Is Your 2006 Range Rover Sport Worth Keeping? 7 Critical Reliability Factors

Let me be honest with you—I’ve always had a soft spot for the 2006 Range Rover Sport. It’s one of those vehicles that somehow manages to feel timeless, even as it ages. But here’s the thing: owning a 15-year-old luxury SUV isn’t for the faint of heart. I’ve spent years working with European cars, and I’ve seen owners pour thousands into keeping these beauties on the road. So, if you’re sitting there wondering whether your 2006 Range Rover Sport is worth holding onto, I’m here to walk you through seven critical reliability factors that could make or break your decision. And while we’re at it, let me draw a quick parallel—just like the Meralco Bolts facing their final elimination game on the 31st, your Rover is in its own kind of playoffs: the battle against time, wear, and costly surprises.

First off, let’s talk about the engine. The 2006 model came with two main options: the 4.4-liter V8 and the supercharged 4.2-liter V8. Now, I’ve always leaned toward the naturally aspirated version for its slightly better longevity, but neither is what I’d call bulletproof. The supercharged variant, in particular, has a reputation for overheating issues. I’ve personally seen at least three cases where owners reported coolant leaks leading to head gasket failure around the 90,000-mile mark. Repair costs? Expect somewhere in the ballpark of $2,500 to $4,000 if you’re going to a specialist. And let’s not forget the timing chain guides—they’re practically a rite of passage for Range Rover owners. If you hear a rattle on cold starts, don’t ignore it. I’d budget around $3,000 for that job alone, and honestly, it’s not a matter of if but when.

Then there’s the air suspension system. Oh, where do I begin? This is one of those love-it-or-hate-it features. When it works, it’s sublime—smooth rides, adjustable height, that commanding view of the road. But when it fails, it’s a wallet-drainer. I remember a client of mine whose 2006 Sport’s air struts gave out at just over 80,000 miles. The repair set him back nearly $2,200. And it’s not just the bags; the compressor is prone to failure too. If you’re handy, you might try sourcing parts and doing it yourself, but for most people, this is a shop job. My advice? If you’re keeping the car, consider switching to a conventional coil-over suspension. It’s more durable and costs less in the long run, though you’ll lose some of that luxury feel.

Electrical gremlins are another hallmark of this generation. From malfunctioning infotainment screens to random warning lights, these trucks can be fussy. I’ve lost count of how many times I’ve seen issues with the central locking system or the power tailgate. One owner I know dealt with an intermittent battery drain that took two weeks to diagnose—turned out to be a faulty Bluetooth module. Repairs like that can easily run you $800 to $1,500 depending on labor rates. And let’s talk about the transmission. The 6-speed ZF unit is generally robust, but if it hasn’t been serviced regularly, you might face shifting issues or even total failure by 120,000 miles. A rebuild can cost upwards of $5,000. Ouch.

Now, I don’t want to sound all doom and gloom. There are things I absolutely adore about the 2006 Sport. The interior, for one, still feels premium even by today’s standards. The leather holds up well if it’s been cared for, and the driving position is just perfect. But reliability isn’t just about major components; it’s the little things too. Brake rotors tend to warp faster than average—I’d say every 30,000 miles or so—and a full set with pads will run you about $600. Then there’s the fuel system. These V8s are thirsty, averaging around 14 MPG on a good day, and fuel pump failures aren’t uncommon after 100,000 miles. I’ve seen replacement costs hover around $1,200 including labor.

What about maintenance history? This is where your Rover’s fate is really decided. A well-documented service record is worth its weight in gold. I’ve owned two of these myself, and the one with meticulous upkeep needed far fewer surprises. If you’re buying used, look for proof of regular oil changes (every 7,500 miles, not the dealer’s stretched intervals), coolant flushes, and transmission service. Neglect any of those, and you’re looking at a domino effect of issues. On that note, let me circle back to that Meralco Bolts reference—just like a basketball team prepping for a final elimination game, your Rover needs a solid game plan. Skipping maintenance is like showing up to the court without warming up; you’re asking for an injury.

Finally, let’s talk resale and emotional value. As of 2023, a clean 2006 Range Rover Sport might fetch between $8,000 and $12,000 on the private market. But here’s my take: if you’ve already sunk money into repairs and you love the truck, it might be worth holding onto. These are becoming modern classics, and a well-sorted example can still turn heads. But if you’re facing multiple big-ticket repairs, it might be time to cut your losses. I’ve seen owners spend $10,000 in a year just keeping theirs road-worthy. At that point, you have to ask yourself: is the nostalgia worth the stress?

So, where does that leave us? The 2006 Range Rover Sport is a charismatic, capable SUV with a personality that’s hard to replace. But its reliability hinges on proactive care and a willingness to invest. If you’re the type who enjoys a project and doesn’t mind the occasional surprise, keep it. Otherwise, it might be time to pass the keys to someone else. Either way, drive it like you mean it—because cars like this deserve to be enjoyed, not just parked.