spec lists 12.53 m (41.1 ft) kerb-to-kerb with two-wheel steering — near the worst of the SUV band. All-Wheel Steering cuts it to 10.95 m (35.9 ft); some dealer copy lists it standard on the 2025 Dynamic SE, but spec sources quote 41.1 ft for the Dynamic SE, so the conservative two-wheel-steer figure is scored.

Commanding sightlines, a wide adjustment range (up to 22-way front seats) and air-suspension access height make it easy to get comfortable and easy to board. The deduction is control layout: nearly every function lives in the 13.1-inch Pivi Pro screen with almost no physical switchgear, which reviewers find distracting on the move.

Real reward in the corners for something this heavy, plus a good-sounding six and effortless PHEV thrust, but the numb steering and two-and-a-half-tonne mass keep it a fast, serene luxury SUV rather than a driver's car. Enthusiasts are still pointed at the X5, Cayenne and Macan.

Even the entry trims come well equipped for the class. Air suspension, full-time AWD with Terrain Response 2, a panoramic roof, heated and ventilated seats, Meridian audio, a 3D surround camera and adaptive cruise with steering assist are all standard, and air springs alone are an extra-cost option on an X5 or GLE. The option sheet is still long, though: massage seats, head-up display and the upper driver-assist packs cost extra.

Next to the full-size Range Rover, the Sport gives you a near-identical cabin and air-sprung ride for about $25K less, and 2025 street prices sat well below sticker. On its own terms the value is less impressive: a volume Dynamic SE lands in the low $90Ks, and steep depreciation plus high repair costs eat into whatever is saved up front.

This is one of the widest lineups in the segment. It runs from the S/SE P360 through Dynamic SE (three powertrains), Autobiography (two) and the SV, and covers mild-hybrid sixes, two plug-in hybrids and the BMW-sourced V8. For 2025 Land Rover added the P460e and P530 Dynamic SE and the P530 Autobiography, filling gaps in the middle of the range. There is no third row or long-wheelbase version.

US sales jumped sharply in 2024 as third-generation supply recovered, and the Sport stays one of Land Rover's two or three core volume models. It is still mid-pack in the segment, with the BMW X5 and Mercedes GLE each selling several times as many.

Range Rover is one of the few genuinely aspirational SUV badges, and the Sport carries it with a sportier image than the flagship. It holds its status against Porsche and Mercedes when buyers cross-shop. The counterweight is Land Rover's near-bottom dependability reputation, which hurts resale and owner sentiment.

Factory support for 2025 was substantial: 2.9% APR for up to 60 months, owner-loyalty cash and regional lease specials. Real transaction prices ran 11–15% below sticker, which is a meaningful buyer benefit, though it partly reflects soft demand and weak residuals.

The third-generation L461 was revealed in May 2022 and launched for the 2023 model year, so 2025 is its third year. It is on the current MLA-Flex platform and its powertrain mix was just expanded. No replacement is imminent, though the planned electric version has been delayed.

Reviewers praise its design, cabin and refinement. Ratings are solid, but it is rarely the comparison-test pick over the X5, GLE or Cayenne, with critics citing price and a less engaging drive than the sportier rivals.