The Aston Martin Rapide, Bentley Mulsanne, Ferrari FF, Land Rover Range Rover, and Roll-Royce Phantom are an incredibly diverse quintet, with priorities ranging from ultimate performance to overt opulence. However, one thing these high-end luxury vehicles all have in common is that they can accommodate four passengers. We drove them in England, on real roads and in real traffic, on wet and dry pavement, to find out whether the newest member of the group, the brawny 2013 Range Rover, can challenge and possibly eclipse its even more expensive rivals. In this group test, we are looking not only for speed, space, traction, roadholding, street cred, and the latest technological wizardries. What counts more than any individual strength is the blend of all-around ability and appeal. That includes appearance and ambience, whether your eyes light up when they spot a series of corners, how these cars perform when pushed, and the overall feel-good rating that, even in a four-seater, is defined not only by packaging and functionality but also by style and craftsmanship.
Range Rover Supercharged
A relatively affordable attempt at creating the best of all worlds.
Visually, the new Range Rover is an evolution rather than a revolution, although it does have more bling than its charmingly stiff, upright, and royal predecessor. The only debatable detail is the trademark gills that have been moved from the front fenders -- where they made some sense -- to the doors, where they don't. The tailgate is again split horizontally, and both parts are power operated. The lower one is now less deep, so a person no longer needs a telescoping torso to reach into the cavernous luggage bay. When you opt for the Autobiography trim level and the Executive Class package fitted to our test car, you get two bucket seats that can, with the push of a button, trade rear-seat recline for cargo space. Despite the combed-back windshield and the ten-percent more slippery shape, the Range Rover still faces the wind with the posture of a brick mansion.
Modern luxury surrounds the driver. Like the exterior, the interior is evolutionary, but this time the motto was "less is more." Less as in fewer knobs and buttons; a bigger and easier-to-read touchscreen flanked by eight intuitive keys; more straightforward climate controls; a restyled multifunctional steering wheel; and the same rotary gear selector we know from other upper-class Tata models. So far, so good.
The new model from Solihull managed to do what few of us can: it lost weight. Depending on the powertrain, between 750 and 850 pounds have been jettisoned, which is a lot but is only about a fourteen-percent reduction of the still-substantial grand total. At 5137 pounds, the supercharged variant is no Lotus Elise, but at least it now compares very favorably with the BMW X5, the Audi Q7, and the Mercedes-Benz M-class. The switch to the Premium Lightweight Architecture (PLA) codeveloped with Jaguar transforms the SUV's handling. Forget everything you disliked about Range Rovers: submarine-inspired understeer, Queen Mary-esque body roll, anteater brake dive, and steering that left school before the cornering lessons started. The 2013 Rover not only feels less top-heavy, it also shed pounds in the chassis department, where aluminum subframes and suspension elements create a playful light-footedness. The engineers are particularly proud of two new features, Terrain Response 2 and Dynamic Response. TR2 is standard and denotes an additional mode that autonomously selects the appropriate drive program from an unchanged choice of five settings; DR is Land Rover-speak for self-acting, switchable antiroll bars and comes on all supercharged models. Driver intervention is still required to dial in low range and hill-descent control.
Shod with optional 275/45WR-21 Goodyears, our Range Rover doesn't ride all that well around town, where the stiff sidewalls and the firm air springs make for bobbing headlights and tap dancing over drainage grids. Above 40 mph, however, all that goes away, and instead, a cushy comfort zone prevails. Unlike its ancestors, which were all over the place when pushed hard, the new Range Rover is in total command. The steering in particular is a real gem. It holds a straight line even on bumpy off-camber blacktop, provides exactly the right measure of turn-in support, is incredibly precise, and executes sudden changes of direction without undue weight and effort. True, the turning circle is vast, and some might prefer lighter steering effort at parking speeds. The brakes combine strong initial bite with plenty of stamina and an easy-to-modulate pedal. It's only on the last few yards before standstill that a heavier-than-expected effort is required to squash that ambitious kinetic energy.
The supercharged V-8 runs smoothly and quietly unless you really push it, but its thirst is enormous and those 510 horses take a little longer than they should to pool their energy and beam the vehicle toward the horizon. With the throttle fully depressed, the SC roars from 0 to 60 mph in 5.1 seconds, according to its maker. Forward thrust expires at a comparatively tame 140 mph. The maximum torque of 461 lb-ft provides an addictive measure of mid- to top-end grunt, making passing maneuvers exceptionally easy. This is sports car swiftness dressed in a traditional SUV silhouette.
Land Rover Range Rover Supercharged
BASE PRICE: $99,950
POWERTRAIN
ENGINE: 32-valve DOHC supercharged V-8
DISPLACEMENT: 5.0 liters (305 cu in)
POWER: 510 hp @ 6000-6500 rpm
TORQUE: 461 lb-ft @ 2500-5500 rpm
TRANSMISSION: 8-speed automatic
DRIVE: 4-wheel
CHASSIS
STEERING: Electrically assisted
FRONT SUSPENSION: Control arms, air springs
REAR SUSPENSION: Multilink, air springs
BRAKES: Vented discs, ABS
TIRES: Goodyear Eagle F1 SUV-4x4
TIRE SIZE: 275/45R-21 110W
MEASUREMENTS
L x W x H: 196.8 x 87.4 x 72.3 in
WHEELBASE: 115.0 in
TRACK F/R: 66.5/66.3 in
WEIGHT: 5137 lb
CARGO CAPACITY: 32.1/71.7 cu ft(rear seats up/down)
EPA MILEAGE: 13/19 mpg (est.)
0-60 MPH: 5.1 sec
TOP SPEED: 140 mph
The Results
5 Bentley Mulsanne
How can such a sumptuously equipped and amazingly well-built status symbol be so strangely soulless to drive? The Bentley goes really well, handles OK, and is not even excessively thirsty. But, somehow, it lost the charm of the otherwise-outclassed Arnage that it replaced. The ride is too firm, the steering too heavy, and the substantial curb weight can be felt in every move it makes -- even though the magical 6.8-liter V-8 has been improved almost beyond recognition. The Mulsanne is a luxury car at a crossroads: not sufficiently advanced to change the rules, too Germanic to woo the traditionalists, a fine automobile in need of a more focused mission.
4 Ferrari FF
The same money will nearly buy a Ferrari F12 Berlinetta, although that car lacks four-wheel drive and rear seats. The question is: do those two items make the FF more desirable? In this context, the answer is both yes and no. Yes, because you can actually carry two extra heads, and there are weather conditions and terrain where rear-wheel drive won't do. But let's face it, when rear seats do matter, a Ferrari is unlikely to rank high on the shopping list. Conversely, when it's a hard-core car you're after, four seats are rarely a requirement. The FF is a wonderful driving machine and a highly emotional choice, but it is a poor four-seater, and it isn't a compelling luxury car, either.
3 Rolls-Royce Phantom
The extended-wheelbase Ghost would have had a better chance of winning this test. It is more conveniently sized, more up-to-date, and more involving to drive than the Phantom. The big Rolls needs a more convincing rear-seat compartment, and it needs engineering updates that only the next-generation model can provide. Meanwhile, the priciest car in this group spoils us with the most charismatic personality, the best ride by a long shot, and a presence that is second to none. The Phantom is silent, splendid isolation at its best. In addition, the precise, responsive, and swift Roller is surprisingly rewarding to drive.
2 Aston Martin Rapide
Design. Sound. Performance. Driving pleasure. Like the FF, the Rapide is only a half-hearted four-seater. But at least it has four doors, which makes it a lot easier to put stuff on the back chair, transport the dog, or pack up the twins for their short ride to school. This is the most practical Aston by a long shot. It also is one of the prettiest four-door cars on the planet, and the noises it makes aim right at your heart. More to the point, the Rapide is fun to drive in a basic, almost old-fashioned manner. It has telepathic steering, a raw and raucous V-12, a chassis designed for optimum weight distribution, and sensational brakes. This 100-proof sport coupe is free of filters, artificial flavoring, softeners, and diluting agents.
1 Range Rover Supercharged
Even the most expensive, fully loaded Range Rover ($152,000) costs significantly less than any of these rivals, and it's the only one in this group that can venture off-road. It also offers the most complete assortment of state-of-the-art driver-assistance systems. The other cars may be faster, more stylish, sharper at the limit, and later on the brakes, but the Range Rover is not far behind. It is dynamically pretty much on par with the best, and it is easy to operate, quick, and slick. The final decider is the back seats. In Executive Class trim, you get a five-mode massage function, heating and ventilation, reclining backrests, four-zone A/C, eight-inch video monitors -- you name it. So the Range Rover wins. Still not quite enough rear legroom? Then wait for the long-wheelbase model coming soon.
Courtesy of Automobile Magazine
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