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Where this Range Rover also differed from the car we road tested is its 23in wheels instead of 22s. While all new Range Rovers have air suspension that lends the ride over big bumps a pleasing magic carpet smoothness, potholes and expansion joints can interrupt the serenity rather too harshly. The worst potholes can also elicit a shudder from the car’s structure.

One inch of wheel size doesn’t sound like much, but the difference in unsprung weight must be quite considerable with alloy wheels this huge, so we’d always go for the smallest size possible.

The pertinent question here is whether the V8 in particular makes a case for itself. In markets where diesel isn’t offered in the Range Rover, the P530 simply serves as the upgrade from the straight-six P400. Over here, the diesels are the obvious choices: less thirsty, plenty powerful and torquey to feel effortless, and quite a lot less expensive.

The V8 needs to be the flagship, then, the indulgent choice, and that’s why, in the UK, it’s offered in only high-spec Autobiography trim or above, making it a huge £35,000 costlier than the D350.

Range Rover customers inevitably look at these prices differently from people deciding between a 1.0-litre and a 1.5-litre Skoda Karoq, so if only the best will do, BMW’s V8 does suit the Range Rover perfectly. However, the price difference is huge – enough to buy a nicely specced example of said Skoda, and diesel buyers shouldn’t feel short-changed.

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