The Range Rover Electric is finally here, starting at $138,000 with a 118.5 kWh battery, 543-hp dual-motor setup, and a claimed 45-degree climbing angle. It undercuts the V8's towing capacity by over a ton and its EPA range trails rivals like the BMW iX5 — but Land Rover says off-road capability wasn't compromised.
After years of teasing, Land Rover has officially unveiled the Range Rover Electric — the flagship SUV's first-ever zero-emission variant. It looks almost identical to the fifth-generation combustion Range Rover that arrived in late 2021, with changes limited to a slipperier grille, new wheels, and a reworked underbody. What's different is everything underneath.
Two electric motors, both engineered and built in-house by Land Rover, produce 349 hp each for a combined 542-543 hp (accounts vary slightly by measurement standard) and 627 lb-ft of torque — enough to beat the twin-turbo V8's output and shave the 0-60 mph time to 4.3 seconds, a tenth quicker than the gas model. Energy comes from a double-stacked, 118.5 kWh lithium-ion battery built from 344 prismatic cells on an 800-volt architecture, with a native NACS charge port for the North American market. On a 350 kW DC fast charger, Land Rover says the battery goes from 10-80% in about 22 minutes, adding up to 137 miles of range in just 10 minutes.
Land Rover is positioning the Electric as no less capable off-road than its combustion siblings. The new Integrated Traction Management and Intelligent Driveline Dynamics systems are rated to handle inclines up to 33 degrees while pulling away and rolling climbs of up to 45 degrees. Sensors automatically detect water depth and raise ride height, giving the SUV a maximum wading depth of 35.4 inches. Land Rover also says the Electric runs about 7 dBA quieter than the V8 under full throttle, a meaningful gap in real-world cabin noise.
The Range Rover Electric is nearly indistinguishable from the combustion SUV it's based on — the changes are almost entirely under the skin, not on the surface.
The Electric isn't a strict upgrade over the gas Range Rover in every category. Maximum towing capacity drops to 5,512 lbs, down from 7,716 lbs on combustion models and 6,614 lbs on the plug-in hybrid — a loss of more than a ton compared to the V8. At 6,360 lbs, the Electric is also 165 lbs heavier than the plug-in hybrid variant, though its lower center of gravity is intended to offset some of that in handling. Range is respectable but not segment-leading either: the 570-hp BMW iX5 60 AWD, a direct luxury-EV-SUV rival, carries an EPA estimate of 435 miles, well ahead of the Range Rover Electric's 333.
| Spec | Range Rover Electric | Range Rover V8 (gas) |
|---|---|---|
| US starting price (with destination) | $140,550 | $115,750 |
| 0-60 mph | 4.3 sec | 4.5 sec |
| Max towing capacity | 5,512 lbs | 7,716 lbs |
| Curb weight | 6,360 lbs | Lower (V8 not disclosed here) |
The Range Rover Electric will be offered in short- and long-wheelbase configurations across SE, HSE, Autobiography, SV, SV Ultra, and SV Black trim levels, plus a curated First Edition launch model. It's built alongside the mild-hybrid and plug-in hybrid versions at Land Rover's Solihull, UK plant, and includes the brand's usual interior touches carried over from the gas model, including an available interior fridge and tables, now paired with EV-specific instrument graphics and AI-assisted range prediction.
The bottom line: The Range Rover Electric delivers exactly what you'd expect from Land Rover's first EV flagship: strong power, genuine off-road engineering rather than a token effort, and a price that reflects its ultra-luxury positioning. The real tradeoffs — reduced towing capacity and EPA range that trails key rivals like the BMW iX5 — matter most for buyers who actually use those capabilities, rather than those simply drawn to the badge.
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