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EV550 404kW SV LWB 119kWh 4dr Auto
Images for illustration purposes only.
150kW Charger
51m
100kW Charger
1hrs 16m
50kW Charger
2hrs 33m
7kW Charger
18hrs 17m
Disclaimer: Charging speeds are estimates and are based on assumptions so should only be used for general comparative purposes. Actual charging rates and speeds depend on vehicle charging ability, ’useable’ battery, energy loss and current state of charge as charging speeds can decline at around 80%.
Has over half a century of Range Rover development led to this, the Range Rover Electric? That's what Land Rover wants to tell us. This is the brand's very first full-electric car and the first JLR EV since the Jaguar I-PACE of 2018. And it required the Solihull maker's biggest ever test and development programme for a single combustion system. It's a big deal. The company though, is keen to stress that customers need only choose this full-battery variant if their needs dictate that they should. It's not there to replace any existing mild hybrid or PHEV combustion derivative. Nor does it run on architecture wholly designed for an EV. Nevertheless, it might very well be the world's ultimate electric luxury SUV. For now. Let's take a closer look.
You'd expect a very sophisticated EV powertrain from the self-proclaimed 'best 4x4xfar'. At first glance, you might wonder whether that's actually served up here. For sure, 542bhp and 850Nm of torque is a meaty output total, but then it needs to be to pull along over 2.8-tonnes of Solihull real estate. And that output is generated by only two motors (one on each axle) energised by a 118kWh battery pack. To give you some class perspective, the Range Rover Electric's closest rival, the Mercedes G 580 with EQ Technology, has a similarly-sized 116kWh battery pack, but puts out 579bhp via four motors. Land Rover considered more power and more motors for this EV Range Rover, but that would have hurt battery mileage and added weight - which would have required an even bigger battery, which would have added even more weight. The package as it is delivers a range of around 310 miles (a fraction more than that Mercedes rival). And there's certainly more than enough performance; the 0-62mph time of around 4.5s (again, similar to a G 580) is about the same as that of high performance V8 Range Rover SV. The kerb weight by the way, is only about 100kg heavier than a combustion Range Rover PHEV (which is supposed to make up to 75 miles between charges). Compared to other Range Rovers, there are some key engineering differences with the Electric version. The suspension for a start - still air-sprung but using the twin-chamber system from the Range Rover Sport, whose adaptive damping tech apparently allows closer body movement control. Another key difference is that with the EV, the centre of gravity is 60mm lower, which makes unnecessary the active anti-roll bars of the combustion models (and apparently improves ride quality). What is shared with the combustion model is the brand's four-wheel steering system, which makes this big car surprisingly easy to manoeuvre in tight spaces. There's brake regen control course. Pull back on the gear selector and instead of activating Sport mode, you enable virtually single-pedal driving. It's not all good news though. The 3.5-tonne braked towing weight of the standard model drops substantially in this EV to 2.5-tonnes. And ground clearance is down from 290 to 260mm. Which might make you wonder if this model line's legendary off-road ability has been compromised. Land Rover claims the opposite is true, pointing out that the EV drivetrain's power delivery is more controllable than with a combustion engine (no need to build revs). And the Integrated Traction Management software responds 100 times quicker than a mechanical system. The ordinary model's 900mm wading depth is unaffected by the ride height change and the battery is well protected from potential bashes from passing rocks. The breakover angle isn't as good as the standard model (down from 27 to 23-degrees); but you can still stop, then start again on a 35-degree incline. And the Terrain Response system is the same as with any other Range Rover, adjusting drivetrain, suspension, brakes and ride height according to modes set for drive conditions like snow, boulders or sand. There's also the usual Adaptive Off-Road Cruise Control system that'll ease you serenely over gnarly tracks with your feet off the pedals.
Because the Range Rover Electric uses the same MLA Flex aluminium platform as ordinary Range Rover and Range Rover Sport models, it can be had in the usual standard and long wheelbase body lengths. Visual differences over the combustion models are (intentionally) slight. There's a slightly different more streamlined front grille design, a redesigned rear valance without exhausts and differently-styled wheel rims; that's about it. Otherwise, it's familiar stuff with traditional Range Rover styling cues - the 'floating' roof, the clamshell bonnet, the short overhangs and the rising shoulder line - all present and correct. There are very few changes for this Electric model inside up-front too, apart from some different screen displays. As you'd want in a Range Rover, you sit high and commandingly. And view a 13.1-inch 'floating' 'Pivi Pro' central infotainment screen with haptic feedback that gives access to 90% of functions in a couple of presses. As you'd expect, smartphone-mirroring, Amazon Alexa speech recognition and capacity for over-the-air updates are all built in. And this is complemented by 13.7-inch instrument monitor and a head-up display. In the rear, more screens can be fitted - a pair of 11.4-inch touchscreens for media and an 8.0-inch touch control panel for ventilation. Top long wheelbase models get the option of a limo-like two-chair back seat arrangement with larger 13.1-inch twin media screens. The long wheelbase version has 200mm of extra length between its axles and can offer over a metre of leg room. Like the Range Rover PHEV, this Electric model can't offer the optional third seating row you could have in a conventional six cylinder diesel or conventional V8 petrol Range Rover. And because this Electric model isn't built on a dedicated EV platform, there's no under-bonnet 'frunk' space either. The rival Mercedes G 580 EQ model shares these drawbacks, but offers much less boot space than you get with the EV Range Rover, which has luggage capacity unaffected by the installation of its EV drivetrain - above the floor base anyway. There's much less room below the cargo floor though, so if you want a spare wheel, it'll have to be carried with your luggage. Without that, boot capacity in the Standard Wheelbase model is 725-litres to the window line, rising to 1841-litres with the seats folded.
There's the usual choice of standard or long wheelbase body shapes and if you allow a budget of around £150,000 for your Range Rover Electric, you won't be too far out. Land Rover's aim was to price-position this model approximately at the level of a plush 'Autobiography'-spec combustion V8 variant. If that sounds a lot, then you might need some Range Rover price perspective. The company sells around 140,000 Range Rovers globally every year and the average transaction price is around £136,000. Obviously for that kind of money, you'd expect plenty of kit. And, just like combustion Range Rovers, this one gets Electronic Air Suspension with All-Wheel Steering and, for off piste use, Land Rover's All Terrain Progress Control, Terrain Response 2 and Low traction launch systems. As for luxury items, well across the line-up, you get a fixed panoramic glass roof, Pixel LED headlights, perforated 'Windsor' leather upholstery, front fog lamps and all the usual executive niceties. Including the WiFi-enabled 13.1-inch 'Pivi Pro' central touchscreen with its wireless 'Apple CarPlay' and 'Android Auto' systems. There's also a soft door close system, 3-Zone climate control, a powered steering column, a 3D Surround Camera system, a Park Assist set-up that steers you into spaces, keyless entry and Adaptive Cruise Control. You'd expect a high standard of drive assist and safety tech for the sum being asked here; well in a market where rivals are increasingly offering ever-more sophisticated semi-autonomous drive systems, the drive assist stuff isn't really cutting-edge. But there's all the camera safety stuff you'd expect. Including Emergency Braking, Lane Keep Assist, Blind Spot Assist, a Rear Collision Monitor and Traffic Sign Recognition. A Driver Condition Response system monitors levels of driver fatigue, a Rear Traffic Monitor warns you of oncoming traffic when reversing out of spaces and, for aid after an impact, there's Occupant Protection Assist.
We don't think it likely that many Range Rover Electric owners will be getting much more than around 250 miles between charges, which in the six-figure segment of the EV market is a disappointment. Still, thanks to this car's 800V electrical system, at least those charges will be quite quick. The 118kWh battery DC-charges at up to 350kW. Plus, like a rival Porsche Cayenne Electric, this Range Rover can bank charge by virtually splitting the batteries into a couple of 400V systems, helping it to top up more rapidly. At home, the Range Rover Electric will AC-charge at up to 22kW if your electricity supply facilitates it. A three-phase 11kW wallbox can add up to 60 miles of range per hour and fully charge the car in around 8 hours. What else? Well as with all Range Rovers, insurance is a top-of-the-shop group 50. Expect depreciation similar to that of the combustion PHEV model; with that, experts predict a residual value figure of between 70-74% after three years and 36,000 miles. There's the usual unremarkable Land Rover three year / unlimited mileage warranty, which you can extend for up to ten years and 100,000 miles at extra cost. Plus flexible servicing plans are available, allowing you to pay for scheduled maintenance up-front or on a monthly basis. Land Rover provides an 8-year/99,419 mile (160,000km) battery warranty.
Whether this is the world's ultimate electric luxury SUV is a matter of some debate. Most executives at Solihull believe it's the ultimate Range Rover - and quite a few potential customers might agree. After over half a century of production, a car from this model line is at last fully at one with nature it can plough through with nearly all the same assurance as before. We'd question though, whether the drivetrain chosen here is quite as advanced as you'd want for the exalted price tag. The towing reduction is disappointing. And the driving range capability is going to look out of date fairly quickly. All that said though, there's a serene, elegant, capable composure here that's almost Rolls-Royce Spectre-like. Certainly no other luxury electric SUV is quite the same. And perhaps never will be.
Images for illustration purposes only.
150kW Charger
51m
100kW Charger
1hrs 16m
50kW Charger
2hrs 33m
7kW Charger
18hrs 17m
Disclaimer: Charging speeds are estimates and are based on assumptions so should only be used for general comparative purposes. Actual charging rates and speeds depend on vehicle charging ability, ’useable’ battery, energy loss and current state of charge as charging speeds can decline at around 80%.
Has over half a century of Range Rover development led to this, the Range Rover Electric? That's what Land Rover wants to tell us. This is the brand's very first full-electric car and the first JLR EV since the Jaguar I-PACE of 2018. And it required the Solihull maker's biggest ever test and development programme for a single combustion system. It's a big deal. The company though, is keen to stress that customers need only choose this full-battery variant if their needs dictate that they should. It's not there to replace any existing mild hybrid or PHEV combustion derivative. Nor does it run on architecture wholly designed for an EV. Nevertheless, it might very well be the world's ultimate electric luxury SUV. For now. Let's take a closer look.
You'd expect a very sophisticated EV powertrain from the self-proclaimed 'best 4x4xfar'. At first glance, you might wonder whether that's actually served up here. For sure, 542bhp and 850Nm of torque is a meaty output total, but then it needs to be to pull along over 2.8-tonnes of Solihull real estate. And that output is generated by only two motors (one on each axle) energised by a 118kWh battery pack. To give you some class perspective, the Range Rover Electric's closest rival, the Mercedes G 580 with EQ Technology, has a similarly-sized 116kWh battery pack, but puts out 579bhp via four motors. Land Rover considered more power and more motors for this EV Range Rover, but that would have hurt battery mileage and added weight - which would have required an even bigger battery, which would have added even more weight. The package as it is delivers a range of around 310 miles (a fraction more than that Mercedes rival). And there's certainly more than enough performance; the 0-62mph time of around 4.5s (again, similar to a G 580) is about the same as that of high performance V8 Range Rover SV. The kerb weight by the way, is only about 100kg heavier than a combustion Range Rover PHEV (which is supposed to make up to 75 miles between charges). Compared to other Range Rovers, there are some key engineering differences with the Electric version. The suspension for a start - still air-sprung but using the twin-chamber system from the Range Rover Sport, whose adaptive damping tech apparently allows closer body movement control. Another key difference is that with the EV, the centre of gravity is 60mm lower, which makes unnecessary the active anti-roll bars of the combustion models (and apparently improves ride quality). What is shared with the combustion model is the brand's four-wheel steering system, which makes this big car surprisingly easy to manoeuvre in tight spaces. There's brake regen control course. Pull back on the gear selector and instead of activating Sport mode, you enable virtually single-pedal driving. It's not all good news though. The 3.5-tonne braked towing weight of the standard model drops substantially in this EV to 2.5-tonnes. And ground clearance is down from 290 to 260mm. Which might make you wonder if this model line's legendary off-road ability has been compromised. Land Rover claims the opposite is true, pointing out that the EV drivetrain's power delivery is more controllable than with a combustion engine (no need to build revs). And the Integrated Traction Management software responds 100 times quicker than a mechanical system. The ordinary model's 900mm wading depth is unaffected by the ride height change and the battery is well protected from potential bashes from passing rocks. The breakover angle isn't as good as the standard model (down from 27 to 23-degrees); but you can still stop, then start again on a 35-degree incline. And the Terrain Response system is the same as with any other Range Rover, adjusting drivetrain, suspension, brakes and ride height according to modes set for drive conditions like snow, boulders or sand. There's also the usual Adaptive Off-Road Cruise Control system that'll ease you serenely over gnarly tracks with your feet off the pedals.
Because the Range Rover Electric uses the same MLA Flex aluminium platform as ordinary Range Rover and Range Rover Sport models, it can be had in the usual standard and long wheelbase body lengths. Visual differences over the combustion models are (intentionally) slight. There's a slightly different more streamlined front grille design, a redesigned rear valance without exhausts and differently-styled wheel rims; that's about it. Otherwise, it's familiar stuff with traditional Range Rover styling cues - the 'floating' roof, the clamshell bonnet, the short overhangs and the rising shoulder line - all present and correct. There are very few changes for this Electric model inside up-front too, apart from some different screen displays. As you'd want in a Range Rover, you sit high and commandingly. And view a 13.1-inch 'floating' 'Pivi Pro' central infotainment screen with haptic feedback that gives access to 90% of functions in a couple of presses. As you'd expect, smartphone-mirroring, Amazon Alexa speech recognition and capacity for over-the-air updates are all built in. And this is complemented by 13.7-inch instrument monitor and a head-up display. In the rear, more screens can be fitted - a pair of 11.4-inch touchscreens for media and an 8.0-inch touch control panel for ventilation. Top long wheelbase models get the option of a limo-like two-chair back seat arrangement with larger 13.1-inch twin media screens. The long wheelbase version has 200mm of extra length between its axles and can offer over a metre of leg room. Like the Range Rover PHEV, this Electric model can't offer the optional third seating row you could have in a conventional six cylinder diesel or conventional V8 petrol Range Rover. And because this Electric model isn't built on a dedicated EV platform, there's no under-bonnet 'frunk' space either. The rival Mercedes G 580 EQ model shares these drawbacks, but offers much less boot space than you get with the EV Range Rover, which has luggage capacity unaffected by the installation of its EV drivetrain - above the floor base anyway. There's much less room below the cargo floor though, so if you want a spare wheel, it'll have to be carried with your luggage. Without that, boot capacity in the Standard Wheelbase model is 725-litres to the window line, rising to 1841-litres with the seats folded.
There's the usual choice of standard or long wheelbase body shapes and if you allow a budget of around £150,000 for your Range Rover Electric, you won't be too far out. Land Rover's aim was to price-position this model approximately at the level of a plush 'Autobiography'-spec combustion V8 variant. If that sounds a lot, then you might need some Range Rover price perspective. The company sells around 140,000 Range Rovers globally every year and the average transaction price is around £136,000. Obviously for that kind of money, you'd expect plenty of kit. And, just like combustion Range Rovers, this one gets Electronic Air Suspension with All-Wheel Steering and, for off piste use, Land Rover's All Terrain Progress Control, Terrain Response 2 and Low traction launch systems. As for luxury items, well across the line-up, you get a fixed panoramic glass roof, Pixel LED headlights, perforated 'Windsor' leather upholstery, front fog lamps and all the usual executive niceties. Including the WiFi-enabled 13.1-inch 'Pivi Pro' central touchscreen with its wireless 'Apple CarPlay' and 'Android Auto' systems. There's also a soft door close system, 3-Zone climate control, a powered steering column, a 3D Surround Camera system, a Park Assist set-up that steers you into spaces, keyless entry and Adaptive Cruise Control. You'd expect a high standard of drive assist and safety tech for the sum being asked here; well in a market where rivals are increasingly offering ever-more sophisticated semi-autonomous drive systems, the drive assist stuff isn't really cutting-edge. But there's all the camera safety stuff you'd expect. Including Emergency Braking, Lane Keep Assist, Blind Spot Assist, a Rear Collision Monitor and Traffic Sign Recognition. A Driver Condition Response system monitors levels of driver fatigue, a Rear Traffic Monitor warns you of oncoming traffic when reversing out of spaces and, for aid after an impact, there's Occupant Protection Assist.
We don't think it likely that many Range Rover Electric owners will be getting much more than around 250 miles between charges, which in the six-figure segment of the EV market is a disappointment. Still, thanks to this car's 800V electrical system, at least those charges will be quite quick. The 118kWh battery DC-charges at up to 350kW. Plus, like a rival Porsche Cayenne Electric, this Range Rover can bank charge by virtually splitting the batteries into a couple of 400V systems, helping it to top up more rapidly. At home, the Range Rover Electric will AC-charge at up to 22kW if your electricity supply facilitates it. A three-phase 11kW wallbox can add up to 60 miles of range per hour and fully charge the car in around 8 hours. What else? Well as with all Range Rovers, insurance is a top-of-the-shop group 50. Expect depreciation similar to that of the combustion PHEV model; with that, experts predict a residual value figure of between 70-74% after three years and 36,000 miles. There's the usual unremarkable Land Rover three year / unlimited mileage warranty, which you can extend for up to ten years and 100,000 miles at extra cost. Plus flexible servicing plans are available, allowing you to pay for scheduled maintenance up-front or on a monthly basis. Land Rover provides an 8-year/99,419 mile (160,000km) battery warranty.
Whether this is the world's ultimate electric luxury SUV is a matter of some debate. Most executives at Solihull believe it's the ultimate Range Rover - and quite a few potential customers might agree. After over half a century of production, a car from this model line is at last fully at one with nature it can plough through with nearly all the same assurance as before. We'd question though, whether the drivetrain chosen here is quite as advanced as you'd want for the exalted price tag. The towing reduction is disappointing. And the driving range capability is going to look out of date fairly quickly. All that said though, there's a serene, elegant, capable composure here that's almost Rolls-Royce Spectre-like. Certainly no other luxury electric SUV is quite the same. And perhaps never will be.
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