Range Rover Electric. The Silent Flagship Is Finally Here, and It Looks Exactly Like It Should

After a decade of development, years of teasers, a waitlist, and enough prototype drives to fill a boxset, the first fully electric Range Rover is finally here. Order books opened today, it’s built in Solihull, and it arrives with a simple principle. Be a Range Rover first and electric second.

That philosophy explains nearly everything about this car, including the thing you’ll notice first, which is that you won’t notice much at all. Park the Electric next to the gas and hybrid versions and you’d need to hunt for the differences. That’s not a lack of effort. That’s the entire point, and it’s a bolder choice than a flashy EV redesign would have been.

Spot the Difference (Good Luck)

The Range Rover Electric looks almost identical to the fifth generation Range Rover that arrived in 2021. The visible changes are remarkably restrained. They include an aerodynamically optimized grille, new wheels, and a tailored underbody.

That’s deliberate. JLR describes the design philosophy as being a Range Rover first and electric second. Given how some electric flagships have turned into rolling science experiments, there’s something confident about a brand that largely left the recipe alone.

V8 Power, Minus the V8

Under that familiar aluminum body sits an electrified take on Range Rover’s existing architecture, with two in house motors making 260 kW each. Combined, that’s up to 550 PS, which is about 542 horsepower in American money, and a hefty 850 Nm, or roughly 627 lb-ft, of torque. To put that in context, it delivers V8 levels of power with more torque than the 523 hp P530 V8, which makes 553 lb-ft. Range Rover says the torque figure is the highest of any Range Rover yet.

All that instant electric shove drops the 0 to 60 mph time to about 4.3 seconds, one tenth quicker than the 523 hp V8. But raw numbers were never the Range Rover way. The more telling figure is a quieter one. Range Rover calls it the quietest Range Rover yet. In a vehicle whose entire personality is built around serenity, that hush may matter more to buyers than the tenths.

Range and Charging. Good, Not Record Breaking

The Range Rover Electric uses an usable 118.5 kWh double stacked battery made up of 344 prismatic cells, and it delivers up to 372 miles on the WLTP cycle. Range Rover estimates up to 333 miles under EPA testing, and notes official EPA figures may differ. For many owners, that should comfortably cover daily driving with room to spare.

It’s a strong number. It’s just not a class leading one. BMW, for example, estimates up to 435 miles for the upcoming iX5 using EPA testing procedures. That’s a preliminary manufacturer estimate, but on paper it puts the BMW more than 100 miles ahead. For buyers who care more about refinement and capability than winning the range contest, 333 miles may be plenty.

Charging is where the Electric flexes some current tech. It rides on an 800 volt architecture, and Range Rover says that on a 350 kW DC fast charger it can go from 10 to 80 percent in about 22 minutes, or add around 125 miles in 10 minutes. If you want to understand why that 800 volt setup matters so much for fast charging, we broke the whole thing down in our guide to 400V versus 800V EVs.

Two more things worth knowing for North American buyers. The car has NACS built in, so it can use the Tesla Supercharger network directly, which takes a lot of the old road trip anxiety off the table. And Range Rover’s new ThermAssist heat management system, part of a vehicle for which JLR has filed more than 300 patent applications, can claw back up to 25 miles of range and cut heating energy use by 40 percent in extreme cold. That’s the kind of quiet engineering that pays off on a January morning.

Still a Proper Range Rover Off Road

This is where the electric conversion could have cost the Range Rover some of its traditional capability. On paper, it hasn’t given up much.

The Electric keeps a wading depth of up to 900 mm, which is around 35 inches. A new Integrated Traction Management system controls motor speed within 50 milliseconds and, according to Range Rover, manages slip up to 100 times quicker than a combustion engine equivalent. Paired with a new single pedal driving mode, it can pull away on slopes up to 33 degrees and complete a rolling climb up to 45 degrees. Range Rover also says the lower center of gravity and twin chamber air suspension enhance driving dynamics.

Towing is one area where the Electric gives up some capability. It can pull up to 5,511 pounds. That’s useful for a lot of buyers, but some combustion Range Rover versions can tow considerably more. If towing a large trailer is central to your life, the gap is real and worth weighing.

Inside: A Familiar Range Rover, Which Is the Point

The cabin is lifted almost wholesale from the standard Range Rover, which is no criticism, because that interior remains one of the most sumptuous places to sit in any SUV at any price. The EV specific changes live mostly on the screens, with new graphics, range prediction features, and over the air updates.

The companion app does the modern EV things you’d expect. From your phone you can check charge status and predicted range, precondition the cabin, warm the steering wheel, confirm the doors are locked, and schedule charging for cheaper overnight electricity rates. Software updates and battery diagnostics support ongoing maintenance too, so the car can be looked after proactively rather than only at the dealer. It’s the sort of everyday convenience that can become surprisingly hard to give up.

What It Costs

This is the number that will start conversations. In the UK, the Range Rover Electric opens at £154,070 on the road. In the United States, it starts at $138,000, and with the $2,450 destination charge that’s about $140,450 before tax, title, and other fees.

That puts the Electric firmly at the premium end of an already premium lineup. It also sits above US flagship rivals like the Cadillac Escalade IQ and the upcoming Genesis GV90, each of which stakes out slightly different flagship territory. Order books are open now across a broad spread of trims, from SE and Autobiography up through the SV, SV Ultra, and SV Black versions, plus a curated First Edition to kick things off. Standard and long wheelbase bodies are both offered, with availability varying by market.

Where I Land

The Range Rover Electric doesn’t win every spec sheet category. Its range is good rather than dominant, its towing takes a step back, and its price sits at the top of an already expensive family. If you shop purely by numbers, rivals will out point it.

But that misreads what this car is. On paper, Range Rover has preserved an unusual amount of what makes the original special. The wading depth survives, the serious off road hardware survives, the familiar cabin survives, and electric propulsion should only strengthen the quiet, effortless character the Range Rover already trades on. It kept the recipe and swapped the roar for a hush.

For someone who already wants a Range Rover and now wants it electric, the specification makes a lot of sense. That’s not a compromise. That’s the whole wish list, granted. The rest of us just get to watch a very quiet luxury barge go climb a muddy hill.

For buyers cross-shopping the flagship luxury EV segment, our three-row electric SUV guide puts it in context.