Fret not, your eyes aren’t deceiving you. This Model Year 2025 example looks like a new-but-unchanged Range Rover Autobiography because, to almost all intents and purposes, that’s what it is. You haven’t missed a significant mid-life update because there isn’t one (the far-reaching refresh will probably come with the Electric, in fact). For this year the flagship gets some new colours and trims and a streamlining of the options list. Fundamentally, then, this Range Rover is the same L460 that launched in 2021 - so is it still the luxury SUV of choice?
Certainly that initial shock of the design has mellowed with time, as is so often the case when a Range Rover makes a big leap forward. What was once so daring and divisive is now just the contemporary and unmistakable Range Rover look. Crucially, too, one that’s a little more appealing than the ever-so-slightly-cheaper Sport; when that car is as capable as it now is, these subjective factors surely count in the buying decision more than ever. The most expensive wheel option available and very classy spec - complete with £5k of Executive Class Comfort seating - will of course help the first impression, but after what felt like a furore not so long ago the full-size RR is ageing very nicely indeed.
The interior, as we’ve come to expect, is a feast of sumptuous materials and nice details. The sense of occasion, climbing up into a supremely comfy chair and surrounded by wood, leather and metal, remains pretty much unrivalled. However some rivals show it up now for the crispness of displays; those directly ahead of the driver, including the HUD when selected, look a tad old now. Pivi Pro still feels smart and works reasonably well, though is fiddly on the move, especially when screens like the drive mode select don’t automatically close. What an uncluttered interior brings in terms of style isn’t always matched in usability. Even without having to venture into the off-road settings, the screen irks; it’s too easy to select max hot or cold when wanting to adjust the ventilation a little, and it feels like a few icons should be larger and therefore easier to hit.
If the infotainment spoils the mood just a little, the powertrain sees right. The P530 is an unchanged unit, though apparently making peak power all the way to 7,000rpm now (where it was 6,000), with the combination of twin-turbo V8 and eight-speed auto combining like beef and horseradish on a Sunday. It’s just so beautifully calibrated, a theme that runs throughout the car; the feeling that lots of clever people have spent a huge amount of time making it feel absolutely just so. The throttle pedal always delivers exactly the amount of performance requested, all the way up to fierce if required, and the automatic syncs with it as the perfect accomplice; never too eager to kickdown or reluctant to change up, relying on that great vat of torque and ensuring the V8 is soothing yet stimulating all at the same time. The occasional OTT-ness of the Sport gearbox setting demonstrates just what a smart setup the regular one is. This Range feels even stronger, even more effortless and even more authoritative than 553lb ft over a 3,000rpm band of revs appears in print.
So much so, in fact, that it’s hard to imagine that further electrifying this engine beyond its mild hybrid status would bring enormous benefits. In terms of functionality that is; certainly a gently driven average of 22mpg and a best of 25mpg cruising aren’t amazing. But you’ll never want for more urgency, performance or refinement. It’s still not the most charismatic V8, granted, but it never has been, and that demerit is highlighted by the determination elsewhere to let equivalent engines really rip.
Nevertheless, once you've arrived at your chosen speed, you're unlikely to have any qualms. The Range Rover remains so serene and so all-conquering that it’s hard not to be a little dumbfounded by it all. There’s just the right amount of insulation, unflappable stability, poise to spare when the motorway roundabout lights change at the right time and, of course, that commanding view of what’s up ahead. The combination of such a rich driving environment with the clarity of the controls makes captaining it anywhere a real privilege. Honestly, it was disappointing to arrive home after 90 minutes back from the airport. At nearly midnight. You just want to go forever.
But Range Rovers have been good cruisers for decades. What marks this current generation out is its ability to corner alongside, and that absolutely remains in evidence. This isn’t super taut like a Cayenne, or even a Bentayga in fact - but again it’s that cohesion that marks the Range Rover experience out. Even with two steering axles, the response from the wheel is perfectly judged, so you can be confident with something so large and so heavy very quickly. Every extra bit of brake travel brings a commensurate increase in stopping power, so you’re absolutely sure in any scenario.
Grip is strong even on mud and snow tyres. Rather than a freakish stillness, there’s the right amount of lean to appreciate just what’s being achieved by the Electronic Air Suspension with Dynamic Response Pro, Roll Stability Control, Electronic Active Differential with Torque Bectoring by Braking and Terrain Response. Despite all that it just feels so natural, so authentically Range Rover, easily guided down any road with an immense satisfaction - because it needs just a little effort - that isn’t replicated elsewhere.
Sport for the chassis is more successful than for the powertrain, introducing an appropriate uplift in keenness to direction changes, though Comfort never seems to be lacking very much. Once more it’s such a pleasure to drive that reaching your destination in a Range Rover - even if it is down a B road - is always tinged with a slight sadness that the voyage is done.
One or two minor gripes remain. The optional 23-inch wheels here introduce some restlessness to the ride at low speed, enough that it would be difficult to suggest going beyond the standard 22s in any use case. Because even when up to speed, when the Range’s primary ride is as cossetting and plush as expected, small secondary intrusions do make themselves felt. And if complaining about dimensions seems more futile than ever given the size of everything on the road, it still seems a bit sad that a ‘regular’ Range Rover is as much over five metres long as it is two metres wide (mirrors folded), which is to say almost a couple of inches. And 2.5 tonnes before a pair of Barbour wellies is inside. Clearly Range Rovers should be large and accommodating, and a sublime job has been done with the driving experience, but if time has lessened the impact of some aspects then this remains an inescapably vast car on pretty much any road.
Those who can live with that, those with superior spatial awareness and parking skills than yours truly (or simply less concern), will find the Range Rover as captivating as ever. There are many cars now that rival its skill set, and arguably surpass it in some areas, though none that can do it all while enchanting the driver quite so moreishly. And that’s without venturing a yard off-road. As ever, nobody needs a V8 Range Rover with as much power as an M3 and the fuel economy of an aircraft carrier; but they would be wholly justified in wanting one very much indeed.
SPECIFICATION | 2025 RANGE ROVER P530 AUTOBIOGRAPHY
Engine: 4,395cc, V8, twin-turbocharged
Transmission: 8-speed automatic, four-wheel drive
Power (hp): 530@5,000-7,000rpm
Torque (lb ft): 553@1,800-4,500rpm
0-62mph: 4.6 seconds
Top speed: 155mph
Weight: 2,510kg (DIN)
MPG: up to 24.2 (WLTP)
CO2: from 264g/km (WLTP)
Price: £142,400 (price as standard; price as tested £155,190 comprising Charente Grey paint for £865, SV Bespoke 23-inch Style 1079 wheels for £2,600, Gloss Grand Black veneer for £385, 24-way heated and cooled, hot stone massage electric front seats with Executive Class Comfort rear seats for £4,900, 11.4-inch rear seat entertainment screens for £3,700, Secure Tracker Pro 36-month subscription for £340)
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