Range Rover Electric Review & Prices

The Range Rover Electric is the brand’s first full EV, and it’s been a long time coming. It’s a hugely posh, super-comfy car that’s simultaneously great to drive on the tarmac and unbeatable on the rough stuff. But it’s also more than £150,000 to buy, so it ought to be flawless - and its limited range means other top-tier EVs have an advantage.

Land Rover built the electric Range Rover’s motors, battery pack and power systems entirely in-house rather than using off-the-shelf components. It’s like hosting a dinner party with home-baked bread and hand-churned butter - a lot of extra effort, even if the end result tastes much the same as if you’d got it from Waitrose.

Alternatives to the Range Rover include the sporty Porsche Cayenne Electric, off-road focused Mercedes G-Class Electric, and luxurious Mercedes EQS SUV. Upcoming models such as the BMW iX5 and Bentley Torcal will also provide strong competition.

You might also consider the Range Rover Sport Electric, which uses the same powertrain but is a bit smaller and less luxurious - albeit cheaper and more agile. And if you're not quite ready to go fully electric, the Range Rover plug-in hybrid has a long range and a petrol engine for backup.

Visually, there’s almost nothing to mark the Range Rover Electric out from its diesel or hybrid siblings. You get a filled-in grille at the front, no exhaust pipes at the back, and ‘EV’ rather than ‘Land Rover’ on the wheel caps. Otherwise, it’s the same upright and rather stately silhouette as the standard car - no bad thing at all.

Range Rover Electric: electric range, battery and charging data

Range: 372 miles
Efficiency: 3.1mi/kWh
Battery size: 118.5kWh
Max charge speed: 350kW
Charge time AC: 19 hours, 0–100%, 7kW / 7 hours, 0–100%, 22kW
Charge time DC: 22 minutes, 10–80%, 350kW
Charge port location: Left rear AC/DC, right rear AC
Power outputs: 550hp

Even less has changed on the inside, bar a few EV-specific menus and readouts. This is mostly a good thing - the Range Rover’s interior is sumptuously trimmed and feels ultra-luxurious - but the infotainment is quite awkward to use, with things like the climate controls needlessly complicated.

Space on offer is pretty good. Very tall drivers might be surprised by how cosy the front seats are, but there’s enough room for six footers in the back seats, and if you opt for the long-wheelbase model they can really stretch out.

It’s a shame, though, that the Electric model isn’t available as a seven-seater like the petrol or diesel Range Rover is, due to the batteries living under the floor. If you need a seven-seat luxury EV, try the Mercedes EQS SUV.

Boot space is unchanged from the petrol or diesel, so you get a massive 725 litres up to the parcel shelf - larger than the Cayenne Electric’s 506 litres, or the EQS SUV’s 565. Some alternatives do have a large front storage compartment, though, which the Range Rover doesn’t - it means charging cables have to stay in the main boot area.

There will be two versions of the Range Rover Electric available, with 450 and 550hp respectively - though just the 550hp is available at launch. Both come paired to a huge battery pack, which will officially do up to 372 miles on a charge. We saw rather less than that, though, with about 245 miles possible in our testing - though more on that further down. Even on official figures, that's behind the Polestar 3, BMW iX5 or Porsche Cayenne Electric.

Regardless, you get ample power without the unnecessarily neck-snapping acceleration of alternatives such as the Porsche Cayenne Turbo Electric. You also get all the off-road prowess you’d expect from a Range Rover - it can tackle any terrain you’re likely to find in the UK with consummate ease.

It’s pretty great on the road, too. It’s super-comfy over bumps, the controls are all light and feel natural, and it’s whisper-quiet on every road surface. It’s not exactly agile - it’s far too big and heavy to be much fun on a tight country road - but standard four-wheel steering means it’s at least not too cumbersome in town.

Verdict

It’s been a long wait for an electric Range Rover, and the end result is fantastically comfortable, luxurious and refined, without sacrificing any of the off-road ability that’s always marked this out from other luxurious SUVs. It’s a shame that the range isn’t transformative, and that only being available in a high spec from launch means the starting price is over £150,000, but if you can afford it you probably won’t be too disappointed.

If you’re interested in this super-luxury SUV, check out Range Rover Electric deals, or find a Range Rover Electric lease deal here. You can search used Land Rover models for sale, and remember you can use Carwow to sell your old car when the time comes too.

The Range Rover Electric starts at around £154,000, rising beyond £250,000 for the most extravagant versions. That’s serious money even among luxury electric SUVs: a Mercedes EQS SUV starts at around £129,000, while you could buy two entry-level BMW iXs for roughly the price of the cheapest electric Range Rover.

The range starts with Autobiography, which includes air suspension, four-wheel steering, heated and cooled massaging front seats, four-zone climate control and a Meridian Signature stereo. The First Edition, at around £158,000, adds cushioned tailgate seating and an additional AC charging port.

Spend around £176,000 on the SV and you get more luxurious leather, hot-stone-style seat massage and Body and Soul seats, which let you feel vibrations from the music. The SV Black, from roughly £190,000, brings black exterior detailing, a matching interior and rear entertainment screens.

Long-wheelbase SV versions start at around £216,000, while the flagship SV Ultra takes the range into still more expensive territory, reaching around £259,000 in long-wheelbase form. All use the same 550hp electric powertrain, so the extra money buys luxury rather than more performance.

The Range Rover Electric’s sheer size means town driving is hard, but it’s a superb motorway cruiser

In town

The Range Rover Electric is a massive car - even moreso in long-wheelbase form - so you’ll want to be careful in tight parking space or going through width restrictions. However, the commanding driving position and light controls mean it’s easier to drive round town than you might think.

Great visibility and square dimensions help this, but best of all is the standard four-wheel steering which gives it a turning circle about the same size as a Renault Clio’s. Seriously impressive. The air suspension also means it makes short work of potholes and bumps around town. There's an easy-to-use one-pedal drive mode which works well, though the brakes feel progressive enough that you don't have to use it to drive smoothly.

On the motorway

Even a diesel Range Rover is fantastically quiet at 70mph, and taking engine noise totally out of the equation improves matters further. Our test cars were on all-season tyres which are a little noisier than summer tyres, but you could still very easily have a whispered conversation.

The suspension is once again pillowy soft, though it’s so wafty that for some people it can translate into car sickness. Luckily big windows all round means you can keep an eye on the horizon to alleviate this. Performance is ample, and it’s easy to get a really progressive acceleration going so your passengers’ necks don’t snap.

On a twisty road

With its size and weight, the Range Rover isn’t set up to be a B-road blaster - it’s totally capable, with lots of grip and predictable controls, but it’s not much fun. The controls are very light, but the steering’s accurate and you can tell where the wheels are pointing. There's also a pleasant sound piped in over the speakers, though this can be turned off.

However, physics can’t be totally cheated, and this big, heavy car rolls from side to side a lot in the bends, and rapid braking can be a little hair-raising as nearly three tonnes is drawn to a sudden halt. It’s much better taking it easy.

Ample rear seat space and a big boot, but there’s no front storage compartment - alternatives use their size more cleverly

Few cars have as commanding a driving position as a Range Rover - you sit high above other traffic, with a low window line and dashboard giving you a fantastic view out of the front. There’s plenty of adjustment in the seats, including the bolsters and the length of the seat cushion - and the seats themselves are so big and comfortable that it makes things rather cosy.

Storage spaces are good, though. The door bins can take a reasonably sized water bottle, but there are also twin gloveboxes, large cupholders and an under-armrest cubby that doubles as a fridge. There’s even a secret space beneath the cupholders, and a wireless charging pad under the infotainment screen.

Space in the back seats

In the short-wheelbase Range Rover there’s room for a six-footer to get really comfortable, while the luxurious long-wheelbase model really lets you stretch out - especially in models with the four-seat Executive Class layout.

It’s a real sanctuary with sumptuously comfortable seats, blinds for the rear windows and a fantastic view out. You also get seatback pockets, cupholders in the centre armrest and deep door bins, while there are no fewer than four USB-C ports as well as a 12V socket and a three-pin household plug.

Boot space

The Range Rover Electric gets the same boot space as the diesel, with up to 725 litres of space beneath the parcel shelf. You don’t get as much under-floor space, but there is still room for the charging cables.

Nevertheless, it’s still a massive space - bigger than the 565 litres you get in a Mercedes EQS SUV or the Porsche Cayenne Electric’s 506 litres, and even topping the Mercedes G-Class Electric’s 620 litres. The split tailgate is a classic Range Rover feature, giving you somewhere to sit to take off muddy boots or just for a mid road-trip picnic.

You don’t get a front boot, though, which a Porsche Cayenne offers as a useful space for wet, muddy or awkward luggage.

Beautiful materials and excellent build quality make the cabin feel special, but some everyday controls are unnecessarily fiddly

The Range Rover Electric’s interior does a convincing job of justifying its enormous price. The materials are gorgeous, the build quality is excellent and even the smaller controls feel suitably expensive. There’s none of that disappointment you get in some luxury cars when you recognise a switch from something costing a fraction of the price.

It’s a restrained design, too. Rather than covering the dashboard in screens and distracting trim, the Range Rover lets the materials do the talking. The clean surfaces and carefully finished details give it a luxurious feel without making it look like a nightclub.

The screens look a little small alongside those in newer alternatives, but that’s not necessarily a criticism. There’s something refreshing about an interior where the touchscreen isn’t the main attraction, and you don’t need an enormous display simply to follow the sat nav.

Unfortunately, the infotainment system makes some everyday tasks more awkward than they ought to be. Adjusting the temperature means using the touchscreen, which demands more attention than reaching for a proper dial. It’s particularly frustrating in a car whose otherwise relaxing cabin encourages you to settle in and forget about the technology.

Land Rover deserves credit for bringing back a physical volume dial and a separate drive mode switch, both of which make life easier. Proper climate controls would be a welcome next step, as would individual steering wheel buttons rather than the combined control panels.

According to official figures, the Range Rover Electric can manage up to 372 miles on a charge. Land Rover itself cites a 333-mile ‘real-world’ figure.

During our time with the car, we measured efficiency at just under 2.1 miles per kWh - resulting in a range figure of about 245 miles on a charge. Our test route through Scotland included lots of single-track roads and some use of ‘Dynamic’ mode, but no motorways - when we get access to a car for extended testing, we’ll be sure to see how it does in more representative town and cross-country driving.

That efficiency figure isn’t too surprising given the car’s vast weight and bulk, but the range figure is a bit disappointing when alternatives can manage over 300 miles to a charge. A Cayenne Electric in its more basic forms top that figure, and a Polestar 3 did over 400 miles in our range test.

At least charging is quite quick, at 350kW - that means a 10-80% top-up in 22 minutes. You can also AC charge at up to 22kW, allowing you to make the most of speedy chargers at businesses and hotels.

In terms of other costs, the Range Rover Electric falls into the lowest rate of Benefit-in-Kind tax for company car drivers, though its high list price means rates are still relatively hefty. First-year road tax isn’t too bad, but all versions pay the expensive car supplement in years two-six.

Euro NCAP hasn’t tested the Range Rover Electric specifically, and the safety rating for the regular model was last done in 2022 - so it’s several test protocols out of date. Still, it scored a full five stars, and safety kit is ample on all versions - plus, the car’s sheer size should give you some reassurance about your safety in a crash (though not necessarily the safety of whatever you hit).

Land Rover is to be commended for adding in a quick way to turn off the more annoying beeps and bongs without losing essential safety kit - you can set up a custom profile which is activated with just two clicks of a button on the steering wheel.

Security has been a concern with Range Rovers in the past - they’re desirable cars and have been vulnerable to certain types of theft. Newer models have taken steps to alleviate this, and you also get 12 months of vehicle tracking included, with a subscription available to keep this going afterwards - well worth factoring into your running costs.

The Range Rover Electric is too new to have an established reliability record, but the petrol and diesel model has somewhat bucked the trend of unreliable Land Rovers. While it’s hardly going to be as trouble-free as a Toyota Corolla, the Range Rover and its closely-related Range Rover Sport sibling have seen a positive trend upwards in recent years.

Land Rover’s wider reputation still warrants caution. It finished 10th out of 30 manufacturers overall in the 2026 Driver Power owner satisfaction survey, with owners particularly pleased with styling and interior quality, but only 26th for reliability. Clearly, there’s still work to do before dependability becomes a reason to choose the brand.

The three-year, unlimited-mileage warranty matches BMW and Mercedes, although it’s hardly generous given the price. The battery gets separate cover for eight years or 100,000 miles, whichever comes first, matching the alternatives.