MODEL TESTED: Range Rover Velar R-dynamic SE D300 PRICE: £64,030 ENGINE: 3.0-litre V6, 296bhp PRACTICALITY

THE Range Rover Velar is the fourth model in the brand’s luxury SUV line-up. It uses petrol and diesel engines ranging from 178bhp to 375bhp, and all have permanent four-wheel drive and an eight-speed auto box. We test the D300 V6 diesel in R-dynamic SE trim, which starts from £64,030, although the car in our pictures is a £71k HSE model.

DESIGN & ENGINEERING DRIVING

FIRST impressions are that the Velar feels bigger inside than its external proportions would suggest. You sit low in the driver’s seat, but that means it’s not quite as easy to position on the road as its rivals here.

With 700Nm of torque, the V6 diesel has plenty of pulling power. It’s a bit slow in its initial response, but once it’s awake, the Velar lifts its nose and fires off. We managed 0-60mph in 7. 2 seconds, although as there’s very little wind or road noise it doesn’t feel quick as you increase the pace, so you need to pay attention to the speedo to avoid breaking the limit.

The standard eight-speed auto is the same as you’ll find in other Range Rovers, and the smooth-shifting unit rarely gets flustered into giving you the wrong gear. R-dynamic models get metal-finished shift paddles, but really the electronics are so adept at the changes that you’ll rarely take manual control.

The Velar’s Terrain Response system has the usual suite of settings to give the car more off-road ability than any owner is likely to need, but it also features a Dynamic mode which is designed to boost handling.

In corners, the SE’S standard-fit air suspension does a good job of keeping things tied down, but the softly sprung rear means you can get the inside front wheel waggling if you push hard on the exit. There’s lots of grip and the Velar is eager to change direction, but the Macan has the edge for sporty handling.

Where the Range Rover claims back ground is for ride comfort. Air suspension is standard on D300 models, and the car is well cushioned against rough surfaces at all speeds. We’d stick with the standard 20-inch wheels fitted to SE models, because the optional 21-inch rims on our car added a firmness to the ride that made the car feel unsettled over bumps. THE Velar’s dimensions mean it falls between classes, as demonstrated when lined up next to the compact Porsche and full-sized BMW. The low roof doesn’t compromise headroom, though, and because the car is more than two metres wide, you get plenty of space in the cabin for five. There’s a decent centre armrest cubby and large door bins, but the glovebox is rather small.

Back seat space is good, but the low-set seats and dark materials make it feel a little gloomy. That added width makes it feel roomy across the cabin, and boot space is good. At 632 litres, it’s only 18 litres behind the larger BMW X5, but folding the back seats does leave a small step in the boot floor.

OWNERSHIP

WHILE the Velar is packed with whizz-bang technology, there will be a big question mark over whether the electronic kit will behave itself.

Buyers of Range Rovers or Range Rover Sports will have either experienced electrical gremlins first hand, or had their car attended to for assorted software updates to keep everything in check. Only time will tell if the Velar’s tech will prove reliable.

These electrical issues mean owners have plenty of experience of Land Rover garages, although the feedback hasn’t been great. The firm finished 25th in our Driver Power 2017 dealer poll, one place behind BMW and nine behind Porsche, with the biggest

moreȽ4l4l gripe being poor communication from staff.

RUNNING COSTS

THE Range Rover Velar isn’t cheap, with launch prices ranging from £45k to than £85k. But with three-year residual values in the 42-54 per cent range, you won’t lose as much money compared with other cars of a similar price. The Macan is one of the few exceptions, with scores around two to three per cent higher.

With all that aluminium in its construction, you’d think the Velar would offer greater economy than its rivals, but a figure of 44.1mpg is the poorest claimed return here. On test we achieved 29.6mpg, while the 66-litre fuel tank is the smallest here; that means you’ll be filling up more often than in either rival, thanks to a range of 430 miles on test.