2018 Land Rover Range Rover

The volume trim is the base/HSE SE with the 3.0L supercharged V6 making 340 hp at 6,500 rpm, confirmed by Car Connection and fueleconomy.gov's single V6 gas listing.

Peak torque for the 3.0L supercharged V6 volume trim, arriving at 3,500 rpm.

Manufacturer-quoted 0-60 for the volume V6 Supercharged trim; faster on V8 trims.

The supercharged V6 is smooth and quiet with no perceptible turbo lag (it's supercharged, not turbocharged), and period reviews (Car and Driver, Edmunds) praised the Range Rover's refined, hushed powertrain delivery for the segment.

ZF's 8-speed automatic (shared across the Jaguar Land Rover lineup in this era) shifts smoothly and unobtrusively with well-judged ratios; reviewers noted no notable hunting or harshness.

Properly equipped, the 2018 Range Rover V6/V8 Supercharged and Td6 trims are rated to tow 7,716 lbs, among the highest in the full-size luxury SUV segment; the SVAutobiography Dynamic is slightly lower at 6,614 lbs.

Full-time four-wheel drive with a two-speed transfer case and locking center differential is standard across every 2018 Range Rover trim, paired with Terrain Response 2 and configurable drive modes — among the most sophisticated 4WD systems sold in the US.

Standard air suspension gives up to 11.7 in of ground clearance and 35.4 in wading depth, with 34.7°/29.6° approach/departure angles at full lift — genuine off-road credibility that few full-size luxury SUVs match, though it lacks a locking rear diff as standard.

For model year 2018 the US lineup spans a 3.0L supercharged V6 (340/385 hp states of tune), a 3.0L Td6 turbodiesel V6, and 5.0L supercharged V8s (518/557 hp) — three distinct engine families but no electrified option; the P400e plug-in hybrid did not reach the US market until MY2019.

EPA combined rating for the volume V6 Supercharged trim, directly fetched from fueleconomy.gov's listing for this engine (id 39807).

EPA city rating for the volume V6 Supercharged trim.

EPA highway rating for the volume V6 Supercharged trim.

Calculated from the manufacturer-quoted 27.3-gallon fuel tank for gasoline Range Rover trims (diesel Td6 uses a smaller 22.7-gallon tank) and the EPA combined MPG for the V6 Supercharged.

EPA's own annual fuel cost estimate for this exact trim (id 39807), at the standard 15,000 mi/yr and current premium-gasoline pricing assumptions — among the highest in the segment, exceeding the normalization band's SUV ceiling.

Premium unleaded fuel is required (not just recommended) across the entire 2018 Range Rover gasoline lineup, adding a real ongoing cost on top of the vehicle's already-thirsty EPA ratings.

NHTSA has never crash-tested the full-size Range Rover (L405, 2013-2022); no overall, frontal, side, or rollover rating exists for the 2018 model year or any year of this generation — low US sales volume keeps it off the agency's test slate.

IIHS has not crash-tested the full-size Range Rover in any category for the L405 generation and it holds no Top Safety Pick award. The closest independent data point is Euro NCAP, which awarded the L405 a 5-star rating at launch (91% adult, 84% child, 63% pedestrian, 86% safety assist) — a real but dated and non-US corroboration, not a substitute for an IIHS or NHTSA result.

Standard on the 2018 HSE volume trim: low-speed forward collision warning with automatic emergency braking, lane departure warning, a rearview camera, and front/rear parking sensors with rear cross-traffic alert. Blind spot monitor, traffic sign recognition and driver condition monitor are bundled in the optional Drive Package ($410), and adaptive cruise control plus lane keep assist sit a tier higher in the optional Drive Pro Package ($2,040) — none of it standard on the volume configuration.

The standard system is explicitly described as low-speed, city-type forward collision warning with automatic emergency braking rather than a full-speed-range system with pedestrian detection; the stronger 'intelligent emergency braking' sits in the optional Drive Pro Package, and no IIHS front crash prevention test exists to confirm day/night or pedestrian performance at either tier.

Rear cross-traffic alert is standard via the parking-sensor suite, but blind spot monitor with closing-vehicle sensing requires the optional Drive Package ($410) — so the volume HSE buyer gets rear-traffic coverage out of the box but no blind-spot warning without the add-on, and none of it includes active steering intervention.

Lane departure warning (alert-only) is standard equipment, but Lane Keep Assist — the system that actively steers the vehicle back into its lane — requires the optional Drive Pro Package, so the typical volume-trim car on the road has warning without correction.

Adaptive Cruise Control with Queue Assist is available for 2018 via the optional Drive Pro Package, but this predates the Stop & Go/auto-resume upgrade Land Rover introduced for 2019 — so the 2018 system is a capable but less refined adaptive cruise without full stop-and-go functionality, and it is gated behind a paid option rather than standard.

No hands-free highway driving system (BlueCruise/Super Cruise/FSD-equivalent) was offered on the 2018 Range Rover at any trim or option level; the most advanced driver aid is hands-on adaptive cruise with queue assist.

2018 is the facelift year that introduced the generation's new Pixel LED headlight option (144 individually-shadowing LEDs, with an optional laser high-beam projecting over 500m), but the volume HSE trim runs standard Premium LED headlights rather than the Pixel unit, which sits higher in the range; US-spec units use Auto High Beam Assist rather than a fully enabled adaptive driving beam, and IIHS has not published a headlight rating for this model.

Reviewers consistently credit the tall glasshouse, slim front pillars and commanding seating position for excellent forward and side sightlines, aided by a standard rearview camera and front/rear parking sensors; the 360-degree surround camera system that would fully offset the chunkier rear C-pillars is part of the optional Vision Assist Package rather than standard for 2018.

Two complete second-row LATCH lower-anchor-and-tether sets are fitted and the rear bench offers generous room for car seats, but owner/reviewer feedback consistently flags the lower anchors as tough to reach and the tether anchors as hard to locate, so installation takes extra effort despite the space being there.

The L405 Range Rover (distinct from Range Rover Sport) is a strict 2-row, 5-passenger SUV in every model year of this generation, including 2018.

Standard-wheelbase 2018 Range Rover front headroom figure, carried from the L405's facelift-era interior package (cabin shell unchanged in the 2018 refresh).

Standard-wheelbase 2018 Range Rover front legroom figure.

Standard-wheelbase 2018 Range Rover second-row headroom; applies because the vehicle seats 5.

Standard-wheelbase 2018 Range Rover second-row legroom; a genuine strength versus most full-size luxury SUV rivals.

The standard Range Rover (as opposed to the Range Rover Sport) has never offered a third row in this generation — there is no seating beyond row two in 2018, so it scores at the bottom of the band per the no-third-row rule.

Standard-wheelbase cargo volume behind the rear seats; on the lower end for the full-size luxury SUV segment because the Range Rover's load floor is tuned for a tidy rear overhang rather than maximum box volume.

Maximum cargo volume with the 60/40 second row folded flat, standard-wheelbase figure.

Competitive but not standout everyday storage: a usable center console, door bins and underfloor space, with no signature innovation like a giga-console or in-bed trunk.

Front and rear seats were repeatedly singled out by reviewers as among the best in the class — supportive cushioning, long-haul comfort, and standard heated front seats with extensive power adjustment.

The cross-linked electronic air suspension delivers a plush, controlled ride widely cited as a (if not the) segment benchmark, absorbing broken pavement without excessive float.

The 2018 facelift added thicker glass, and reviewers described the cabin as hushed at highway speed with minimal wind/road intrusion; supercharged V6 is audible but not intrusive under light throttle.

Heated front seats and a heated steering wheel are standard on the HSE volume trim, but ventilated seats, heated rear seats, massage function and rear climate upgrades are gated behind extra-cost packages rather than standard.

Entry-level 2018 Range Rover (gas supercharged V6, base trim) starts well above the segment floor, reflecting its full-size luxury SUV positioning.

HSE is the volume trim for the gas-powered Range Rover lineup, adding the second supercharged V6/V8 step up from base with more standard luxury content.

Generic 5-year cost calculators put the Range Rover around $6,600, but JLR dealer labor and parts pricing (e.g. ~$500 oil changes) and the model's air-suspension/electrical fault history push real-world cost toward the top of the segment band.

The standard-wheelbase Range Rover is among the worst full-size luxury SUVs for value retention, driven by its reliability reputation and steep early-year discounting once newer generations arrive.

Land Rover's 2018 basic bumper-to-bumper coverage is below the segment's common 4–5 year norm and well short of mainstream and some luxury rivals offering 4yr/50k or better.

Land Rover does not extend powertrain coverage beyond the basic warranty term, unlike many rivals that offer 5–10 year powertrain protection; this sits at the bottom of the segment band.

Land Rover's EliteCare ownership package bundles multi-year complimentary scheduled maintenance with roadside assistance and remote-app vehicle monitoring, a meaningfully generous package relative to most rivals.

$97,045 volume-trim price minus its estimated resale value after 5 years (26% retained, or about $25,232) leaves about $71,813 in depreciation. Add the projected $8,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $80,613 in total.

J.D. Power rates the Range Rover's predicted reliability at 2.5/5 (below average), and Consumer Reports does not have enough owner-survey sample size to publish a confident 2018 reliability verdict for this low-volume model, which itself reflects a thin, troubled track record rather than a positive signal.

Land Rover is a perennial bottom-finisher in both J.D. Power's Initial Quality and Vehicle Dependability studies through this generation, and independent reliability indexes place the brand at or near the bottom of all manufacturers.

The 2018 Range Rover carries four NHTSA recalls, all electronics/driver-assistance related (AEB disabling silently, rearview camera failing to display, surround-camera water ingress, auto high-beam not indicating in the cluster) rather than powertrain, fire, or structural safety defects — typical activity for a tech-heavy luxury SUV, not a systemic failure pattern.

The 3.0L supercharged V6 and 5.0L supercharged V8 used in the 2018 Range Rover share a well-documented timing chain/hydraulic tensioner wear problem that produces cold-start rattle and can require a $4,000-7,000 timing chain guide service around 90,000-130,000 miles if not caught early; the ZF 8-speed automatic itself is well-regarded, but it doesn't offset the engine-side risk.

Reviewers consistently single out the 2018 Range Rover's cabin as among the best in the segment, with near-total soft-touch/leather/carpet coverage and premium switchgear — a genuine strength even set against its reliability problems.

Most period reviews describe tight, rattle-free assembly for the 2018 model, but at least one test car was noted for rattles and creaks, and consumer reviews are split between praise for quietness/solidity and build-quality complaints — a competitive but inconsistent picture rather than class-leading.

Land Rover's roughly 200-location US network gives adequate but not dense coverage next to mainstream-luxury rivals, and J.D. Power's customer service satisfaction study scores the brand below the luxury-segment average, with independent review sites (Trustpilot) skewing negative on dealer communication and repair turnaround.

Land Rover repair bills run well above average (roughly $1,200-1,500/year versus an industry average near $650), driven by costly, often dealer-sourced parts for air suspension, electronics, and engine components, plus the need for specialized technicians — a consistently expensive ownership profile.

The 2018 facelift made InControl Touch Pro Duo — a 10.2 in upper touchscreen plus a second 10 in lower touchscreen for climate/seat/vehicle settings — standard across the Range Rover range, HSE included.

Touch Pro Duo's dual-screen layout was praised as visually striking and logically split (infotainment on top, vehicle/comfort functions below), but multiple period reviews flagged lag and occasional unresponsiveness, especially right after the system's 2018 launch.

Apple CarPlay and Android Auto were not factory-equipped on the 2018 Range Rover at launch; Land Rover only began offering CarPlay as standard from the 2019 model year, with 2016-2018 cars eligible for a later, separate complimentary software/Smartphone Pack upgrade rather than it shipping on the car.

Touch Pro Duo includes HERE-based native navigation with live traffic, satellite and street view — functional and well-regarded mapping — but the native voice assistant of the era was command-based rather than natural-language and was often bypassed by owners.

A Meridian sound system is standard equipment on the HSE volume trim, with higher-tier Meridian Signature/Surround Sound Reference systems (up to 1,600W/29-speaker setups) available on higher trims — a genuine strength even at the base audio tier.

A 12.3 in fully configurable digital instrument cluster was offered for 2018, but on the HSE volume trim it was bundled into an optional Vision Assist/convenience package rather than standard — partial/analog-hybrid cluster is the default.

2018-era InControl supported infotainment/map updates but no whole-vehicle software OTA comparable to contemporaries beginning to offer it; most substantive updates still required a dealer visit.

The InControl Remote app covers core functions (vehicle locate, fuel range/alerts, lock status) with lock/unlock and remote climate pre-conditioning gated behind the InControl Remote Premium subscription tier — functional but subscription-gated, no digital key.

USB-A ports are provided front and rear but USB-C was not yet standard in 2018, and wireless phone charging was an optional cupholder accessory rather than standard equipment.

Proximity keyless entry and push-button start are standard on the HSE trim with remote start available, but there is no phone-as-key capability in this generation.

A rearview camera and front/rear parking sensors are standard, but the 360-degree surround camera system is part of the optional Vision Assist package rather than standard on the HSE volume trim.

A head-up display is offered for 2018 but only as part of the optional Vision Assist package on the HSE volume trim, not standard equipment.

Wide door openings and an air-suspension kneel/lowered-entry function ease car-seat loading, and the second row has good legroom for boosters; LATCH anchors are standard but not unusually easy to access compared to purpose-built family SUVs.

Neither NHTSA nor IIHS crash-tested the 2018 Range Rover, so there are no published US crash ratings, and key ADAS — blind spot monitoring, lane keep assist, intelligent emergency braking — are bundled into optional Driver Assistance packages rather than standard on the volume HSE trim.

Exceptional ride quality, quiet cabin and class-leading rear legroom make multi-hour trips comfortable for four occupants, though rear-seat entertainment and climate upgrades cost extra and cargo-with-seats-up is modest for the segment.

A commanding seating position, smooth ZF 8-speed automatic and compliant air suspension make low-speed and in-traffic driving relaxed, offset somewhat by the vehicle's large footprint and weight in tight urban situations.

The volume 3.0L supercharged V6 returns roughly 17-18 MPG combined on premium fuel, and luxury-tier consumables (tires, service) push per-mile running costs well above segment-typical commuter costs.

A 40.5 ft curb-to-curb turning circle and large overall footprint make the Range Rover noticeably less nimble in cities than mid-size rivals, and the 360-degree camera that would help is an optional extra rather than standard on the volume trim.

A braked towing capacity up to roughly 7,716 lbs gives genuine trailer/boat-hauling headroom, but the Range Rover has no bed or flatbed utility and is not marketed or equipped as a work vehicle.

Land Rover's reliability reputation in this era was weak relative to mainstream and even other luxury rivals, and the cabin's leather/wood-trimmed finish is not designed for wear-and-abuse work contexts.

No onboard power outlets for tools, no bed or tie-down ecosystem, and no upfit/rack accessory program aimed at trade use — the Range Rover offers essentially no jobsite-specific provisions.

Quiet, plush highway manners and a roughly 400+ mile range on the ~27-gallon tank make this a strong mile-eater, with optional adaptive cruise and lane-keep assist reducing fatigue when fitted.

Genuine off-road hardware — height-adjustable air suspension, full-time 4WD with two-speed transfer case, Terrain Response (Terrain Response 2 and locking rear diff optional) — gives the Range Rover real adventure capability well beyond pavement-bound luxury SUVs.

A 60/40 split-folding rear seat, roof rails and an available tow hitch handle typical gear-hauling duty well, though the 32.1 cu ft behind-seats cargo figure is modest if the second row stays occupied with bulky gear aboard.

Despite its size and curb weight, the 2018 Range Rover was repeatedly praised as remarkably composed and agile for a vehicle in its class, with good body control from the air suspension through corners.

Steering is accurate and well-weighted enough for confident placement but isolates road feel in typical luxury-SUV fashion, giving little genuine feedback.

Brakes are strong and consistent with a firm, confidence-inspiring pedal appropriate for the vehicle's mass, without reported fade issues in period testing.

The supercharged 3.0L V6 paired with a ZF 8-speed automatic shifts smoothly with good low-end response, though the engine stop/start system was noted by some reviewers as not perfectly seamless at restart.

The supercharged V6 has an audible but pleasant whine under hard acceleration and stays unobtrusive at a cruise, with no significant vibration through the controls reported.

Standard-wheelbase 2018 Range Rover turning diameter; large relative to most SUVs in the normalization band because of the vehicle's long wheelbase and full-size footprint.

The commanding, upright 'king of the road' seating position with excellent outward visibility and wide seat/wheel adjustability is one of the Range Rover's signature strengths, repeatedly singled out by reviewers.

Effortless power delivery and genuine off-road ability give the Range Rover a distinct character and go-anywhere confidence, but it is not engineered as a driver's SUV in the twisty-road sense and is best described as pleasant rather than thrilling on pavement.

Even the base 2018 Range Rover carries 24-way power/massaging front seats, LED headlights, leather upholstery, full-time air suspension, and the new Touch Pro Duo dual-screen infotainment, competitive with or ahead of German and domestic full-size luxury SUV rivals at similar price points — but is not class-leading given the premium pricing.

Content is genuinely strong, but the 2018 Range Rover's pricing sits at the top of its segment while reliability and ownership-cost data (RepairPal 2/5, high dealer service costs, 74% five-year depreciation) undercut the value proposition relative to rivals offering similar luxury content for less total cost of ownership.

The 2018 lineup spans Base, HSE, Supercharged, Autobiography and SVAutobiography Dynamic gas trims plus a Td6 diesel and the newly added P400e plug-in hybrid, with standard and long-wheelbase body choices — a wide, well-spaced range from roughly $87K to over $200K.

US Range Rover sales grew 13% to 19,030 units in 2018 with a record December, a solid mid-pack showing for the full-size luxury SUV segment — strong momentum, though it trails the more affordable Range Rover Sport and segment-volume leaders like the Cadillac Escalade and Mercedes-Benz GLS.

Range Rover remains one of the most aspirational nameplates in the SUV market, a genuine status symbol with strong brand loyalty despite its reliability reputation.

Full-size luxury SUVs including the Range Rover commonly carry lease incentives and dealer discounting, especially as a facelifted model year ages toward the next refresh, though Land Rover's smaller dealer network keeps negotiating leverage somewhat below mainstream-luxury norms.

2018 is a substantial mid-cycle facelift of the L405 generation (new Touch Pro Duo dual-screen infotainment, new LED lighting, revised seats, and the addition of the P400e plug-in hybrid) rather than a carryover year, but the underlying aluminum monocoque platform dates to 2013 and the next full redesign (2022) was still several years out.

Reviewers praised the 2018 refresh's ride comfort, interior luxury and off-road capability, but the Range Rover is rarely the pick of head-to-head luxury SUV comparisons against German rivals, and owner feedback flagged buggy electronics/infotainment — it is respected rather than a frequent award winner.