Track Tested: 2010 Range Rover Supercharged

Track Tested: 2010 Range Rover Supercharged

2010 Range Rover Supercharged

Edmunds tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test-drivers. Enjoy.

There's excess, damn excess and then there's the 2010 Range Rover Supercharged. But unlike so many other 500 horsepower SUVs-- this Range Rover has 510 horsepower from a supercharged 5.0-liter V8-- this Range Rover Supercharged doesn't make any pretense towards being sporty; It's big, it's hugely powerful and it's luxurious. Why add sport?

Sure it rolls on 20's with summer-performance Michelin tires and has absurd 15-inch brakes with six-piston calipers, but sport isn't the name of the game. The ride is soft and dead-quiet despite its 4WD off-road nature. And continuing the non-sportiness begrudgingly accepts that roads have corners rather than aggressively carving through them.

The cabin is richly appointed with heated and cooled seats, four-zone climate control, a 12.3-inch TFT screen that acts as gauges,  rear seat entertainment and some of the nicest leather and carpet you'll find in any vehicle.

Vehicle:  2010 Range Rover Supercharged
Odometer: 1,555
Date: 8/3/10
Driver: Chris Walton
Base Price (with destination and tax): $94,275
Options: Four-zone climate control ($1,000); Harmon/Kardon Logic 7 audio system ($1,350: includes six-disc CD-changer, satellite radio, Bluetooth telephone, 14-speaker surround sound); Rear seat entertainment system ($2,500: includes six-disc DVD changer); rear-seat reclining package ($1,250); black lacquer interior trim ($350).
As-Tested Price: $101,575 (incl $850 destination fee)

Drive Type: Four Wheel Drive
Transmission Type: Six-speed automatic
Engine Type: Supercharged, direct-injected, V-8, gasoline
Displacement (cc/cu-in): 5,000cc (305cu-in)
Redline (rpm): 6,750
Horsepower (hp @ rpm): 510 @ 6,500
Torque (lb-ft @ rpm): 461 @ 2,500
Brake Type (front): 15.0-in ventilated cast-iron discs with 6-piston fixed calipers
Brake Type (rear): 14.0-in ventilated cast-iron discs with 1-piston sliding calipers
Steering System:  Hydraulic-assist, speed-proportional, rack-and-pinion steering
Suspension Type (front): Independent MacPherson struts with dual lower ball joints, pneumatic springs, driver-adjustable variable dampers, stabilizer bar
Suspension Type (rear): Independent double-wishbone, pneumatic springs, driver-adjustable variable dampers

Tire Size (front): P255/50R20 109Y
Tire Size (rear): P255/50R20 109Y
Tire Brand: Michelin 
Tire Model: Lattitude Diamaris
Tire Type: Asymmetrical summer, performance
Wheel Size: 20-by-8.5 inches front and rear
Wheel Material (front/rear): Cast aluminum
As Tested Curb Weight (lb): 5,937

Test Results:
0 - 30 (sec): 2.0
0 - 45 (sec): 3.7
0 - 60 (sec): 5.5
0 - 75 (sec): 8.0
1/4 Mile (sec @ mph): 13.8 @ 102.3
0-60 with 1-ft Rollout (sec): 5.2
30 - 0 (ft): 30
60 - 0 (ft): 121
Slalom (mph): 55.4 stability off, 55.1 on
Skid Pad Lateral Acceleration (g): 0.71 stability off, 0.68 trac on
Db @ Idle: 46.5
Db @ Full Throttle: 73.5
Db @ 70 mph Cruise: 67.1

Acceleration Comments: Any advantage from brake-torquing evaporated by 60 mph. Don't know why. Still, this 3-ton brick is fast! Linear power all the way up to redline. Quick and smooth upshifts. Authoritive exhaust / intake honk.

Braking Comments: Good, medium-effort pedal some dive, but not shockingly so. Good fade resistance, but there were some smoldering brake pads after 5 quarter mile passes. Good performance all things considered.

Handling Comments: Slalom: Agonizingly conservative ESP with no measurable differnce between on/off (which isn't off). Skidpad: ESC is very, very conservatively tuned-- hence 0.68g. With ESC off, there was a slight release of the reigns, but not much.

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