Range Rover TDv8 Vogue SE

Land Rover’s ever-popular Range Rover was given a further boost late last year via a host of changes. Most significant of these was a new 3.6-litre twin-turbocharged V8 diesel engine – put to the test here in a Vogue SE spec model.

The current generation Range Rover has now been with us since 2002, yet its profile within the luxury 4x4 segment must still be the envy of many other manufacturers with far newer products on the market.

Capable of performing in harsh offroad conditions if necessary, yet with levels of luxury beyond that offered in many executive saloons, the Range Rover is a true class act. However, not one to rest on its laurels, Land Rover upped the ante with the 2007 model year range – introduced late in 2006 – courtesy of a number of improvements.

The already impressive cabins were improved still further via changes including an all-new facia design, new front seats and a better air-con system, while technological enhancements saw the introduction of the ‘Terrain Response’ system to aid off-road driving, an electronic handbrake and the (optional on some models) active rear ‘e’ differential. However, most significant of all was the dropping of the old and merely ‘adequate’ TDV6 diesel engine, to be replaced by an all-new 3.6-litre V8 twin-turbo diesel unit.

With 54 percent more power and 64 per cent more torque – up to 272bhp and 472 lb ft respectively – the new engine saw a great improvement in performance over the old diesel but with the same claimed combined fuel economy figure. Unsurprisingly, demand has been high.

Specifications

The Vogue SE is the range topping model (HSE and Vogue are also available) so, with an on the road price that’s recently been raised slightly to tip over the £70,000 point, you’d expect it to be well specified. It doesn’t disappoint.

In fact, there are relatively few options boxes to tick for the Vogue SE. On our test model, the only two additional features were ‘Premium carpet mats’ (£130), and the active rear ‘e’ differential (£446), so the ‘standard’ specification list is impressive to say least. There are all the usual suspects – touch front screen (for sat-nav, vehicle settings, audio controls etc), cruise control, dual zone air-con, leather and electronically adjustable seats, parking sensors, a 14 speaker Harmon Kardon sound system and many more besides, but it’s those little extras that really make the difference.

For example, the air-con can be activated by remote from outside the car – handy on frosty mornings – or, for the punctual owner, it can even be pre-programmed to come on at a set time. Then there’s the TV/DVD system that not only utilises two rear screens for back seat passengers, but that front screen too, the latter when you’re not moving of course. Unless, that is, you take the remote ‘Venture Cam’ out of the glovebox, position it on a suitable rock, and watch yourself driving (the idea is to help you place the car in particularly treacherous conditions). You can also see a real time representation of suspension deflection and wheel orientation – and there’s a stopwatch to time yourself too should you feel the need.

Oh, did we mention that the cabin – which is as capacious as anyone could need – features rear seats that are heated, as are the fronts, which can also cool you… We could go on, but we’ve made the point. Expensive though the Vogue SE is, you’ll not be left wanting for creature comforts.

On the road

Given the popularity of diesels these days, it’s clear that there are relatively few drivers that are still of the opinion that all oil burning engines are noisy and lack refinement – and any that still do would doubtless change their minds after sampling Land Rover’s V8 unit.

Yes, on initial start-up from cold it still makes more noise than a petrol engine, but once on the move refinement is such that, if you didn’t know, you’d be hard pressed to pick it out as a diesel – so much so that there’s a patented device that stops the possibility of mistakenly filling up with unleaded.

It’s a superbly capable unit too; that mountainous peak torque figure occurs at just 2,000rpm, so acceleration from low-down the rev range is strong. Peak power occurs at 4,000rpm, which is precisely the figure at which the sweetly shifting six-speed ZF unit (with a low range facility for off-roading) shifts up a gear when your foot is pressed to the floor. Other manufacturers may offer more ratios, but this engine is perfectly matched to the six it has, thank you very much. Flicking the lever into Sport mode has a noticeable effect – downchanges are keener and gears held for longer under medium throttle openings. In fact, the Sport mode is so effective it renders the manual sequential shift facility pretty much redundant.

Acceleration from a standtill is impressive, mid-range urge even more so, and motorway cruising effortless with minimal wind noise at speed – helped, of course, by the use of ‘acoustic laminated glass’ for the windscreen. Handling wise the Range Rover’s not the match of some of the more road-orientated ‘off-road’ set, but then if you wanted a Range Rover to throw around, you’d buy a Sport. Having said that, the air-sprung ride is superb and, though we didn’t test it off-road on this occasion ourselves, the Range Rover’s ‘muddy’ credentials are beyond dispute. That clever Terrain Response system allows instant adaptation of the 4x4 system to suit snow/gravel, sand, mud/ruts and rock crawling in addition to its road setting. The air suspension has three height settings too.

As for the Range Rover’s sheer size – it’s bigger and heavier than any of the rivals we’ve picked out for it here – well, while it certainly doesn’t ‘shrink’ around you as some cars do on the move, the driving position is such that it’s size is less of an issue than on some of those smaller rivals. For example, the extremities of the bonnet can be clearly seen from the driver’s seat, so it’s very easy to place. And, heavy though it undisputedly is, the Brembo brakes are well up to the job; both pedal feel and stopping ability are excellent.

As for fuel economy, during a week’s mixed and fairly hard driving with the majority being on A- and Broads, we achieved 22.6mpg – slightly short of the claimed combined figure of 25.1mpg, but well ahead of what we’d expect from the petrol models.

Market impressions

Given that it’s only been available since September 2006, there are relatively few TDV8 Range Rovers on the used market – but they are out there, and there are plenty in Vogue SE spec too, more so than the base model HSE.

If you’re after a ‘used’ bargain, though, you’ll have to look hard. In a nationwide search we only found three TDV8s in Vogue SE spec below the £60k mark, and cheapest of those was a 2006/06 example with just under 2,000 miles on the clock for £57,849. Even the cheapest ‘base’ HSEs TDV8s – of which there were very few – were all above the £50k mark.

If you’re after a new example but are prepared to buy pre-registered then there are savings to be made; we found several delivery mileage but pre-registered Vogue SEs for sale in the region of £65k.

In terms of future depreciation, while big luxury cars always get hit hard, the TDV8 Range Rovers are sure to fare better than their supercharged petrol V8 counterparts.

Conclusion

The overwhelming majority of Land Rover’s range-wide UK sales are now of diesel models, and the TDV8 engine is so good that we’d expect that petrol market to shrink still further.

Of course, ultimately the TDV8 Vogue SE isn’t as quick as the supercharged petrol V8 – which is only available in Vogue SE spec at an additional £4,300 – but it isn’t far off, and its lower day-to-day running costs and projected higher future retained value make its case almost compelling. Which means that to our eyes, this Vogue SE spec TDV8 is the best Ranger Rover you can buy – and the model overall is still the class act in the luxury diesel 4x4 segment.

Faults, flaws and fixes

Given that the TDV8 Range Rover models have only been on sale from 2006, all will still be covered by Land Rover’s three-year/unlimited mileage warranty, so you should have no worries if buying used. Do, though, check that any used example has been serviced properly when required, especially in the unlikely event that you find an example that’s covered a lot of miles.

Another thing to bear in mind is that TDV8s are fitted with service indicators and the type of service required (there are three, see ‘running costs’) will depend on how hard they’ve been driven – not directly to the number miles that have been covered. If test-driving a used example, be sure to look at the readout on the dash when you turn the engine on as, if a service is needed, it will indicate when and of what type here.

In terms of overall reliability, while the previous generation Range Rovers had a poor reputation in this respect, the current model seems to be far better with build quality much improved. An independent specialist told us that there have some reported software-related air-suspension and ABS issues, but these have been resolved via ECU updates that will be installed at any service. As for general wear and tear – these are big cars, so brakes and tyres take a hammering; check carefully on any potential purchase.

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