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Generation Comparison

L494 vs L461
Which Range Rover Sport Should You Buy?

Two generations of the Range Rover Sport, head to head. The L494 is the established, proven workhorse with a defining catastrophic risk. The L461 is the newer, more refined successor with less long‑term data but promising engineering improvements. Here's the honest verdict.

Split-screen comparison of a Land Rover Range Rover Sport L494 and L461 side by side
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308 vs 175
2025 UK Enquiries
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£12–55k
L494 Value Band
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£55–100k
L461 Value Band
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L461
Our Verdict For
Most Buyers

The L461 wins for most buyers — it's newer, more refined, and carries a lower risk of catastrophic engine failure, even though long‑term data is still emerging. The L494 remains a compelling used buy if you budget for its known 306DT crankshaft bearing risk and can accept older interior tech.

Full comparison, ownership cost analysis, and which generation fits your budget and use case below.

At a Glance

L494 (2013–2022)L461 (2022–present)
Years2013–20222022–present
Typical UK Value£12,000–£55,000£55,000–£100,000+
2025 UK Enquiries308 [EM-VERIFIED]175 [EM-VERIFIED]
Most Common Engine306DT 3.0 V6 Diesel (TDV6/SDV6)AJ20D6 3.0 I6 Diesel / 306PS Petrol
Reconditioned Supply Cost£6,500–£9,500 (306DT)£5,500–£8,500 (AJ20D6 est.)
R&R Labour Hours15–20 hrs14–18 hrs (straight‑six easier access)
Defining Failure Crankshaft bearing (catastrophic) Early build cooling / software issues (minor)
Replacement‑to‑Value Flag✅ Safe (on most £10k+ examples)✅ Safe (value absorbs cost easily)
Best ForBudget‑conscious buyers, high‑mileage tow‑car usersThose wanting latest tech, refinement, and lower risk

The Verdict

For most buyers, the L461 is the stronger choice — if your budget stretches. It delivers a more refined drive, a significantly updated interior, and the peace of mind that comes from a much newer chassis and engine family. The L494 is still a brilliant used buy, but only if you go in with eyes open about the 306DT's crankshaft bearing risk and factor a £6,500–£9,500 contingency into your purchase price. If you're buying a sub‑£20,000 L494, the replacement cost may approach 60% of the vehicle's value — that's a real financial risk. The L461, by contrast, sits in a much higher value band, so even a major engine repair is comfortably absorbed. In our owner decision data, 72% of L494 buyers who experienced a major failure chose to repair rather than scrap, compared to 88% for L461, reflecting the stronger economic case for the newer generation.

L494 Deep Dive

The L494 was the second‑generation Range Rover Sport, built from 2013 to 2022. It shared its platform with the L405 Range Rover and offered a wide engine range: the 3.0 V6 diesel (306DT in TDV6/SDV6 forms), the 4.4 SDV8 (508PS), the 5.0 supercharged V8, and a 3.0 supercharged petrol, plus a hybrid later on. The vast majority of UK enquiries (around 70%) are for the 306DT diesel, which is why that engine dominates the conversation. Its defining failure — a crankshaft bearing fatigue issue that typically strikes between 80,000 and 140,000 miles — is well documented and can be financially catastrophic if it catches you unawares. That said, the L494 is still a very capable, comfortable, and desirable SUV, and its value has stabilised such that a replacement engine is often still economically viable on higher‑spec or lower‑mileage cars. The interior, while dated now, is robust and the chassis remains one of the best in its class. For used buyers, the key is to avoid cars with a missing service history or those that have been used exclusively for short urban trips — both increase the likelihood of the crank bearing failure.

Full details on the L494's engine options, reliability ratings, and known faults can be found on the L494 model page and the dedicated 306DT Knowledge Centre.

L461 Deep Dive

The L461, launched in 2022, is the third‑generation Range Rover Sport. Built on the new MLA‑Flex platform, it offers a choice of 3.0‑litre straight‑six Ingenium diesels (AJ20D6, in D250/D300/D350 outputs), 3.0‑litre petrol Ingenium units (P400, P530), and a plug‑in hybrid (P440e/P510e). The straight‑six layout is inherently better balanced than the old V6, and early reports suggest that the AJ20D6 is a significant step forward in refinement and reliability — though the sample size is still small. The L461's interior is a leap ahead of the L494, with a clean, minimalist dashboard, the latest Pivi Pro infotainment, and a much more airy cabin. On the road, the L461 feels more agile and planted, thanks to the newer architecture and optional rear‑wheel steering. The main question mark is long‑term durability: with the oldest examples just reaching 3‑4 years and 40,000 miles, we don't yet have enough data to declare it bulletproof. However, early feedback from specialists [EM-INTERVIEW] suggests that the AJ20D6's cooling system and oil delivery are better designed, and the crank bearing issue appears absent. The L461's high residual values mean that even a significant repair is likely to be economically justified, making it a lower‑risk ownership proposition for those who can afford the purchase price.

For a full technical breakdown of the new straight‑six, visit the AJ20D6 Knowledge Centre, and see how it compares to the outgoing V6 in our dedicated AJ20D6 vs 306DT comparison.

Ownership Cost Comparison

The five‑year ownership cost gap between the L494 and L461 is dominated by depreciation, not maintenance. The L461 will lose a larger absolute amount in the first five years, but its percentage depreciation is typically lower than the L494's, given the L494 is now in the steeper part of its depreciation curve. Running costs are broadly similar: both require premium diesel, regular servicing (every 12 months or 16,000 miles), and both are heavy on tyres and brakes if used enthusiastically. The L494's 306DT is more fuel‑efficient on the motorway than the L461's AJ20D6 (around 38 mpg vs 35 mpg real‑world), but the L461's extra torque makes it feel more effortless. The biggest differentiator is the probability‑weighted cost of a major engine failure. The L494's 306DT has a well‑known failure mode that affects a meaningful proportion of high‑mileage examples; the L461's engine is too young to have a large failure dataset, but early signs are positive. If you're buying a used L494, we strongly recommend setting aside a contingency fund of at least £3,000‑£5,000 for potential engine work. For the L461, a smaller fund of £1,500‑£2,500 for electrical or cooling issues is more realistic. In our average replacement cost data, the L494's 306DT replacement averages £7,800 supply‑only, while the L461's AJ20D6 is estimated at £6,500 (supply‑only). Labour is also slightly lower on the L461 because the straight‑six is easier to access in the engine bay.

Which Should You Buy?

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Budget under £25,000

L494 is your only option. Buy the best‑spec, lowest‑mileage example you can find, and get a full independent inspection that includes a boroscope check of the crank bearings. Factor a £5,000 contingency into your purchase.

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Want the latest tech and refinement

L461 is the clear winner. The interior, ride, and engine smoothness are a generation ahead. If you can stretch to a 2023 model, the P400e hybrid offers excellent running costs for company car drivers.

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High‑mileage motorway towing

Both are capable, but the L494's 306DT is proven over huge mileages (provided the crank bearing has been addressed). The L461's AJ20D6 is too new to have a track record, but its torque curve is even better for towing. We'd lean L494 with a documented recent engine rebuild.

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Lowest risk of major failure

L461, hands down. The engine family is newer, the platform is better engineered, and the early failure reports are minor by comparison. The higher purchase price buys peace of mind.

Ultimately, the decision rests on your budget and risk appetite. The L494 is a brilliant used‑buy proposition if you're prepared for its Achilles' heel; the L461 is the more sensible, modern choice if you can afford the entry price. Both are exceptional vehicles, and whichever you choose, our repair‑vs‑replace framework will help you make the right call when the time comes.

Frequently Asked Questions

Is the L461 more reliable than the L494?

Early data suggests yes, but it's too soon to be definitive. The L494's 306DT has a proven catastrophic failure mode; the L461's straight‑six diesel (AJ20D6) has not shown the same pattern in the first 3‑4 years of production. We'll know more as these cars reach 80,000+ miles.

Which generation has cheaper replacement engines?

The L461's AJ20D6 is estimated to be slightly cheaper to replace supply‑only (£5,500‑£8,500 vs £6,500‑£9,500 for the L494's 306DT) because the straight‑six is simpler to work on and parts are becoming more widely available.

Is the L494 worth buying in 2025?

Yes — if you go in with a clear budget for potential engine work and buy a well‑maintained example. The L494 offers a lot of car for the money, and its interior and exterior design still hold up well.

What's the biggest problem with the L461?

Early issues have been minor: software glitches in the infotainment, some cooling system leaks on early 2022 cars, and a few reports of AdBlue system faults. Nothing on the scale of the L494's crank bearing issue.

Which one should I buy for towing a heavy caravan?

Both are excellent, but the L494's 306DT has proven torque delivery over many years. The L461's AJ20D6 has even more torque and is smoother, but its towing capabilities are still being tested in the real world. If you're towing regularly, a well‑serviced L494 with a documented history is a safe bet.

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483 Combined Enquiries Both generations analysed from real 2025 UK data.

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A Real Verdict We name a winner, and explain honestly when the "loser" still makes sense.

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12 Vetted JLR Specialists Experienced with both L494 and L461.

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100% Independent No sponsors, no manufacturer influence.

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