Roving on the Range
Supercharging an engine is a great reasonably reliable and simple way to improve said engine's efficiency in order to increase output by a fairly large margin. The Sport's 4.2L V8 is sourced from Jaguar's part bin and fits neatly under this SUV's hood. The Eaton charger compresses air at 11.6 psi and helps generate 390 hp and 410 lb/ft of torque. The lesser Sport HSE is powered by a 4.4L V8 which produces 300 hp and 315 lb/ft of torque. Both V8s are mated to an "in-charge" 6-speed automatic
transmission with a manual mode. The Sport Supercharged's get-up-and-go is phenomenal. 100 km/h is achieved in a few ticks over 7 seconds; quite impressive for a 5,700 lb (2 600 kg) mastodon. Equally remarkable are the Sport's Brembo front brakes which almost give the driver the impression that they are driving a sports car given how strongly they perform. There is too much steering assistance in parking manoeuvres and at low speeds, a little more effort from the driver would eliminate the vagueness and lack of steering feel. As speed rises, the weigh also increases to improve however there is little feedback from the wheels. Visibility is satisfactory and the large side-view mirrors are perfect for lane changes.
The Enhanced Electronic Air Suspension (EAS) is another notable feature of this truck. This is the fastest inflating and deflating stock air suspension I have ever experienced. The EAS has three settings. The first is Access height. Not only does it make ingress and egress a breeze for my 75 year old mother-in-law but it makes the Sport look as though the ride height has been given the once-over by an after-market shop. Next up is Normal. This position provides the truck with an optimal balance between ride
comfort and handling. The final setting is for off-roading. If, at any time, the suspension is not in Normal when the Range Rover reaches 45 km/h, it will automatically adjust itself.
As I live, commute and work in an urban setting, it is very difficult to evaluate the Range Rover's legendary off-road capabilities. However frustrating this was, I made peace with the situation when I reminded myself that over 90% of Rover owners never take their $100,000 treasures anywhere that would actually require the truck's sophisticated Terrain Response System. A book could be written on the aforementioned 4WD system. If ever you pick up a brochure on the truck, take a minute to study the number of electronic components that can be adjusted through the TRS. Here is a sample: the transmission, ABS brakes, stability control, hill descent control, locking differentials, engine management and then, we get into the multiple settings for the system which includes sand, mud, snow, etc. Needless to say, you will not get stuck anywhere in a Range Rover.
Supercharging an engine is a great reasonably reliable and simple way to improve said engine's efficiency in order to increase output by a fairly large margin. The Sport's 4.2L V8 is sourced from Jaguar's part bin and fits neatly under this SUV's hood. The Eaton charger compresses air at 11.6 psi and helps generate 390 hp and 410 lb/ft of torque. The lesser Sport HSE is powered by a 4.4L V8 which produces 300 hp and 315 lb/ft of torque. Both V8s are mated to an "in-charge" 6-speed automatic
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| 2006 Ranger Rover Sport Supercharged (Photo: Philippe Champoux, Auto123.com) |
The Enhanced Electronic Air Suspension (EAS) is another notable feature of this truck. This is the fastest inflating and deflating stock air suspension I have ever experienced. The EAS has three settings. The first is Access height. Not only does it make ingress and egress a breeze for my 75 year old mother-in-law but it makes the Sport look as though the ride height has been given the once-over by an after-market shop. Next up is Normal. This position provides the truck with an optimal balance between ride
 |
| 2006 Ranger Rover Sport Supercharged (Photo: Philippe Champoux, Auto123.com) |
As I live, commute and work in an urban setting, it is very difficult to evaluate the Range Rover's legendary off-road capabilities. However frustrating this was, I made peace with the situation when I reminded myself that over 90% of Rover owners never take their $100,000 treasures anywhere that would actually require the truck's sophisticated Terrain Response System. A book could be written on the aforementioned 4WD system. If ever you pick up a brochure on the truck, take a minute to study the number of electronic components that can be adjusted through the TRS. Here is a sample: the transmission, ABS brakes, stability control, hill descent control, locking differentials, engine management and then, we get into the multiple settings for the system which includes sand, mud, snow, etc. Needless to say, you will not get stuck anywhere in a Range Rover.