2027 Range Rover Electric: 542-HP Flagship SUV With Up to 372-Mile Range

The Range Rover Electric is Land Rover's first fully electric flagship SUV, officially revealed on September 2, 2026 as a new powertrain option alongside the existing V8, plug-in hybrid, and mild-hybrid diesel Range Rovers on the current fifth-generation (L460) body. The car is assembled at the brand's historic Solihull plant in the UK, while its twin motors and 118.5 kWh battery are built at Land Rover's new Electric Propulsion Manufacturing Centre in Wolverhampton. A dual permanent-magnet motor AWD system produces a combined 405 kW (550 PS / 542 hp) and 850 Nm (627 lb-ft) of torque, paired with an 800-volt architecture and a WLTP-rated range of up to 372 miles (roughly 600 km). Land Rover's engineers say they benchmarked the project against the brand's own Range Rover V8 rather than any rival EV, chasing the same composure, near-silence, and genuine off-road capability the nameplate is known for, including a 900 mm wading depth and a traction system that reacts to wheel slip in 50 milliseconds. Pricing starts at $138,000 in the US ($140,450 with destination) and £154,070 on-the-road in the UK for the entry SE trim, climbing to $183,850 for a long-wheelbase First Edition, roughly $25,000 more than the equivalent gas V8 model. Orders are open now, with first customer deliveries scheduled for 2027, aimed squarely at existing Range Rover buyers who want the full luxury and off-road pedigree with an instant-torque, silent electric powertrain rather than a repositioning toward a mainstream EV-SUV shopper.

Performance & Specs

Every Range Rover Electric uses the same drivetrain: one permanent-magnet motor on the front axle and one on the rear, both using silicon-carbide power electronics, for a combined system output Land Rover caps at 405 kW (550 PS / 542 hp) and 850 Nm (627 lb-ft) of torque. Land Rover states 0-60 mph in 4.3 seconds (0-100 km/h in 4.5 seconds, per its European press materials) and an electronically limited top speed of 200 km/h (124 mph) — quicker off the line than the flagship Range Rover V8's 4.5-second 0-60 time, according to Land Rover's own comparison. Engineers interviewed for the launch film describe going through several motor configurations, including an early plan to mix a permanent-magnet motor with an induction motor, before settling on the current twin permanent-magnet layout specifically because it was the only setup that delivered full performance in every driving condition; the powertrain program alone generated over 100 of the model's 300-plus patent applications. The signature technology is Integrated Traction Management (ITM), which Land Rover says reacts to wheel slip roughly 100 times faster than a conventional combustion-car traction-control system, in as little as 50 milliseconds — a claim the vehicle's chassis engineers repeat on camera, saying the system corrects for a slippery surface faster than a driver can feel it happening. A twin-chamber air suspension lowers the SUV's center of gravity versus the combustion Range Rover while preserving full wheel travel, and the whole vehicle was benchmarked against the existing Range Rover V8 rather than any electric rival, with engineers stating the goal was for the powertrain to "disappear" behind the same composed, unhurried character the nameplate has always had.

Powertrain	Dual-motor AWD BEV
Power	405 kW (550 PS / 542 hp)
Torque	850 Nm (627 lb-ft)
0–100 km/h	4.5 s
Battery	118.5 kWh usable
Range	Up to 600 km (372 mi, WLTP)

POWERTRAIN TYPE	BEV (battery electric)
HORSEPOWER	542 hp (405 kW / 550 PS)
ACCELERATION	4.3 s 0–60 mph / 4.5 s 0–100 km/h
TOP SPEED	200 km/h (124 mph, electronically limited)
DRIVETRAIN	Dual-motor AWD, one permanent-magnet motor per axle
BATTERY	118.5 kWh usable, 800V, double-stack, 344 prismatic cells
ELECTRIC RANGE	Up to 600 km / 372 mi (WLTP); 536 km / 333 mi (real-world estimate)
COMBINED RANGE	—

Dimensions & Practicality

Length	5,052 mm (5,252 mm LWB)
Width	2,047 mm
Height	1,870 mm
Wheelbase	2,997 mm (3,197 mm LWB)
Ground clearance	Not officially published for Electric

The Range Rover Electric shares its body dimensions with the standard-wheelbase and long-wheelbase combustion Range Rover, since Land Rover engineered the L460 platform from the outset to accept either a conventional drivetrain or the new electric one without growing the wheelbase, widening the track, or eating into cabin space — a packaging requirement the powertrain team specifically called out as non-negotiable during development. That means a 5,052 mm standard-wheelbase body (5,252 mm on the LWB) on a 2,997 mm wheelbase (3,197 mm LWB), with the 118.5 kWh battery, motors, and associated electronics packaged in the space that would otherwise hold a fuel tank, exhaust, and gearbox. Land Rover has not yet published an Electric-specific cargo figure; the equivalent standard-wheelbase combustion Range Rover offers roughly 1,153 liters (40.7 cu ft) behind the second row and about 2,365 liters (83.5 cu ft) with the second row folded, and since the battery sits beneath the floor rather than intruding into the boot, similar figures are expected once official Electric-specific numbers are released. No front-trunk (frunk) capacity has been disclosed. Inside, the cabin carries over the current Range Rover's 20-way adjustable front seats with power lumbar and side-bolster adjustment, an electrically adjustable steering column, and the same high, commanding seating position the nameplate is known for.

LENGTH	5,052 mm (5,252 mm LWB)
WIDTH	2,047 mm
HEIGHT	1,870 mm
WHEELBASE	2,997 mm (3,197 mm LWB)
CARGO VOLUME	Not yet published for Electric (ICE SWB reference: ~1,153 L / 2,365 L seats folded)
FRUNK	Not confirmed

Charging & Battery

The Range Rover Electric's 118.5 kWh usable battery is built as a double-stacked pack from 344 prismatic cells on an 800-volt architecture, a first for the Range Rover lineup. Land Rover rates peak DC fast-charging at 350 kW, enough to take the pack from 10-80% in approximately 22 minutes, or to add up to 137 miles (220 km) of WLTP range in just 10 minutes on a suitable ultra-rapid charger. A ThermAssist thermal-management system, which recovers waste heat to warm the cabin and battery more efficiently, is credited with adding up to 25 miles (40 km) of real-world range and cutting the energy used for cabin heating by around 40% versus a conventional heat pump. Land Rover also fits a Battery Digital Twin that continuously logs over 900 data points per pack for predictive health monitoring, and backs the battery and motors with an 8-year/100,000-mile warranty. In North America, owners get access to the Tesla Supercharger network on top of the standard CCS network; in the UK and Europe, Land Rover cites access to more than 1 million public chargers via the Range Rover app.

BATTERY	118.5 kWh usable, 800V double-stack
AC CHARGING	Not officially published
DC FAST CHARGING	Up to 350 kW peak
DC 10-80% TIME	~22 min

Design & Interior

Land Rover's design brief was deliberately conservative: the Range Rover Electric is nearly indistinguishable from its combustion siblings at a glance, sharing the same flat clamshell hood, hidden door handles, and minimalist LED lighting signature, with only a reworked aerodynamic front grille, a bespoke set of wheels, and a tailored underbody distinguishing it visually and aiding motorway range — there is no "EV" or "Electric" badge visible on the exterior. Inside, the cabin retains the current Range Rover's design language: a floating center touchscreen, a fully digital driver display, and the brand's usual mix of leather, open-pore wood, and metal trim. Front seats offer 20-way power adjustment with lumbar and bolster control, heating, ventilation, and massage, and the steering column adjusts electrically for reach and rake. Land Rover's sound engineers built a bespoke synthesized soundtrack for the Electric rather than mimicking a V8 or six-cylinder engine note, describing the goal as "subtle" and "discreet"; the finished sound design is built around an F-major chord with an added seventh and ninth, intended to feel bright and understated rather than performance-car aggressive. Acoustic engineers say the priority was minimizing road and wind noise specifically, since the electric motors themselves are already close to silent, making the Range Rover Electric, in Land Rover's own words, the quietest and most refined Range Rover the company has built.

Technology & Features

The Range Rover Electric was the first Range Rover developed substantially in a virtual environment: engineers say roughly 80% of the finished vehicle's dynamic character was tuned in a driving simulator at Land Rover's Gaydon facility before a running prototype existed, using a digital twin built from around 80 miles of mapped test tracks, public roads, and proving grounds, including the brand's snow-and-ice facility in northern Sweden. Land Rover says this let the team refine ride, handling, and traction-system calibration in parallel with, rather than strictly after, physical prototype builds. On the software side, the car supports over-the-air updates and connects to a companion Range Rover smartphone app for remote charge scheduling, climate pre-conditioning, and vehicle status. An automatically adaptive single-pedal driving mode is tuned specifically for low-traction and off-road surfaces — Land Rover's engineers note that the technology makes committing to a throttle input on a steep dune noticeably less intimidating than in a combustion Range Rover, since the electric motors deliver smooth, immediately controllable torque rather than a lag-then-surge power delivery.

Safety & ADAS

The Range Rover Electric carries over the current Range Rover's driver-assistance suite, built around a camera, radar, and ultrasonic sensor array for adaptive cruise control, lane-keeping assistance, blind-spot monitoring, and a 360-degree camera system for low-speed maneuvering and off-road visibility. The car's headline safety-adjacent technology is really the traction and stability side: Integrated Traction Management reacts to a loss of grip in as little as 50 milliseconds, and the Intelligent Driveline Dynamics system blends and filters the electric motors' instant torque delivery specifically to avoid overwhelming available grip, a scenario the engineering team says is a much bigger risk with an EV's instant torque than with a combustion engine's more gradual power delivery.

Available Versions

VERSION	POWER	TORQUE	0-100	TOP SPEED	DRIVETRAIN	BATTERY	EV RANGE	COMBINED RANGE	PRICE	KEY DIFFERENCES
SE (SWB)	542 hp	850 Nm	4.5s	200 km/h	AWD	118.5 kWh	600 km	—	$138,000	Entry trim, standard wheelbase
First Edition (LWB)	542 hp	850 Nm	4.5s	200 km/h	AWD	118.5 kWh	600 km	—	$183,850	Long wheelbase, launch-only trim, tailgate event seating, console fridge

Pricing & Availability

Range Rover Electric order books opened on September 2, 2026, with first customer deliveries scheduled for 2027. US pricing starts at $138,000 for the SE ($140,450 with destination), with HSE, Autobiography, SV, SV Ultra, and SV Black trims offered above it in both standard- and long-wheelbase form; a long-wheelbase First Edition launch trim, available in Belgravia Green, Santorini Black, or Varesine Blue, starts at $183,850. In the UK, pricing starts at £154,070 on-the-road for the entry SE and runs up to £190,320 for a standard-wheelbase SV Black or £225,240 for the long-wheelbase SV Black, with a Range Rover Bespoke commissioning service available for buyers wanting further personalization. The car is manufactured at Land Rover's Solihull, UK plant, the same facility that has built every Range Rover since the original 1970 model, with the electric motors and battery pack produced at the newly built Electric Propulsion Manufacturing Centre in Wolverhampton, UK.

How It Compares

Against the Porsche Cayenne S Electric, the Range Rover Electric is both less powerful (542 hp vs 657 hp) and shorter-ranged (600 km vs 653 km WLTP) for roughly $11,700 more, a gap that reflects Porsche's newer 800V PPE platform and Range Rover's heavier, more off-road-focused body-on-frame-derived construction. The Lotus Eletre undercuts the Range Rover Electric on price while offering dramatically more power (905 hp) and a longer WLTP range, though it trades away the decades of genuine off-road pedigree, wading depth, and low-range-style traction software that define the Range Rover's identity. The BMW iX xDrive60 costs nearly $50,000 less and still beats the Range Rover Electric's WLTP range, underscoring that this is not a segment where the Range Rover competes on raw efficiency or a spec sheet — its case rests on off-road capability, brand cachet, and refinement that don't show up in a power/range/price table.