There are three diesel and four petrol engines on offer in the
Range Rover Sport
. The 4.4-litre normally aspirated V8 petrol is a rarity due to its short production span and there's little reason to choose it over the supercharged 4.2-litre unit. The same applies with the 5.0-litre V8s, where the normally aspirated unit give no significant fuel or running cost savings while delivering less performance, so you might as well go for the supercharged unit. However, both supercharged V8s love to drink and will rarely return more than 20mpg even when driven very gently.
Supercharged 5.0 V8 arrived in 2009
This explains why the diesels are by far and away the most popular engine choices in the UK and across Europe. The 2.7 TDV6 is the most affordable in the used market and has 206hp coupled to 317lb ft of torque, which is ample for off-road work but the engine can feel sluggish off the mark. This feeling is amplified by the slow response of the six-speed automatic gearbox and is why many owners opt for an engine remap that can take power to around 240hp.
To address this shortcoming, Land Rover replaced the 2.7 TDV6 with the 3.0-litre unit in late 2009. The 3.0 TDV6 has 245hp and 442lb ft of torque to feel like a much stronger unit, plus it can offer 30mpg. The unit was improved to SDV6 specification in 2012 with 255hp, lower emissions of 230g/km and better fuel consumption of 32.1mpg versus the TDV6's 30.7mpg. Land Rover also gave the SDV6 an eight-speed ZF automatic gearbox to replace the previous six-speed unit.
Yet the 3.6-litre TDV8 turbodiesel engine is perhaps the best of all worlds thanks to its 270hp and 472lb ft allied to a surprisingly free-revving motor. Its 25mpg economy is not quite as impressive as the 3.0 SDV6's, but it's a lot easier on the pocket than the petrol V8's thirst for fuel.
All of the engines are reliable, though the 2.7 V6 diesel does need its timing belt and pulleys replaced at seven years or 105,000 miles and this will set you back around £1,000. Failing to replace the timing belt risks ruining the engine if it lets go.
The exhaust gas recirculation (EGR) valve on the V6s also needs to be replaced at 40,000-mile intervals to be on the safe side. This can also be blanked off with a specialist kit that costs about £30 and can help cure any slight hesitancy from the engine as it revs away from idle.
The petrol engines are fault-free, but consider replacing the electric water pump on these motors as a precaution as soon as you buy a car unless the seller can prove it's been done recently. A failed water pump will show up as an EMS warning light on the dash.
Range Rover Sports have a lot of electrics onboard, so expect to fit a new battery every couple of years to ward off gremlins. A new battery is around £300 from a specialist. Also look for a car that has been serviced on the dot every 15,000 miles and has a long list of dealer or specialist stamps.
Early line-up comprised TDV6 and two V8s
The automatic gearboxes are generally reliable, but they can fail to engage Park even when the lever is pushed into place. If you're in the habit of using Park and not the handbrake, this can lead to the car rolling away, so be sure both Park and the handbrake work effectively.
Land Rover issued a recall for a leak from the front bearing of the fuel pump, but this was for earlier Sports and all should have been dealt with by now. If you're not sure, consult a Land Rover dealer with the chassis number to be certain.
PHer's view:
"Ours was a 2.7 TDV6 which although was the most popular I really don't think the car is suited to it. It seemed a bit underpowered for lugging such a big car around, which could be the reason turbo failure is quite common."
Raheem Sheikh