The V8 rumble is gone, but the Range Rover Electric doesn’t miss a beat. During a short test lead in the UK, the prototype showed that the electric model retains the Range Rover character. The brand’s identity can survive, and even thrive, in the electric age.
Range Rover’s engineers spent five years and filed more than 300 patents to ensure their first battery-powered SUV wouldn’t feel watered down. The result is a dual-motor, 550 hp machine that goes from 0 to 100 km/h in 4.5 seconds, with 850 Nm of torque and a 118.5 kWh battery. The numbers are impressive, but its familiar feel on the road stands out. Information from JLR, the battery uses a "double-stack" design with 344 prismatic cells. Each motor delivers 260 kW, for a combined output of up to 550 PS and 850 Nm.
From the outside, you’d have to look twice to spot the difference. The closed black grille and aerodynamic 22-inch wheels are the basic giveaways. The classic Range Rover shape is unchanged, and the vehicle is available in both short- and long-wheelbase versions. Inside, it’s as plush as ever, with generous space and careful finishes. Digital displays now show battery and range information. There’s no front trunk, but cabin space hasn’t been sacrificed.
The platform is shared with the combustion models, but the battery sits low, dropping the center of gravity by 88 mm. Off-road specs remain strong: approach and departure angles of 33.2º and 28.8º, 262 mm of ground clearance, and a wading depth of 900 mm thanks to adjustable suspension. It can tow up to 2,500 kg. The electric drivetrain makes crawling over rocks or restarting on steep hills almost effortless, sending power where it’s needed. Information from the BBC, this is the first fully electric Range Rover. Its launch came about a year later than planned, reflecting JLR’s cautious rollout of its flagship EV.
Charging keeps pace with the rest of the package. The 800V system allows AC charging at 22 kW, with a full charge taking about seven hours, and DC fast charging up to 350 kW, taking the battery from 10% to 80% in 22 minutes. A 15-minute stop can add 320 km of range. Official WLTP figures claim up to 600 km on a charge. Vehicle to Load is included, while Vehicle to Grid is coming later. JLR notes that real-world range is closer to 333 miles, about 535 km, while the WLTP rating is up to 372 miles, about 600 km. Early reviews often miss that difference.
Car and Driver
Perhaps the most telling number isn’t technical. Of the 80,000 people on the waiting list, 70% are new to the Range Rover brand, and 20% already own an electric car. The shift also aims to attract a new kind of luxury buyer, one who wants environmental credentials alongside real capability.
Driving modes, Eco, Normal, and Dynamic, change how the power comes on, but acceleration is tuned to feel more like a combustion engine than a typical EV’s instant surge. The cabin is 7 dB quieter than the V8, with active noise cancellation and optional synthetic sounds for those who prefer not to lead in silence. On pavement or off-road, the Range Rover Electric feels heavy and stable, unfazed by the lack of pistons and exhaust.
Range Rover’s approach favors continuity over radical change. The electric model aims to make combustion engines feel unnecessary, not outdated. After decades of setting the standard for luxury SUVs, Range Rover now faces a new challenge: convincing loyalists and newcomers that electric power can add to its DNA. Early signs suggest it’s working. The Range Rover Electric goes beyond ticking a regulatory box, setting a new standard for what a luxury SUV can be when tradition meets technology. Its performance on public roads will provide the decisive test. For now, Range Rover has electrified its legend while retaining what made it special.
