Mid-range Range Rover Sport HSE shows why it is the one to have

The current third generation, or internally named L461, Range Rover Sport has been on-sale locally since 2023, a year after its world reveal, but in that time, has received more revisions than ordinarily found four years into a vehicle’s lifespan.

Wait? Did we miss something?

From an improved infotainment system two years ago to a new Ingenium turbodiesel engine the year after, the Sport’s most recent update came in March this year with the arrival of the SV Edition Two that now uses the BMW-sourced 4.4-litre twin-turbo V8.

A year prior to the SV, the first special edition version, the Stelath, made local landfall as mainly an appearance package modelled on the Dynamic SE that opens the Sport range up.

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Given how most JLR products take their time to reach media fleets, the arrival of a Charente Grey Sport for the weeklong stay had The Citizen Motoring team perplexed.

For one, the range favourite D350 had already been sampled twice, first by editor Jaco van der Merwe soon after its market arrival and then last year by yours truly as part of the infotainment upgrade.

Jaco’s Santorini Black example used the Dynamic HSE as a base, while the Eiger Grey version I ended up with was the flagship Autobiography.

Hello again, D350

On first glance, and given the bevy of plug-in hybrid Defenders and Range Rover Evoques that arrived before and after the Sport, it was assumed that the new P460e, which premiered at the same time as the new infotainment system, had been given for testing.

As it turned out, this wasn’t the case, and neither was the dropped-off model the Stealth or even the SV. Instead, a quick look underneath the windscreen wiper where JLR places its trim level designations came with a sense of déjà vu.

While the engine was indeed the 3.0-litre Ingenium straight-six turbodiesel that produces 350 pferdestarke (PS), hence the D350 moniker, which equates to 257kW/700Nm, the trim grade – again – read Dynamic HSE.

The step down from the Autobiography, the HSE presented somewhat of a challenge as, apart from having already been sampled, taking it to Gerotek wouldn’t have been worth it as the former had already fulfilled that role.

Renewed look at HSE

For the fear of “copying-and-pasting” Jaco’s findings, the weeklong stay with what has now become a Range Rover Sport familiarity still impressed in the environment where it will spend the majority of its life, the urban jungle.

Compared to the Autobiography, the tested HSE keeps the option of the gloss Narvik Black roof, but swaps the optional 23-inch gloss black alloys for the silver 22-inch wheels.

Also missing was the optional black styling package and, in place of the black brake calipers, the Brembo-supplied stoppers finished in a more appealing red.

While more discreet and not as over-the-top as the Autobiography that had, admittedly, been specified with nearly every optional extra available, the HSE lacks for little in presence despite the stigma of it still not being the “proper” full-size Range Rover that has followed the Sport ever since the original’s world unveiling in 2005.

As mentioned, the rear-end styling won’t find favour among everyone considering the “cleaner” and more simplified look of the previous generations.

Right, that interior

Tugging the pop-out door handles came with the biggest and most contentious surprise, the colour of the Ebony Windsor leather upholstery.

Called Caraway/Ebony, the saddle tan hue looks out of place and while different from the traditional black, grey, white or even red, won’t be to everyone’s preference and will likely require lots of attention to keep clean over time.

The same applies to the piano key black inlays around the toggle switch gear lever and starter button on a centre console, which remains a point of contention, as the latter could have been relocated aft of the steering wheel or on the dashboard to better optimise storage space.

That being said, hiding spaces aren’t found lacking as, apart from the cubby in front of the gear lever that also houses the wireless smartphone charging pad, sliding back the lid of the cupholders reveals a deeper storage area underneath.

Capping it off, the HSE gets a pair of individual armrests for each of the front seats, plus a refrigerated centre console glovebox.

Ergonomically, the interior adheres to the minimalistic design approach in which the majority of the functions are located within the infotainment system.

In the case of the HSE, this means the upgraded 13.3-inch Pivi Pro system.

Although still easy to fathom despite appearing the complete opposite, certain buyers will still bemoan the lack of physical buttons or even dials for the quad-zone climate control.

The workings of the system, besides this, are intuitive, while the touch-sensitive buttons on the steering wheel, as mentioned on the Autobiography, didn’t annoy as much as on other products.

Still tech packed and practical

Compared to the HSE is anything but spartan on the equipment front with the inclusion of the customisable 13.7-inch instrument cluster, a heated steering wheel with electric adjustment, a panoramic sunroof and Adaptive Cruise Control.

Further items consist of heated, ventilated and massaging front electric seats, a surround-view camera system, Head-Up Display and, admittedly from the options list, the ear-pleasing 29-speaker, 1 430-watt Meridian sound system.

Only blemished, no pun intended, by the choice of colour and piano black inserts, fit-and-finish remains difficult to fault – especially the Kvadrat textile material on the doors – as does practicality.

Despite the 60/40 split folding electric rear seat being a touch on the slow side when folding compared to doing the process manually, total boot space increases from 647-litres to 1 491-litres.

As a result of the test unit being fitted with the adaptive air suspension system, the rear apron can be lowered using the toggle switches integrated into the side of the boot walls to aid loading heavy items.

In addition, the cabin, up front and at the rear, isn’t found lacking in space, with the mentioned glass roof making no ingress on headroom for rear-seat occupants.

On the road

As has become the norm with JLR’s D350 badged models, the Ingenium straight-six, which lacks the electrified 48-volt mild-hybrid system offered in Europe, pulls smoothly from low-down, but when provoked, easily lifts the Sport’s nose with a surge of muscled grunt.

All the while accompanied by an aurally pleasing straight-six soundtrack and nearly faultless eight-speed automatic gearbox, the unit shows its hand, unsurprisingly, the most in Dynamic mode, however, the quickfire punch soon stops the higher the tachometer goes.

In either Auto or Comfort modes – the supposed efficiency-focused Eco not being selected at all – the Sport becomes comfortable and, thanks to the lower profile tyres, with a slightly better ride quality than the Autobiography.

That being said, and while equipped with the Terrain Response 2 system incorporating low range, locking differential and seven off-road modes – Auto, Comfort, Grass/Gravel, Mud Ruts, Sand, Rock Crawl and Wade – taking the Sport off-road never crossed minds for fear of scratching the wheels or even worse.

A decision the majority of owners will likely adhere to as well, the HSE’s on-road demeanour ultimately counts.

In this regard, and besides the adept ride, engine and road noise is found lacking thanks to what JLR calls Active Noise Cancellation technology, while the steering is quick and with relatively good feedback for a vehicle of this type.

On the consumption front, the HSE recorded an indicated best figure of 10.3 L/100 km over its seven-day and 496 km spell, 1.8 L/100 km heavier than the Autobiography, but still commendable for a package weighing 2 315 kg.

Conclusion

The phrase “all the car you will ever” is a more than well used description when summarising a vehicle that often sits on top of its respective model range.

In the case of the Range Rover Sport D350 Dynamic HSE, the saying is anything but as the mid-range D350, arguably, makes the biggest case for being the most complete offering above Autobiography, the fire-breathing P530 petrol, the SV and the contentious P460e.

At R2 526 600 before options, the HSE is still anything but a bargain and unlikely to shake off the adage of not being a “real Range Rover” by brand purists.

However, it simply is the Sport to have and, to quote the earlier statement, “all the model you will ever need”.

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