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I still remember the first time I drove the 2007 Land Rover Range Rover Sport - that commanding driving position combined with that distinctive British luxury feel immediately won me over. Having tested numerous luxury SUVs throughout my career, this particular model stands out as a fascinating study in balancing performance aspirations with real-world practicality. The Supercharged version's 4.2-liter engine producing 390 horsepower remains impressive even by today's standards, though I've found through extensive driving experience that the naturally aspirated 4.4-liter V8 provides a more linear power delivery that many owners actually prefer for daily driving.

What fascinates me about this generation is how Land Rover managed to create what essentially became the perfect bridge between traditional Range Rover luxury and sportier handling characteristics. The Terrain Response system, while not as refined as current iterations, represented a genuine breakthrough in 2007 that allowed drivers to confidently tackle everything from snowy roads to muddy trails with just a turn of a dial. I've personally put this system through its paces on everything from Colorado mountain passes to Florida sand dunes, and it consistently impressed me with its capability. The electronic air suspension, while sometimes problematic as we'll discuss, provides that magical combination of composed highway manners and off-road articulation that few competitors have ever matched successfully.

Now, let's address what I consider the most crucial aspect of owning one of these vehicles today - the common issues and their solutions. Having worked with dozens of Range Rover Sport owners through my consultancy, I've developed what I call the "big three" concerns that typically surface between 80,000 and 120,000 miles. The front control arm bushings wear out surprisingly early - I've seen them need replacement as early as 60,000 miles on some aggressively driven examples. This isn't just a minor inconvenience; worn bushings create steering wheel vibration that many owners mistake for wheel balance issues, leading to unnecessary tire replacements. The repair typically costs between $800-$1,200 at specialized shops, but addressing it transforms the driving experience back to that solid, planted feel these vehicles are known for.

The electronic parking brake modules represent what I consider Land Rover's most frustrating design flaw in this model year. These fail with alarming regularity around the 7-year mark, often leaving vehicles immobilized until repaired. Through trial and error with my own 2007 model, I discovered the aftermarket replacement units from British parts specialists actually last longer than the original equipment and cost about $400 less. The cooling system components, particularly the plastic thermostat housing and crossover pipes, become brittle over time and can lead to catastrophic overheating if not addressed preventatively. I always recommend owners replace these components at around 75,000 miles regardless of whether they're showing symptoms - it's one of those rare cases where preventative maintenance absolutely pays for itself.

What surprises many potential buyers is how these issues compare to competitors from the same era. When you look at the BMW X5 or Porsche Cayenne from 2007, the repair frequency might be similar, but the complexity and cost often exceed what Range Rover owners experience. I've maintained detailed spreadsheets tracking repair costs across these platforms, and the Range Rover Sport consistently comes out middle-of-the-pack in terms of long-term ownership expenses. The key difference lies in finding a specialist who understands these vehicles rather than relying on dealership service departments - the labor rate difference alone can amount to thousands annually.

The transmission deserves special mention because the ZF 6-speed automatic, while generally robust, develops shifting issues that many owners misinterpret as major failures. Having driven examples with over 200,000 miles, I've learned that rough shifts between second and third gears often resolve with simple fluid and filter changes that most shops overlook. The transfer case fluid is another frequently neglected service item that can prevent expensive repairs down the line. I recommend changing both every 45,000 miles religiously - it's one of those maintenance rituals that pays enormous dividends in longevity.

Looking at the interior and technology features, the 2007 model represents what I consider the sweet spot before these vehicles became overly complex. The navigation system feels dated by modern standards, but the physical buttons and knobs have proven far more reliable than the touchscreen interfaces in newer models. The leather upholstery holds up remarkably well - I've seen driver's seats that look nearly new at 150,000 miles with proper conditioning. The one area where age shows most noticeably is the Bluetooth integration, which only supports basic phone functions rather than audio streaming. My solution has been installing discrete modern Bluetooth adapters that integrate seamlessly while preserving the factory look.

When evaluating a used example today, I've developed a specific inspection routine that goes beyond standard used car checks. I always start by cycling the air suspension through all height settings multiple times, listening for compressor strain and watching for uneven movement. Then I'll take it on a test drive that includes slow-speed full-lock turns to check for transfer case binding, followed by several hard accelerations to monitor transmission behavior. The final test involves finding a steep hill and testing the hill descent control - if that system functions properly, it typically indicates the broader electronic systems are in good order. Following this method has helped me steer clients away from problematic examples while identifying well-maintained vehicles that still have years of reliable service ahead.

Ultimately, the 2007 Range Rover Sport represents what I consider a modern classic that's transitioning from used car to collectible. The driving experience remains uniquely satisfying - that blend of leather-lined comfort and genuine off-road capability still feels special in a way that few vehicles can match. While maintenance requires more attention than a Toyota or Honda, the rewards justify the effort for enthusiasts who appreciate its distinctive character. Having driven hundreds of SUVs across three decades, I still find myself recommending the 2007 Sport to clients who want luxury SUV credentials without the depreciation hit of newer models, provided they approach ownership with realistic expectations and preventive maintenance habits.