Land Rover*says it has set a new record at*Pikes Peak*for the quickest hill climb in a production sport-utility vehicle. Its*2014 Range Rover Sport*ran the 12.42-mile course in 12 minutes and 35.61 seconds, with an average speed of 59.17 miles per hour. In fact, this also sets the new record for the quickest run in any production-standard vehicle, according to Land Rover.

The record was set by American driver Paul Dallenbach, who has won his division at the Pikes Peak International Hill Climb six times, along with winning the event outright three times. Naturally, since speed is important here, the Range Rover Sport used for this challenge featured the range-topping 510-horsepower, 5.0-liter supercharged V8 engine. And considering the fact that the climb encompasses 156 corners on its ascent from 9,390 to 14,110 feet above sea level – a climate where the air only contains 58 percent as much oxygen as it does at sea level – having all that forced-induction grunt was necessary.

Here’s another number that you might not expect from such a vehicle: 8:14, as in “eight minutes and 14 seconds.” That’s*the SVR’s reported lap time*of the 12.9-mile Nürburgring Nordschleife, which, according to Land Rover, makes it the quickest production SUV ever to circle the Green Hell. To achieve such a feat, the SVR offers stiffer rear-subframe bushings and optional summer tires on 22-inch wheels. The rest of the chassis remains closely related to the regular Sport Supercharged, but it has been thoroughly recalibrated. The magnetorheological shocks, active roll control, brake-based torque vectoring, air suspension, and limited-slip differential are all retuned for maximum performance.

What’s most surprising about the SVR is that Land Rover hasn’t completely eviscerated the SVR’s off-road ability. A four-wheel-drive system with a low-range transfer case remains in place to facilitate rock crawling, the center differential remains lockable, all-season tires are standard, the adjustable air suspension offers up to 9.3 inches of ground clearance, and wheel travel remains the same as that of the standard version. Even the active roll-control system reverts to the normal Range Rover Sport program should you decide that you’d rather be on trails than on a track. Retaining all of this off-road gear likely means an eye-watering 5500-pound curb weight despite the SVR’s aluminum structure.

To make sure the SVR appeals to the eye, it gets a new front-end treatment with a unique bumper that increases airflow to the intercoolers and the 15-inch front brake rotors, which are pinched by six-piston calipers. A deeper chin spoiler reduces lift and is removable to allow the SVR to go off-road. At the tail end, the SVR gets its own bumper with four exhaust outlets.

Those four pipes are the terminus of a new, larger-diameter exhaust system that features electronically controlled valves that open and close in response to engine load and rpm. Judging by the audio on the*video of the SVR*at the ’Ring, it sounds just like*a Jaguar F-type—not too surprising considering the SVR and the F-type share their supercharged V-8s. We’ve yet to drive the SVR, but judging by what we know so far, it might just steal a few sales away from Porsche and its Cayenne Turbo.

GL63 vs Range Rover

Does the RR full size (not sport) really drive that much better than the GL, the few comparison reviews between them both write as much but find this surprising. I'd test it myself but none of the local RR dealers have a car that I can test drive.