POWERTRAIN
Three light, compact engines are offered in the Range Rover Sport (depending on market), the most powerful being a supercharged 287 kW (390 bhp SAE) petrol V8.
Supercharged V8 engine
“Supercharged engines have a strong tradition in British sporting vehicles,” says Range Rover Sport chief programme engineer Stuart Frith. “They provide smooth, big engine performance right across the rev range while being compact and efficient.”
The mighty supercharged, 4.2-litre V8 is the flagship engine. Derived from the normally aspirated V8 engine also available in the Range Rover Sport, the supercharged version has 30 percent more power and 29 percent more torque. Yet it has the same compact package and similar fuel economy.
Acceleration time from 0-100 km/h is 7.6 seconds; from 0-60 mph, 7.2 seconds (figures subject to final confirmation).
The Range Rover Sport’s V8 supercharged engine is not only more compact than a V10 or a V12, it has less friction and less complexity.
As the supercharger is permanently employed to boost intake charge, the extra performance is present across the entire rev range – unlike an exhaust gas-driven turbocharger.
The Eaton supercharger is positioned on top of the engine, in place of the normally aspirated induction system. Driven by a dedicated belt, the supercharger has two meshing impellers that ram air through twin intercoolers – to optimise air density – into the combustion chambers. The intercoolers have their own cooling radiators and there is also an additional air blast oil cooler.
The camshaft profile is revised to allow the valves more movement to provide for the larger gas flow, while the fuel injectors have been calibrated to suit the high flow demand of the supercharged engine.
The engine capacity is reduced (from the 4.4-litre normally aspirated) by the use of cast iron cylinder liners that take down the bore from 88.0 mm (3.46 inches) to 86.0 mm (3.38 inches). This strengthens the block by increasing the web thickness between the cylinders. Stroke remains the same at 90.3 mm (3.56 inches). The pistons have a revised bowl profile to suit the characteristics of the supercharged engine.
The result is a capacity of 4.2 litres, maximum power of 287 kW (390 bhp SAE) at 5750 rpm and a massive 550 Nm (410 lb ft) of torque. This engine helps make the Range Rover Sport the fastest vehicle Land Rover has ever built.
Normally aspirated V8 engine
A normally aspirated, 4.4-litre V8 petrol engine is also available in the Range Rover Sport. Sharing many of the features of the supercharged engine, this Jaguar-derived unit is renowned for its light weight, compact dimensions and efficiency.
The quad-cam (two overhead camshafts per cylinder bank) engine delivers 220 kW (300 bhp SAE) at 5500 rpm and 425 Nm (315 lb ft) of torque at 4000 rpm. The camshafts are chain driven, while the chains and sprockets are of a fine pitch ‘silent design’ using inverted teeth, offering improved refinement over conventional chain drive. The camshafts operate four valves per cylinder, for optimal breathing and efficiency.
One of the world’s lightest V8 engines, it has a cylinder block and heads made from aluminium, while alloys are used in many other components to save weight. The engine uses Variable Camshaft Phasing (VCP), which automatically and continuously controls valve timing depending on driving behaviour and outside temperature. It is controlled by an electronic throttle, which allows throttle ‘mapping’ to change depending on driving conditions and provides an interface to the vehicle’s Terrain Response system. There is also a ‘limp home’ facility, in the event of a system failure – crucial for a vehicle that may be used in remote areas.
Like the supercharged unit, the normally aspirated V8 is made in a state-of-the-art engine plant in Bridgend, Wales.
Compared with the Jaguar equivalents, the Land Rover engines have been further developed, particularly to increase their capability off-road. Like all Land Rovers, the Range Rover Sport must be able to tackle mountains and wade rivers, as well as cruise boulevards and motorways. The aluminium sump has been designed to ensure lubricant delivery at the extreme angles likely in off-roading and oil capacity has been increased by 18 percent. The oil pump has been redesigned and oil sealing has been improved for wading. Engine ancillaries have been positioned as high as possible to avoid damage from rocks and ruts and other off-roading hazards.
Turbodiesel V6 engine
The refined but economical 2.7-litre turbodiesel V6 engine available in the Range Rover Sport is one of the newest and most advanced diesels in the world (not available in North America and some other markets). This latest generation, common-rail engine operates at fuel pressures of 1650 bar – typically 25 percent higher than previous systems. This gives greater control over combustion and better flow at the injectors with benefits to fuel economy, emissions and refinement.
In the Range Rover Sport, the turbodiesel engine develops 140 kW (190 bhp) at 4000 rpm and produces 440 Nm (325 lb ft) of torque. Maximum torque is developed at only 1900 rpm for excellent drivability and off-road capability.
The engine runs with a compression ratio of 17.3:1, relatively low for a diesel. This reduces heat build-up in the piston bowl, further improving fuel-burning efficiency, reducing fuel consumption and emissions. The low compression ratio also reduces engine noise. The engine is fitted with a single 51 mm (2.0 inches) diameter KKK turbocharger with an electronically controlled Variable Nozzle Turbine (VNT).
The equivalent Jaguar engine uses twin turbochargers, but the choice of a single turbo provides the Land Rover unit with increased torque and improves transient response. The turbocharger is fully sealed to suit Land Rover wading requirements. The VNT optimises charged air delivery at all engine speeds by altering the angle of the turbine vanes. This effectively widens the turbine inlet at low speed to improve torque and narrows it at higher engine speeds for better power response.
The engine block is made from Compacted Graphite Iron (CGI), the first use of this material in volume engine production. It combines strength, stiffness, light weight and durability, allowing this engine to be physically smaller than most rival V6s. The inherent stiffness of CGI also improves durability and noise suppression. The strength allows the cylinders to be bored directly into the block casting, which removes the need for cylinder liners, saving weight.
The crankshaft is carried in four main bearings, each cross-bolted with six bolts to provide a solid mounting and control vibrations. In its Land Rover application, the crank is further supported by an aluminium ladder frame attached to the bottom of the crankcase. A steel sump is attached to the ladder frame. The oil pick-up point is designed so that the vehicle can operate safely at extreme off-road angles, and baffle plates prevent oil surge and foaming.
The cylinder heads are pressure die-cast in high-strength aluminium alloy. Each head carries twin camshafts operating four valves per cylinder. This 24-valve layout optimises engine breathing to improve economy and reduce emissions through better combustion. The camshafts are driven by a toothed belt, coated in PTFE to reduce friction. For reliability and durability, the belt is dedicated to drive only the camshafts.
The inlet manifold is made from lightweight composites and is moulded integrally with the cam covers. It is isolated from the cylinder heads by an elastomeric material that reduces vibration, improving refinement.
The engine is equipped with a glow plug in each cylinder to assist in cold starts, while the exhaust oxidation catalysts are positioned as close to the engine as possible to ensure a rapid warm-up.
‘Intelligent Shift’ automatic transmission
All Range Rover Sport models have an advanced ZF six-speed electronically controlled automatic transmission, which distributes power full-time to all four wheels. One of the most advanced transmissions in the world, this ensures ultra-smooth gear changes and superb throttle response. Manual Command Shift gear changing is offered, and, on the supercharged derivative, the engine is automatically ‘blipped’ during downchanging to match the engine speed to the lower gear. This delivers a faster and smoother shift.
For the Range Rover Sport, the Command Shift feature has been developed to give a more sporty ‘feel’ to the change and the response time of the compact gear lever is also more immediate than on other Land Rovers.
There is also a Sport transmission mode, which – in an industry first – allows the throttle to ‘blip’ during auto downshifts under heavy braking. This helps engine braking and ensures that the vehicle is in the optimum gear when leaving the bend.
In the Sport mode, the engine holds lower gears for longer. When cornering loads are detected, upshifts are also delayed – to allow the driver to have more ‘feel’ during cornering. Torque disturbances caused by gear changes are avoided.
The fully adaptive ‘intelligent shift’ transmission alters its settings depending on the driving style and conditions. Aggressive driving means upshifting will be delayed, to allow for higher revs and more power. A more gentle driving style means upshifts will be delivered sooner, allowing for a more relaxed driving experience. The ‘intelligent shift’ facility works in both normal and Sport modes.
The gearbox casing is unique to Land Rover, being especially stiff. The strong plastic-moulded sump has also been designed specifically for Land Rover, and offers superior off-road protection. The gearbox electronic control unit, made by Bosch, is housed within the sump for superior shielding. It communicates, by a high-speed link, with the vehicle’s other systems, including Terrain Response.
Twin-speed transfer box and electronic differentials
The Range Rover Sport has a twin-speed transfer box with both high (for normal conditions) and low (for off-road) ranges. The shift is electric and can be made on the move. It is unusual for a sporting SUV to offer this low-range facility, which enormously improves traction over difficult or steep terrain.
The centre differential is fully active. This ‘e-diff’ biases drive between the front and rear axles (in normal conditions it is distributed 50:50) and automatically varies torque depending on conditions. It can also be locked, to help traction in extreme off-roading. This is also performed automatically. An ECU controls an electric motor that locks the centre diff using a multi-plate clutch.
An electronically controlled locking rear ‘e-diff’ is available. It is also controlled by the centre differential ECU. The differentials are mounted directly onto the chassis, to maximise ground clearance, giving improved off-road ability.
DRIVING DYNAMICS
The Range Rover Sport is the best-handling, most agile and most exhilarating vehicle that Land Rover has ever produced. Fully independent double wishbone suspension is used front and rear. An innovative new anti-roll control – Dynamic Response – ensures that the vehicle’s attitude stays flat even at speed on challenging corners, while also preserving ride comfort and suppleness.
“The goal – as with all Land Rovers – was the broadest breadth of capability in the class,” says chief programme engineer Stuart Frith. “But we had to shift the centre of capability towards sporty driving. That is the key ability of this vehicle. Yet we did not want to sacrifice ride comfort and refinement. And we also wanted to retain excellent off-road ability.”
The Range Rover Sport has been tuned primarily for on-road performance. Priorities were agility, roadholding, handling, excellent braking performance and tremendous driver appeal. Development testing included high-speed laps of Germany’s notorious Nürburgring race circuit.
Air spring suspension
The suspension uses electronically controlled air springs, for an optimal balance between responsive handling and comfort. The springs become firmer at high speed and during cornering, and are automatically more compliant at lower speeds or on rough roads. They provide a ‘best of both worlds’ ability that conventional steel springs, as typically offered in rival sporty 4x4s, cannot achieve. The air springs are also excellent for off-roading, partly because they allow for height adjustment of the body.
Sports car-like monotube dampers improve wheel control at high speed, and give the vehicle a more stable planted-to-the-road feel.
Dynamic Response
Land Rover’s unique Dynamic Response system, a computer-controlled active anti-roll control, ensures flat cornering and excellent driver feedback. It is standard on the supercharged vehicle, and optional on the normally aspirated V8 and diesel models.
An engine-driven pump powers hydraulic motors that act on the anti-roll bars to alter their stiffness in response to vehicle cornering forces. Computers measure steering angle and horizontal acceleration and determine the moment at which the vehicle will lean. Dynamic Response then operates the hydraulic motors the instant the vehicle starts to roll. Its actions are imperceptible to the driver, but boost the sporting character of the vehicle.
The Dynamic Response system on the Range Rover Sport allows for a much more supple ride on road, and helps give the vehicle much more ‘feel’ and handling suppleness, especially over undulating or slightly uneven roads. It allows for both excellent roadholding and the suspension suppleness which delivers great feedback. But on rough surfaces and off-road, assistance is automatically reduced and allows maximum wheel cross-articulation in extreme conditions.
Speed-sensitive steering
Steering is by ZF Servotronic rack-and-pinion with speed-sensitive power assistance. The rack is rigidly mounted directly onto the chassis frame for improved steering response.
“The Range Rover Sport has very linear steering, to help the driver feel in absolute control of the vehicle,” says Land Rover’s chief engineer, vehicle integrity, Mike Cross. “The speed-sensitive power assistance allows for impressive agility at low speed and for superb stability at high speed.”
The steering rack is mounted ahead of the front axle, further to improve the vehicle’s steering response. It is also mounted low to preserve the crash performance of the front end and is protected by a substantial cross member.
Adaptive Cruise Control
The Range Rover Sport’s relaxed high-speed demeanour is further improved by the availability of Adaptive Cruise Control. Radar monitoring allows the Range Rover Sport to maintain a set speed and distance from the vehicle in front. This system can make motorway driving more relaxing and safer.
Sports tourer
In keeping with its role as a sports tourer, the Range Rover Sport is designed to have supple suspension and superb mechanical refinement.
“We wanted the vehicle to have the best overall behaviour on-road, with an outstanding blend of comfort, refinement, agility and precision,” says Mike Cross. “So it is equally at home on smooth winding roads, over long motorway distances and on smaller roads that have bumps and undulations.
“Many of its rivals are not relaxing to drive on poor road surfaces. The Range Rover Sport is developed to be less frenetic and more relaxing. We believe it has a superior ride, is quieter, has a more comfortable cabin, and is a true sports tourer that can cover great distances effortlessly and swiftly.”
Any terrain
As well as being outstanding on-road, the Range Rover Sport is also supremely capable off-road, as expected from a Land Rover.
“We build vehicles that can perform on almost any terrain,” says managing director Matthew Taylor. “We fundamentally believe that your enjoyment should not stop just because the road does. Most rival sports SUVs can only cope with soft off-roading. The Range Rover Sport is an impressive road vehicle that can also cope superbly in the rough.”
The vehicle’s Integrated Body-frame structure, as also used on the new Discovery 3/LR3, is enormously strong and offers superb protection for vulnerable electrical and hydraulic systems, as well as major mechanical components.
The transmission includes a two-speed transfer box, with low range electronically selectable on the move. The air sprung suspension is height adjustable, allowing the whole body to be lifted clear of ruts, rocks and rivers, and any other impediments to smooth off-road progress. The result is far more ground clearance, off-road, than any sports SUV rival.
The Dynamic Response active anti-roll system is automatically deactivated once the vehicle goes off-road, improving wheel articulation. This allows for full and free movement of the suspension, as if no anti-roll bars were fitted. When a side-slope is detected off-road, though, the hydraulic motors used in Dynamic Response lock the anti-roll bars, minimising vehicle lean to allow for a secure traverse.
Wheels & tyres
As with all Land Rover models, the standard tyres have multi-purpose compounds, which mean they’re suitable for both on- and off-road.
All road wheels are cast in aluminium alloy and are designed to withstand damage from kerbing and from off-road obstacles. Aluminium alloy wheels also help to disperse the heat generated during braking, reducing brake fade.
The wheels have been specified to accommodate the large brake discs (wheel specification may vary by market). The entry-level wheel is 17 inches in diameter and seven inches wide, while the standard wheel is 18 inches in diameter and eight inches wide. A premium wheel is available on certain models, and is of 19-inch diameter and eight-inch width. Vehicles fitted with the V8 supercharged engine have 20-inch wheels. All wheels have a ‘J’ type profile to maximise tyre retention in the event of deflation.
The spare wheel is carried on a frame located under the vehicle, between the side members, and is lowered using a winch arrangement. The mounting and the wheel itself contribute to the rear end crash performance of the vehicle.
Large Brakes
The high-speed supercharged model gets supercar-standard four-piston Brembo front brakes for optimal braking performance. All models get large ventilated discs front and rear.
There are two different brake sizes offered. The supercharged and normally aspirated V8 models get 337 mm x 30 mm front discs and 350 mm x 20 mm rear discs. The diesel model gets 317 mm x 30 mm front discs and 325 mm x 20 mm rear discs. Normally aspirated and diesel models get twin-piston sliding callipers on the front brakes and single-pot callipers on the rear.
The latest generation four-channel Bosch ABS anti-lock brakes are standard on the Range Rover Sport. This system also provides sensing and power for other dynamic control systems fitted to the vehicle, including Hill Descent Control (HDC), Electronic Traction Control (ETC) and Dynamic Stability Control (DSC). The system incorporates Electronic Brakeforce Distribution (EBD) to provide optimum braking regardless of the load state of the vehicle. Emergency Brake Assist (EBA) provides additional pressure to the braking system if a sudden application of full braking is sensed.
The Range Rover Sport is fitted with an Electronic Park Brake. Application of the park brake is by a console-mounted switch. It is disengaged automatically when driving off. This device frees up the valuable space in the centre console area that would otherwise be taken by a conventional hand brake mechanism. The park brake acts on a 210 mm drum incorporated into the rear brake discs.
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