Gone are the chaotic, chainsaw-ripping vocals of the SVR mothership, but in their place is a more technology-focused, well-rounded, and innovative SV that is better equipped than a 10th prestige Call of Duty player. Aimed at extracting maximum on-road and off-road capability, this top-of-the-range, sporty Range Rover Sport (double pun intended) is loaded to the teeth with hydraulic interlinked dampers, an adaptive air suspension, all-wheel steering, brake-based torque vectoring, optional eight-piston Brembo carbon ceramic brakes, and the widest rear tires ever fitted to a Range Rover. 

Motivating the SV is a BMW-sourced S63 engine, tuned specifically for the Range Rover and augmented by its own mild-hybrid system. The 4.4-litre twin-turbocharged V8 generates 626 hp and 553 lb-ft of torque through an 8-speed automatic gearbox, with identical torque to the P530 model. The SV tune gives an extra 103 horses, enough to sprint from 0-100 km/h in 3.8 seconds, slower than the Bentley Bentayga Speed (3.6s), Audi RS Q8 (3.6s), and Aston Martin DBX S (3.3s), but quicker than the BMW X5 M Competition (3.9s), Mercedes-AMG G 63 (4.5s), Maybach GLS 600 (4.9s), BMW XM (4.3s), and Porsche Cayenne GTS (4.4s).

We lament the passing of the supercharged 5.0-litre V8 engine, which is still offered on the Land Rover Defender V8, as we would have gladly sacrificed power for noise and character. But among all the eight-cylinder engines on the market, Range Rover has chosen the best substitute. We are very familiar with this BMW V8, and while it’s not their newest S68, this S63 has been used in everything from the F90 M5 to the F96 X6 M Competition. It has that fizzy, infectious character with little lag, and an elastic powerband that delivers silky smooth acceleration as the tidal wave of torque gently wafts you up to speed, while selecting the manic SV mode encourages the motor to propel you into blurring speeds with the force of a Saturn V rocket – we’re assuming that’s what SV stands for. 

The SV taps out at a relatively high 7,200 rpm—the same redline as the X5 M—with gears dispatched quickly and without fuss, gliding to the designated cog with a polish that only a ZF 8-speed gearbox could muster. Furthermore, pressing the illuminated SV button on the steering wheel puts the Range into military readiness. The suspension is lowered by 15 mm for a lower center of gravity and quicker rotation, the steering firms up and offers brighter response, the throttle and gear shifts are sharpened, and the exhaust lets out a more resonant, harmonious bellow. The honeyed soundtrack will be a recognizable rendition for BMW M enthusiasts, a cover version with those signature, bass-filled V8 thrums and throttle-lift pops, but layered with a higher-pitched, almost Aston Martin-like (technically AMG) mechanical whine. 

Anchoring you back from ballistic speeds are optional carbon ceramic brakes that cost $9,200 but shave 34 kg of unsprung weight. Even with its prodigious stopping power, we would have preferred more bite from the pedal. Tepid on tip-in, the brake-by-wire system requires moderate leg effort to modulate to a confident stop, but that could also be a result of the trick suspension eliminating forward pitch and, subsequently, forward brake bite, shifting weight to the rear instead. 

That’s because the SV’s headline isn’t the uprated P630 powertrain, but its innovative 6D Dynamic suspension system instead, which replaces conventional anti-roll bars with hydraulic interlinked dampers that aim to eliminate pitch, roll, yaw, and everything you know about Newtonian physics. Essentially, all four corners of the vehicle are connected in an X pattern, and each uses fluid pressure to counteract the opposing loads and pendulous forces that a traditional anti-roll bar would handle. McLaren uses a similar setup in their 750S. 

Frankly, we enjoy and appreciate a bit of body roll in our sports SUVs, as it gives us a feel for the lateral grip available and how it’s coping and breathing with the road beneath it, but the SV’s brief was to zap it out of existence. And it works. In tandem with the height-adjustable air springs, hard braking doesn’t throw occupants forward, and hard launches do not pitch the nose skywards like in an Escalade or Navigator. Roll is still present at higher speeds, but it’s more balletic through every stage of a corner. Excess movements have been trimmed off, the slack has been tightened, and the SV is no longer wasting energy on unnecessary gestures for ride comfort.

Tight corners leading to short straights give you a better flavour of the suspension’s abilities, as it keeps the ride level like there’s an invisible hand propping up one side of the vehicle. What you’ll notice more from behind the driver’s seat is the alert and reactive steering, which is a stark contrast to the long, languid steering racks we’re used to from Range Rover. The all-wheel steering is overcompensating at times, much like the Mercedes EQE and EQS SUVs, and while it disguises the size well, the steering loses a bit of play, bandwidth, and feel by cutting out so much of the rotational effort. Still, the way it turns on a dime and its overall handling are sublime, and remind us a lot of the equally athletic X5 M.

Where it goes over and above the BMW is in ride quality. The SV delivers the most composed and comfortable ride of any Range Rover Sport, let alone one with 23-inch wheels wearing Michelin Pilot Sport All-Season 4 rubber in a staggered setup of 285s in the front and 305s in the rear. Bumps aren’t soaked up with aplomb like its larger Range Rover sibling, and it’s firmer and more sports-SUV-like, but the ride is more stable, consistent, and well-resolved. On the side of overkill, optional carbon-fibre wheels will liberate 35 kg compared to cast alloys, but also $10,350 from your bank account. The weight savings are a drop in the bucket floating on a vast ocean, but they look stunning, and pair well with the SV’s other carbon fibre elements, like the painted front hood with exposed carbon belly.

There is no base SV model for 2025, only the Edition Two ($210,300) with four available paint colours: Marl Grey Gloss, Ligurian Black Gloss, Sunrise Copper Satin, and our test vehicle’s Blue Nebula in matte, which contrasts nicely with the White Cloud and Ebony interior. You can differentiate an SV from its stablemates by its quad, carbon-fibre-tipped exhausts, larger front bumper and air intakes, white SV badge on the trunklid, an almost camouflage SV Edition Two badge on the carbon fibre front lip, and further carbon accents on the front grill surround, hood element, and side fender. Forged carbon is in vogue, but you can also select twill carbon in gloss or satin finishes, which also seep into cabin elements like the door panels and seatbacks.

Climb inside and you will immediately feel the influential threads that tie all the Range Rover models together, from the Evoque to the full-size Range. We miss the center console layout from the 2023 model, which had dedicated dials for the cabin temperature, drive modes, and audio volume, but there’s slightly storage space now because of it. The rest of the interior is carried over, save for some SV delights. 

The steering wheel has been beefed up with larger paddle shifters featuring glass-like tips and a dedicated SV button, all of which turn crimson when engaged. The leather rim is thickened, but the thumb grips are still awkward to hold. They curve upwards and inwards, making it difficult for your thumbs to wrap around them effectively, so you never feel like you have a good grasp of the wheel. Maneuvering at the 10 and 2 o’clock positions gives a tighter hold.

While the integrated button pads aren’t our favourite method of interaction, they’re significantly more intuitive than the haptic sort in the Volvo EX90 and Maybach GLS. There’s still a dedicated volume dial on the wheel, but none near the touchscreen. But like all current Range Rovers, there’s a diamond button on the wheel that serves as a programmable shortcut for activating features like the massage function or heated seats, unlike Porsches and Audis, which only allow infrequently used functions to be mapped.

The seats are new. Range Rover calls them Body and Soul Seats (BASS), and they provide both acoustic vibration tailored to the audio system, as well as massage and wellness programs to remind you that a spa on wheels isn’t out of the question. The integrated transducers are highly welcome on my racing simulator at home for immersion, or when paired with an action movie, but not so much for casual listening on a commute, where I can feel the bass guitar thumps and heavy drum slaps in my diaphragm, but we’re sure there’s a small target audience that will appreciate this feature. Otherwise, the integrated headrests are nicely positioned so you’re not overly hunched forward, and the seats are 16-way adjustable, heated, and ventilated. The cushioning isn’t as plush and supportive as the full-size Range Rover, but it is available in both Windsor leather and Ultrafabrics, a 3D-like, non-leather, knitted textile that looks and feels like it belongs on a space shuttle.

Adaptable, blisteringly quick, and more comfortable than the standard models, the SV is an easy recommendation if the $210,300 price tag and $80,000 premium over the Autobiography are of no concern. The peachy V8 pairs well with the trick 6D suspension, and unveils an edgier side of the Sport with sublime chassis fluency and a plethora of carbon fibre to match. While it may not deliver the exhaust cacophony of the outgoing SVR, its lavish interior, lovely ride, and dynamic bandwidth make it a more cohesive and well-rounded package.

Specifications:

Model: 2025 Range Rover Sport P635 SV Edition Two
Paint Type: Blue Nebula in Matte Finish
Base Price: $210,300
Price as Tested: $224,370
Wheelbase(mm): 2,998
Length/Width/Height (mm): 4,970 / 2,047 / 1,814
Curb weight (kg): 2,635
Engine: 4.4-litre twin-turbocharged V8
Horsepower: 626 hp @ 6,000 – 7,000 rpm
Torque: 553 lb-ft @ 1,800 – 5,855 rpm
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, 4WD
Observed Fuel Consumption (L/100km): 16.8
Tires: Michelin Pilot Sport All Season 4; 285/40R23 front; 305/35R23 rear