The impressively intuitive rear-steer is key to this newfound dynamic flair, but also to a new, more approachable and less intimidating side to its character. Get clumsy or greedy and it will protest, of course, and the ESC is clumsy if it feels compelled to step in, but drive the Rangie with the appropriate sensitivity and this new L460 is a revelation swift, enjoyable and almost entirely undemanding. In other words, body control is as tight as it needs to be without eliminating the character that so many have fallen for. The anti-roll bars still allow a few degrees of lean before propping things up and there’s still an enjoyable waft to proceedings. The old car’s vagueness and wallow has been well and truly banished, although don’t think for a moment the Range Rover corners like a performance SUV. The latter is part of a packaging work of art that delivers the outlandish wheel articulation the Range Rover needs for off-road duty while also incorporating the powertrain components of both today (a differential) and tomorrow (the rear e-motor of 2024’s twin-motor battery-electric version). But this is an all-new car bejewelled with most every bit of mass-hiding chassis tech imaginable, not to mention thousands of hours of dynamic calibration work by Land Rover’s artisan engineers.īringing the magic is a body structure some 35% stiffer than that of the outgoing car’s, a new electronic anti-roll control system (rated to an eye-watering 1032lb ft of torque, applied in milliseconds, and both faster-acting and more CO2-efficent than the old hydraulic set-up), rear-wheel steering and new five-link rear suspension. Kerb weight for the D350 version (the range starts with the lesser D300, priced from £99,375) is a stout 2505kg. The L460 is many things but no, Land Rover has not made a featherweight of its flagship.

Range rover 2022 new model