Range Rover Sport Electric Review & Prices

The Range Rover Sport Electric is the smaller sibling to the Range Rover Electric. It’s an imposing luxury SUV that’s great to drive with a fab interior, but it doesn’t seem quite as desirable as its big brother - and you don’t get a meaningful increase in range to make up for the size disparity, either.

However, one of the Range Rover Sport Electric’s trump cards is that it’s available from a much cheaper starting price than the full-fat version. It’s like booking a room in the main hotel rather than the penthouse - you still get the posh address, the great view and access to the spa and gym, but without paying for the space and extravagance you might not need.

There are plenty of luxury EV alternatives, though. The Porsche Cayenne Electric is an obvious alternative, as are the BMW iX and Polestar 3. Even the combustion-engined Rover Rover Sport is worth considering, particularly the long-ranged plug-in hybrid models.

You might struggle to tell the difference between the regular Sport and this new Electric model. The shape and bodywork are identical, with the changes limited to a revised, closed-off grille and some subtle EV badging. It definitely doesn’t shout about being an electric car in the same way a BMW iX does.

Range Rover Sport Electric: electric range, battery and charging data

Range: 374 miles
Efficiency: 3.2 miles per kWh
Battery size: 118.5kWh
Max charge speed: 350kW
Charge time AC: Approximately 11hrs, 0–100% at 11kW
Charge time DC: 22mins, 10–80% at 350kW
Charge port location: Right rear AC/DC, left rear AC
Power outputs: 550hp

Inside, there’s a similarly restrained design identical to the regular Sport, with just a few EV-specific readouts on the screens the only indicator of the car’s powertrain. That means there’s good space for adults, a commanding high driving position and plenty of storage for your odds and ends, all wrapped up in a cabin that feels suitably expensive.

It’s uncluttered to the point of minimalism, though, which is rather annoying in practice. Land Rover hasn’t gone so far as to put things like the mirror adjustment or air vent positioning in the central screen, but a lot of functions are to be found there including the climate control, which wouldn’t be an issue if the display itself was a bit more responsive and easy to use.

The Range Rover Sport Electric’s battery is enormous, larger than that in a BMW iX or Polestar 3. Land Rover claims you can do more than 370 miles on a charge, but in our testing we saw that figure to be below 300 miles - not fantastic, though super-fast charging means you can at least put a good chunk back in a few minutes at a motorway services.

Though it uses very similar underpinnings to the big Range Rover, the Sport is quite different to drive - and in the respective electric versions, the gap is actually larger than it is between the combustion cars. Especially in Dynamic mode, the Range Rover Sport Electric feels like a totally different car to the Range Rover Electric.

There’s a wide spread of personality between Comfort and Dynamic mode, and in the former it’s still fantastic for wafting around town. It’s also surprisingly good on a twisty road, and like all Range Rovers the Sport Electric is a spectacularly good off-roader.

Verdict

Though it starts at a lower trim level, and therefore a lower price point than the Range Rover Electric, the Range Rover Sport Electric is still a very expensive way to get an EV on your drive. It’s fantastic to drive and gorgeously comfortable to sit in, even though the range on a charge is sub-par. The less luxurious back seats and slightly less distinguished looks mean we’d probably stretch to the full-size Range Rover Electric, though.

If you’re interested in this handsome electric SUV, check out Range Rover Sport Electric deals, or find a Range Rover Sport 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 Sport Electric starts at around £110,000 in Dynamic SE trim. That’s roughly £44,000 less than the cheapest Range Rover Electric, partly because the bigger car’s range starts at Autobiography. Move up to a Sport Autobiography, at around £123,000, and there’s still a substantial saving; the First Edition costs about £126,000. All three launch versions use the EV550 powertrain.

Dynamic SE doesn’t leave you short of the important mechanical equipment, with air suspension, active body-roll control and four-wheel steering. It also includes a surround-view camera, adaptive cruise control and the 13.1-inch touchscreen. The more expensive versions are worth considering for their additional luxury, rather than because the entry-level car misses out on the technology that defines how it drives.

Even so, the Sport is expensive alongside the Porsche Cayenne Electric, Polestar 3 and BMW iX, all of which can be had in high-spec trims for well below £100,000.

Surprisingly easy to drive in town and unbeatable off-road, but still not a sports car on a twisty lane

In town

Electric power really suits the Range Rover Sport, and nowhere is that more apparent than in town. There’s no grumbly diesel at low rpms, no gearbox to get confused at a junction, just smooth and instantaneous power whenever you want it.

It’s even more silent than the regular Range Rover Sport thanks to the lack of engine noise, and the air suspension does a great job of isolating you from lumps and bumps. It’s a tiny bit less comfortable than the full-size Range Rover, but it’s still far more cossetting than a BMW iX or Polestar 3.

Don’t forget it’s still a very large car, though. While four-wheel steering gives it a surprisingly tight turning circle, you’ll still need to park carefully, and its two-plus-metre width can be a squeeze in tight streets.

On the motorway

With 550hp on tap there’s no shortage of shove when you need the Range Rover Sport Electric to power down a sliproad or execute a swift overtake. And it’s all available instantly, without having to wait for the gearbox to kick down.

But when you’re taking it easy, the Range Rover Sport is a spectacularly good cruiser - just like its bigger brother. It’s whisper-quiet, effortlessly comfortable with the air suspension and the seats are all very comfortable indeed. The assisted driving tech works quite well, though there’s no clever hands-off driving like you get in the fanciest alternatives.

On a twisty road

This is where the Sport makes its strongest case against its bigger sibling. Switching into Dynamic produces a much more obvious change, rather than leaving you wondering whether you’ve selected a different setting at all.

It gives the car a clearer sense of purpose. You can enjoy the relaxed character in Comfort, then choose something more focused when the road becomes interesting. The Sport’s considerable dimensions don’t disappear in Dynamic mode, though - it’s still a very large and heavy car, so needs care on smaller roads.

It’s less overtly sporty than the Porsche Cayenne Electric, and doesn’t feel quite as agile. But with light, accurate steering and bags of grip, it’s really rather satisfying to string together corner after corner in the Range Rover Sport Electric.

If your ideal road is one with no tarmac at all, you’ll be pleased to know that the Range Rover Sport Electric retains the Terrain Response system that its bigger sibling has, as well as a 900mm wading depth. In fact, other than a minor reduction in ground clearance, it’s arguably a better off-roader than even a diesel Range Rover as the electric motors can respond more quickly. Certainly there’s very little in the UK that’ll be able to challenge you unless you’re in the business of driving up mountains.

Plenty of room for people and luggage, but you don’t get the useful front boot of alternatives

The Range Rover Sport has a slightly lower driving position than the super-commanding Range Rover, but you still sit way above most traffic giving you a great view out. The seats are very adjustable but don’t actually go back too far, so very tall drivers should try before they buy.

Storage for smaller items is great. There are twin gloveboxes, big door bins and lots of room in the centre console for bits and bobs, including a wireless phone charger.

Space in the back seats

There’s plenty of room for adults in the back of the Sport - it’s not quite as palatial as a Polestar 3, but six-footers should still easily be able to get comfortable. It’s also wide enough to carry three without much drama, though the centre seat is rather high set and uncomfortable.

Rear passengers get seatback pockets, charging sockets, big windows for a great view out and a fold down armrest when there’s no centre passenger in situ. Five seats is the maximum, though - there’s no seven-seat option.

Boot space

With a massive 647 litres of space, the Range Rover Electric has a larger boot than the Polestar 3, BMW iX or Porsche Cayenne. It’s square and easy to load, with useful buttons to ‘squat’ the air suspension at the rear for a lower loading sill.

You don’t get the useful front storage area of the Polestar 3 or Porsche Cayenne Electric, though, which is a very handy place to store charging cables.

There’s also a 2,500kg braked towing limit - not as much as the diesel models, but still ample for a caravan, horsebox or other trailer. Just bear in mind the effect it’ll have on your range.

Restrained design and top-class build quality, but cramming every function onto one display is a pain

Just like the bigger Range Rover, the Sport Electric’s interior is a lovely place to sit. Material choice is top-notch, with everything swaddled in leather, metal or high-quality plastic - and unlike the competition, you won’t find any of the Range Rover’s switchgear borrowed from much cheaper cars, so it feels rather special.

That feeling doesn’t totally evaporate when you start using it, though there are issues. While the driver’s display is big, clear and easy to operate, the infotainment screen tries to cram in rather too many features and is a bit of a pain to use. It’d be easier if climate controls could be dealt with elsewhere, but they have to be operated through the display.

At least Land Rover has avoided the temptation to fit the car with acres of display, especially not a useless passenger-side screen that’ll get used once.

The Range Rover Sport Electric uses a huge 118kWh battery with a claimed range figure of up to 374 miles. It also quotes a ‘real-world’ range of 333 miles, but during our time with the car we saw an efficiency figure that puts that number closer to 250 miles.

Our test route through Scotland wasn’t totally representative - it included off-roading, lots of single-track roads and some use of ‘Dynamic’ mode. We’ll be keen to see what the car can manage on more everyday roads when we get one in for testing, but it seems unlikely that everyday range will top 300 miles, let alone get close to the Polestar 3 or BMW iX.

Charging is more encouraging, and a suitable rapid charger can deliver a quoted 10–80% top-up in 22 minutes.

For company car drivers, electric power brings a much lower Benefit-in-Kind percentage than a petrol or diesel Sport. The high list price still matters, though, because it’s used to calculate the taxable benefit. Private buyers should also budget for the expensive car supplement on top of standard road tax in years two to six.

The Range Rover Sport Electric hasn’t been tested separately by Euro NCAP, and the regular Sport’s crash test score dates from 2022 and so is a few protocols behind, meaning it shouldn’t be compared against newer results.

However, safety equipment is ample, and Land Rover deserves a pat on the back for finding a sensible way to quickly disable the most annoying beeps and bongs - just set up a custom profile and you can activate it with two clicks on the steering wheel.

Theft has previously been a concern for Range Rover Sport owners, but the latest model is much less vulnerable than previous cars. For extra peace of mind, you get 12 months of vehicle tracking included, and the option to continue this on a subscription basis.

The Sport Electric is too new to have a meaningful long-term reliability record. Its relationship with the existing Sport gives some context for the body, cabin and shared equipment, but doesn’t establish how dependable the new electric powertrain will be.

Land Rover’s reputation remains mixed. The brand finished 10th out of 30 manufacturers overall in the 2026 Driver Power survey, but only 26th for reliability.