2022 Range Rover: A masterful makeover

The fifth-generation Range Rover marks the most radical changes in the 52-year history of the vehicle that ignited the luxury-SUV segment.

There's a new chassis that is 35 percent stiffer than before; a new electronics architecture; new powertrains, including a plug-in hybrid with more than 60 miles of range, due mid-2022; rear-wheel steering, and a new electronic anti-roll system capable of deploying more than 1,000 pound-feet of torque to maintain composure through the corners.

And the first full-electric Range Rover will arrive in 2024.

Land Rover's retooled flagship SUV reflects the reality of today's market and finally acknowledges how the vast majority of luxury-SUV buyers really use their vehicles.

Unlike all previous Range Rovers, the 2022 model does not have permanent four-wheel drive. A new all-wheel-drive system decouples the front wheels from the transmission when the Rover is driving at highway speeds, a fuel-saving measure.

To improve maneuvering in city traffic, all fifth-generation Range Rovers come standard with a four-wheel steering system that tightens the turning circle to just 36 feet — about the same radius as a Jaguar F-Type sports car.

We've gathered some early reviews.

"When you have a design icon on your hands it's not wise to mess too much with the formula. That's why the new Range Rover, while all-new in engineering terms, appears to be more evolution than revolution on the design front.

"The more conservative commentators weren't completely sold on the update but to my eyes it's a brilliant bit of work that strips back the car to its most fundamental elements (design chief Gerry McGovern describes the philosophy as 'impeccable restraint') while setting it up to remain modern-looking for years to come.

"The rear light cluster is the most obvious design feature, moving from a pair of square lights each side to vertical blades, but you also notice the surfaces of the car are now much more flush with one another, which gives the impression the whole thing has been hewn from a solid block rather than assembled from a number of parts.

"New 23-in. wheels sound massive but look absolutely right on Range Rover, too.

It's a classy bit of kit, and that's job number one for Range Rover design. It looked absolutely at home driving around California — big enough not to look overwhelmed by the massive trucks yet light years ahead of anything else we saw in terms of modernity and quality."

— Will Dron, The Sunday Times of London

"Inputs to the wheel can be calm and you can be pleasingly precise. There's no sense of reluctance from what is undeniably a hefty vehicle. Even when asked to pick up the pace, the Range Rover responds remarkably well. It still doesn't have the agility of something like a Porsche Cayenne, but if you adopt a considered 'slow in, fast out' mentality, then you can hustle the Land Rover with surprising speed and composure.

"This control comes down to a combination of the new body structure (which is 50% stiffer than before), the new 48-volt anti-roll system (which is capable of delivering up to 1,033 pound-feet of torque) and the new rear-wheel steering system. All these make the Range Rover much more enjoyable to drive smoothly and swiftly, but do nothing detrimental to the crucial sense of calm and comfort. The Range Rover now feels luxurious for both the passengers and the driver."

— Henry Catchpole, Roadshow by CNET

"The limited number of 4.4-liter V-8 engines in current production gives a clue as to where this one comes from — built by BMW, although running bespoke Land Rover calibration. On Land Rover's numbers it produces 523 hp and 553 lb-ft of torque. It also immediately feels like an upgrade over the previous engine, with snappier reactions and none of the sapping sensation of a large flywheel the 5.0-liter had when revved.

"The new engine note is more muted and obviously lacks the old car's charismatic supercharger whine. Driven using the top inch or so of the gas pedal's long travel gives almost no sense that there is a V-8 up front. Pushing harder produces a more muscular soundtrack, although still a hushed one, plus impressively forceful longitudinal G-forces. Land Rover claims a 0-60 mph time of just 4.4 seconds. That's only a tenth of a second outside the time of the previous-generation Range Rover Sport, which holds the record as the quickest factory Land Rover product. Not bad for a 5700-pound SUV."

— Mike Duff, Autoweek

"It shouldn't come as too much of a surprise to learn that the ride is impeccably comfortable, too. Any fears that the 35 percent increase in chassis stiffness, paired with massive 23-inch wheels, might introduce unnecessary firmness are cast aside within the first mile, and from then on it's a remarkably civilized place to be — for both the driver and their passengers. This is important, as the previous-generation Range Rover's erring on the side of softness sometimes encouraged too much roll, to the detriment of driver enjoyment. Now though, the extra stiffness and powerful anti-roll system brings a renewed sense of stability without impacting comfort."

— Alistair Charlton, Forbes

"The lavishly equipped 553-hp V8 five-seat P530 First Edition was stunningly quiet, a tribute to road noise cancelling speakers fitted in the front headrests. Rover's audio supplier, Meridian, expanded the range of frequencies it erases up to 1kHz, extending its effect from eliminating low-frequency engine vibration to include wheel and road noise.

"The cabin was virtually silent at highway speed, on rough paved surfaces, dirt and even in light off-roading.

"The difference was most apparent when I drove a long-wheelbase P400 without the feature the second day. It was still quiet compared to most big, boxy SUVs, but increased road noise was pervasive. Expect road-noise cancellation to be the next 'once you've had it, you'll never go back' feature.

"The Range Rover's four-wheel steering falls into that category, too. At highway speeds it increases stability and response in lane changes. At lower speeds its greater maneuverability makes parking easier and reduces the short-wheelbase model's turning circle to about 36 feet — roughly the same as the 17-inch-shorter Evoque. The SWB Range Rover has the tightest turning circle of any Land Rover.

"The four-wheel steering also paid off on a set of daunting switchbacks leading to a hilltop cabin overlooking fields full of long-haired Scottish Highland cattle. The substantial SUV pivoted neatly to stay on the narrow, muddy track.

"The P530 handled a modest off-road course with ease, including using hill-descent control to manage a steep slope of wet clay. A related system can manage speed and braking in other off-roading, allowing the driver to focus entirely on steering."

— Mark Phelan, Detroit Free Press

"No matter the engine, the Range Rover's transmission shifts nearly imperceptibly. Although eager to explore its higher ratios to smother any chance the I-6 or V-8 gets to make a peep, it downshifts quick enough that passing power was never a problem with either powerplant.

"The new Range Rover's steering is classically British: light, tactile, and low effort. With less weight on the nose, the P400 is the more enjoyable of the two tested powertrains on a winding road; both the SWB and LWB V-8 models we drove tended to lean and rebound on their outside tires, causing the need to make steering corrections not necessary in I-6 models.

"The Range Rover's new four-wheel-steer system doesn't make a noticeable difference on curvy routes, as the luxury SUV never really shrinks around you in the same way a Bentayga, or Porsche Cayenne do. On the other hand, the system makes a massive difference at low speeds and around town, allowing the Range Rover to feel about as maneuverable as a Honda CR-V.

"Ride-quality is generally great, though perhaps not quite as refined as we'd expect given air springs, electronic dampers, active anti-rollbars, and a road-scanning system. Both SWB and LWB models, especially the V-8-powered-ones, tend to gently roll and bob on less-than-pristine pavement as the 23-inch wheels glance off impacts. It's never outright unrefined, but the LWB P400 felt more buttoned down than the P530 versions, and more stable. If smooth sailing is your priority, we suspect a P400 on the standard 22-inch wheels is the Range Rover to have."

— Christian Seabaugh, Motor Trend
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"This might be controversial, but I prefer the power delivery of the base engine. Like the V8, there's an impressive torque band, with the peak spanning from 2,000 to 5,000 rpm. But it's the electric assistance from the mild-hybrid system that stands out, helping the base engine feel nearly as sprightly off the line as the V8. At the same time, the straight-six engine revs freely and makes some great noises along the way. Don't get wrapped up in V8 grunt. This engine is a star in its own right.
"Both engines match up to a ZF-sourced eight-speed automatic. Switch the Terrain Response knob over to Dynamic and set the transmission to manual, and the Range Rover feels a bit like a 5,600-pound Volkswagen GTI, blasting downshifts on corner entry only to add gears back with haste while accelerating out. It's a clever gearbox in full auto, too, holding gears as needed. I do wish the computer downshifted more aggressively while decelerating for corners, though."

— Brandon Turkus, motor1.com