Range Rover review - Telegraph The new version has adopted an all-aluminium structure derived from the far-sighted Ford P2000 concept car of 1999. It has the world's first aluminium SUV monocoque, which in performance-matched equivalence means a saving of 925lb (420kg), which is the equivalent of a full complement of passengers. As a result, there's a move up in the carry-over drivetrains so that the V6 turbodiesel delivers the performance previously delivered by the V8 turbodiesel, which in turn delivers the performance of the supercharged petrol V8, while all engines are more economical than before. There is a naturally aspirated petrol V8 which will not be sold in the UK. There are new aluminium subframe carriers for the wishbone and strut front and multi-link rear suspension, and a revised electronically assisted power steering system and air suspension. Judge the new look for yourself, but in the metal it carries its weight and size more confidently. The jewel-like headlamps are under glass and the details are more subtle and understated - the clean shape reveals itself rather more gently than its predecessor and is none the worse for it. The "flying roof" is a bit overstated, but it becomes an interesting feature if you specify a contrasting dark grey colour. Climb in and the Range Rover still pants and wheezes on its air springs like a modern-day Citroën DS. From the driver's seat, the high-mounted panoramic vantage point remains and the distinctive castellations have been retained. The dashboard stretches across into infinity, with a small, twin-dial binnacle containing unconvincing electronic facsimiles of real instruments. The steering wheel is festooned with switches for everything from suspension controls to satnav and the sound system, but the centre console is uncluttered and simple. There's the latest version of Land Rover's terrain-response system (a £100 option), which matches the suspension and transmission settings to what's under the wheels via a series of icons first used on Sixties Kodak Instamatic cameras. The seats are large and accommodating, but not altogether comfortable. Needless to say, the pedal box is large and yes, you can drive the car in wellies. There's a double glovebox, big door pockets and even a little fridge in the centre console. The rear seats are roomy and comfortable and there's a £225 rear centre-console option that restricts the accommodation to just four seats, although it's difficult to see many owners opting to reduce the rear seat like this. There are also myriad expensive trim options, none better than the old model's oiled-wood and aniline leather. Our test car was upholstered in a horrible pinstripe timber effect that looked like a cured banker. But will it still get you off a ploughed field? Back in 1970, Morocco was mooted as a launch site for the first Range Rover. Civil unrest put paid to that, although the company returned in 1992 when it managed to give the journalists dodgy tummies and again five years ago for the new Freelander, where Head of Motoring, Erin Baker, got kidnapped by over-friendly Moroccans. This time, over an hour of uphill tracks through the Atlas Mountains on the optional 21in tyres, it coped well and kept us air-conditioned, but when we got to the top and the unlikely sight of a Moroccan ski resort, a bog-standard, two-wheel-drive Honda Civic filled with nonchalant Moroccans smoking up a storm barrelled off down the track we'd just ascended. With carry-over drivetrains, a lot less weight, but the same 3.5-ton towing capacity, entry and exit angles and breakover heights, there's little reason to suppose the new Range Rover will be any less competent in the mire than its predecessor. There's even a new engine breathing system via the front of the bonnet and four "Queen Mary" funnels on the wings, which increase the wading depth to 35.4 inches, the most of any Land Rover. On the road, the revised air suspension is a huge improvement, especially in its low-speed ride quality. Small, regular bumps are addressed more gently than in the old model and body roll feels better controlled. It's seriously refined on the motorway, too, although there's still a slight "clambering" sensation at speed and a vagueness to the steering, which rivals don't have, but that's a consequence of the Range Rover's off-road ability, which they don't have either. What's more, you can throw this 16ft 4in, 2.1-ton goliath through a series of bends without any of the disconcerting yaw of its predecessors. Don't be under any misapprehensions, the new Range Rover is a big beast, but aluminium has reversed a trend to ever-increasing mass with tangible benefits in performance, ride comfort and economy. This is a lovely machine, although with prices starting at £71,295 you would expect it to be. Still, the benefit is a dirty weekend in more ways than one. Range Rover Tested: 2,993cc V6 twin-turbocharged diesel, eight-speed ZF automatic transmission, permanent four-wheel drive Price/on sale: £71,295 to £98,395 (£87,895 as tested) /now, for deliveries in 2013 Power/torque: 254bhp @ 4,000rpm/442lb ft @ 2,000rpm Top speed: 130mph Acceleration: 0-60mph in 7.4sec Fuel economy: 33.2mpg/37.7mpg (EU Urban/Combined) CO2 emissions: 196g/km VED band: J (£460 first year, £250 thereafter) Verdict: Bigger, better, stronger and longer, but also lighter, the new Range Rover carries its size well with no compromise on its legendary off-road ability. Sets a new benchmark for a big SUV. BMW X5, from £45,050 Much more on-road bias. Lovely cabin, but slab-sided looks. On paper it will do nearly the same as the Range Rover, but when the going gets tough there's no contest. Porsche Cayenne, from £44,379 The car that saved Porsche. Ugly but hugely competent on Tarmac, with a hi-tech cabin. Not much cop at towing and can't do what a Range Rover does in the mud. Infiniti FX, from £46,750 Good spec for the price, but looks that will frighten those of a nervous disposition. Small boot, minimal towing capacity and packaging that makes it look like a reverse Tardis.