The standard-wheelbase Range Rover and the Range Rover Sport to the U.S., a mere 30 years after diesel Range Rovers were first offered in other markets. You are unlikely to buy a new Range Rover with your last few dollars, therefore it seems similarly unlikely that many people in the market for.
This federalized version creates 254 horsepower and 440 lb-ft of torque, the latter available from just 1750 rpm; sadly we aren’t going to get the 339-hp diesel V-8 that is sold in Europe.
The functionality is similarly unobtrusive, sufficient at all times but not enough to deliver much in the way of excitement. This is one of those cars that makes 100 mph feel like 65 honestly, officer. It is decidedly not a rover, though.
In spite of a marked 4800-rpm red-line, the Td6 will not go above 4000 rpm unless you take control of its transmission through the ‘command shift’ mode, and there is utterly no point in doing so. The powertrain pulls strongly enough for most, with the official 7.4-second zero-to-60-mph time putting it in close proximity to the gasoline V-6.
The cabin remains a very special place to spend the sort of journeys encouraged by the 650-mile range, supremely comfy over longer stints and with generous standard gadgetry to play with. It is willing and able if asked to head off-road, albeit at the risk of scuffing those huge aluminum wheels.
The standard air suspension allows the ride height to be increased, and the low-down torque of the Td6 is peculiarly well suited to mud-plugging, specially using the low-speed cruise-control system. Behind overly light power steering the chassis presents impressive accuracy when called upon to do so.
You can hustle the Td6 along at a decent pace, even though at the cost of some impressively acute lean angles. This is one diesel you can buy with your heart as well as your head. For a $1500 premium over the gasoline six, it isn’t hard to see the Td6’s appeal.
