Range Rover P530 First Edition 2023 Tow Test

That’s evident in many areas, including its sophisticated towing technology.

We hitch up the V8-powered P530 First Edition to find a supremely comfortable, powerful and effortless towing platform, albeit one that consumes a lot of fuel in the process.

The new-generation 2023 Range Rover is available in a broad range of models and powertrains, with prices opening at $250,000 before on-road costs for the entry diesel – and climbing to $432K-plus for the high-performance SV.

We’ve driven a broad range of variants, both locally and internationally, including the P530 First Edition on test here that’s now making way for permanent models that carry a similarly high level of specification and the same thumping twin-turbocharged 4.4-litre petrol V8.

This is a different environment for the P530, though, with its towing capabilities top of mind.

The 2023 Range Rover P530 First Edition is listed at $321,875 plus on-road costs, which sounds like – and is – a shedload of money but the standard equipment level even before you start adding options is extremely high and not out of keeping with a full-size luxury SUV of this calibre.

It’s more affordable than a Bentley Bentayga (from $378,600 plus ORCs), for example, but does carry a hefty premium over rivals such as the BMW X7 M60i (from $205,900 plus ORCs) and the Lexus LX 600 Ultra Luxury (from $213,561 plus ORCs).

The Range Rover is covered by Land Rover’s comprehensive five-year, unlimited-kilometre warranty and comes with complimentary five-year, 130,000km servicing.

The new 2023 Range Rover equipment levels might be easier to describe by what it doesn’t have, given the very long list of standard equipment.

To start with, thanks to its new MLA Flex platform architecture the Range Rover now has four-wheel steering, air suspension, active anti-roll bars and Land Rover’s Terrain Response 2 tech that pre-arms the all-wheel-drive system and dual-range transfer case for off-road action.

There’s also an active rear limited-slip diff, LED matrix headlights and 22-inch wheels.

Cabin highlights include 20-way-adjustable ventilated seats, rear power seat adjustment, illuminated seat belt buckles, a Clearsight monitor (instead of a traditional rear-view mirror), an 800-watt 18-speaker sound system, a head-up display, a vital park assist system, cabin air filtration and much, much more.

The 2023 Range Rover has a vast array of safety systems fitted standard, starting with autonomous emergency braking (AEB), blind spot assist, a 360-degree camera and adaptive cruise control that includes lane keep assist and a rear traffic monitor.

The Range Rover was given a five-star ANCAP safety rating earlier this year, based on testing conducted in 2022.

It achieved scores of 84 per cent for adult occupant protection, 86 per cent for child occupant protection, 72 per cent for vulnerable road user protection (pedestrians and cyclists) and 84 per cent for its Safety Assist technology.

The 2023 Range Rover has a 13.1-inch curved, frameless, floating infotainment touch-screen operating with Land Rover’s latest Pivi Pro system.

The infotainment includes wireless Apple and Android phone pairing, wired Baidu CarLife integration and in-built Alexa voice control.

Ahead of the driver is a 12.0-inch digital instrument cluster.

In an age where car-makers seem all too keen to make onboard technology too confusing or difficult to use, Land Rover isn’t one of them – and the latest Range Rover is a case in point.

While the menus do require a little time to become familiar with them – that is, they are not completely intuitive – there is nothing tricky about their use once your neural pathways get used to the menu pathways.

In P530 guise here, the 2023 Range Rover features a BMW-supplied 4.4-litre twin-turbo petrol V8 that delivers 390kW and 750Nm.

Driving through an eight-speed automatic transmission and all-wheel-drive system, the P530 can reach 100km/h from rest in just 4.6 seconds, according to Land Rover.

Not bad for a vehicle that tips the scales at 2585kg.

For those who recall when Land Rover was under BMW ownership and was using BMW powertrains, it would almost seem like the old band is back together.

However, this time the Bavarian brand has no involvement except in supplying the basis of the engine.

Perhaps the better question is: How inefficient is the new Range Rover P530? That’s a little unfair given the stunning breadth of performance on tap, anywhere, anytime in such a big and heavy mobile loungeroom.

Driving steadily, unladen, at freeway speeds, the Range Rover got down to 10.8L/100km.

Around town, the figure was 14.2L/100km, while towing the 3000kg Chaparral 267 SSX it pushed up to 24.9L/100km.

With its 90-litre fuel tank and using our average, you would get 311km out of a tank while towing, with a 50km safety margin.

The 2023 Range Rover P530 is a big, heavy SUV, so to be able to reel in the road as quickly as it does is really something.

The V8 doesn’t seem to have any shadow spots in the rev range – it responds to a shove at the accelerator almost like a high-kilowatt EV.

Being able to accelerate off the lights to merge into the next lane before the car next to you can even move is quite a thing. It sounds great while doing so, the fire in the eight pots translating into a stirring symphony.

The only real drawback (if you can call it that) with the Rangie’s powertrain is that it’s so smooth and quiet in the cabin that the engine noise can be a touch intrusive. And the transmission is not always butter-smooth as it shifts through the lower gears from a standstill.

Punting the big, luxurious SUV along at higher speeds, the Range Rover is fast but not especially sporty, which is no surprise given its weight, footprint and fairly light steering.

It handles corners with plenty of confidence, but is best treated as a mobile loungeroom – the more you drive it like that, the better it is.

Back around town, it feels big, but the clamshell bonnet and high driving position make it easy to pick a path.

The 2023 Range Rover P530 First Edition has a maximum braked towing capacity of 3500kg (unbraked is 750kg) and a maximum tow ball download of 350kg.

Gross combined mass (GCM) is 6880kg, while GVM is 3380kg. That means that the Range Rover can tow a full 3500kg when fully laden, although you have to remember that tow ball download is part of the vehicle’s payload.

As we’ve already found with our tow test of the Range Rover Sport, there’s quite a bit of equipment and technology on board to make towing trailers easier.

For starters, every new Range Rover comes standard with a tow bar, but there is no mucking around having to remove the tow tongue when not in use – the tow bar is an electric-powered variety that at the press of a button stows under the vehicle when not in use.

You can operate it from the driver’s seat (via the centre touchscreen menu) or by using the buttons mounted on the right wall of the cargo area.

Again, as with the Range Rover Sport, there is also a comprehensive set-up package for towing safety. You simply enter the trailer dimensions before setting off and the system then calculates the blind spot monitoring parameters, factoring in the trailer.

Riding on a 75mm-longer wheelbase (now 2997mm), the Range Rover is very stable when towing.

The self-levelling air suspension not only does its trick of levelling out ride height – and can be lowered to aid in hitching up the trailer – but also provides a very smooth ride.

With extremely clear vision from the Rangie’s rear-view camera, we were able to quickly and accurately hitch up the circa $350,000 Chaparral 267 SSX luxury sports boat sitting on a MagicTilt trailer and borrowed from the team at Blakes Marine in Mulgrave, NSW.

Although you could feel the Chaparral's 3.0 tonnes behind the Range Rover blunting its response, it didn’t mean the combination lacked performance sparkle. The Rangie muscled its way up to speed almost obscenely quickly for a combined rig weighing just shy of 6.0 tonnes.

There wasn’t a situation where the Range Rover felt out of breath when towing. You’d have to remind yourself to use the extra caution required when towing, as it was easy to forget you were.

The term ‘plush’ is a cliche, but if there is a luxury SUV interior that deserves its use, the 2023 Range Rover P530 First Edition is it.

This is the very definition of the automotive executive lounge. It is beautifully put together, offers acres of space and everything is easy to use and find.

There’s lots of storage, excellent vision, and controls and instruments that do not make you work hard to find or use them – not a given these days.

Having said all that – and perhaps I am showing my age here – some of the seat material feels more like ‘pleather’ (fake leather) than old matured cowhide. The semi-aniline leather upholstery on our test car is meant to be far more resistant to wear and colour fading than old dyed hide.

Pass me the string-backed driving gloves and cloth cap, I say, and bring back grained leather.

The new-generation 2023 Range Rover is a subtle step ahead in every way, and especially in technology and refinement.

There is no doubt that the Range Rover P530 is an excellent tow vehicle, though not our first choice if we were hitching up for a lap around Australia – fuel use and fuel range wouldn’t make that an easy proposition.

But for most owners, who are perhaps only towing a boat or a horse float a few hundred kilometres at a time, this is a supremely comfortable, powerful and easy towing platform.

2023 Range Rover P530 First Edition at a glance:
Price: $321,875 (plus on-road costs)
Available: Now
Engine: 4.4-litre twin-turbo V8 petrol
Output: 390kW/750Nm
Transmission: Eight-speed automatic
Fuel: 11.8L/100km (ADR Combined)
CO2: 275g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)

2023 Chaparral xxx at a glance:
Price: $Around $350,000
Available: Blakes Marine
Engine: 350hp MerCruiser 6.2-litre V8 petrol

This article first appeared on carsales.