This is the all-new Range Rover Sport Electric, unveiled less than a month after JLR lifted the veil on the full-size Range Rover Electric. It borrows much of its technology from its larger sibling and looks virtually identical to the current combustion-powered model on sale.

Built on an updated version of the company’s Modular Longitudinal Architecture Flex (MLA-Flex) with an 800-volt electric system, the new model is driven by a gargantuan 118.5 kWh lithium-ion battery pack. You won’t get the same range from this battery as you will from a plug-in hybrid Range Rover Sport, but the battery is big enough to deliver a solid driving range of up to 373 miles (600 km).

Read: The Electric Range Rover Costs $25,000 More Than The Gas One And Tows A Ton Less

A pair of electric motors sends power to the pavement, delivering 542 hp and 627 lb-ft (850 Nm) of torque. With Dynamic Launch Control active, the EV reaches 62 mph (100 km/h) in 4.5 seconds, matching a supercharged V8-powered Range Rover Sport. Obviously, you won’t get the same aural thrills as the eight-cylinder model, but plenty of people appreciate the utter silence of a high-powered, performance EV, and that’s where this should deliver.

There Are Sounds, If You Want Them

Range Rover engineers have developed a special soundscape for the Sport Electric, claiming it “blurs the lines between music and engineering.” Whether it will give the SUV the emotion delivered by one of the V8 models remains to be seen.

Shoppers needn’t worry about the Range Rover Sport losing any of its off-roading credentials as it’s moved to electric power. It comes equipped with the most up-to-date version of the firm’s Intelligent Traction Management system, Dynamic Air Suspension and Active Roll Control. It also has twin valve dampers and an adaptive dynamics system that monitors 100 different parameters 500 times per second, giving the Range Rover Sport Electric extraordinary control of body roll and pitch.

To show off the SUV’s credentials, Range Rover tested it at open-air Carrara marble quarries in Italy, where it tackled the slippery surfaces and steep inclines and declines with ease. Further boosting the model’s usability is all-wheel steering. It can also wade through up to 35.4 inches (900 mm) of water and tackle 45-degree inclines.

Stiffer And Sportier

Compared to a current plug-in hybrid Range Rover Sport, the Electric model’s body structure is 61 percent stiffer, and the center of gravity is 2.8 inches (73 mm) lower. Like the full-sized model, the Range Rover Sport Electric supports DC fast charging at up to 350 kW, meaning the large battery can be charged from 10-80 percent in just 22 minutes, giving it up to 137 miles (220 km) of range in just 10 minutes.

Other than the lack of exhausts, it’s very hard to differentiate the EV from combustion-powered versions. With that being said, it does have a slightly more aerodynamic grille design and also has unique alloy wheels.

“Range Rover Sport is the most dynamic expression of Range Rover,” the firm’s managing director Martin Limpert said. “With Range Rover Sport Electric we’re taking that spirit of visceral engagement and desire into the electric age. It is first and foremost a Range Rover Sport. The seamlessly-integrated electric propulsion system means we’ve been able to unlock new levels of responsiveness and precision, with a uniquely tuned chassis set-up, performance-focused torque delivery, and distinctive sound profiles that ensure our clients enjoy the very best driver engagement in a sporting luxury SUV.”

The Range Rover Sport Electric will be sold in Dynamic HSE and Autobiography guises, the latter giving customers access to Range Rover’s Bespoke commissioning service, allowing for near-endless customization options. Customer deliveries will start in select markets in the first quarter of 2027, although the US will not be among them, with confirmation that the EV won’t be available for the 2027 model year.

Jaguar Land Rover isn’t concerned about vehicles emerging from China with designs suspiciously similar to its own, noting they cannot match the heritage of Range Rover and have so far yet to impact the brand’s sales.

Of all the new SUVs being launched by Chinese brands, none have drawn more comparisons to existing Range Rover models than those from Chery-owned Jaecoo, specifically the J5 and the J7, often labeled as the ‘Temu Range Rover.’ We tested the J5 recently, though it obviously doesn’t compete in the same segment as any Range Rover. Speaking with Australian media recently, global Range Rover managing director Martin Limpert said if anything, having its designs copied is a “compliment.”

Read: They Nicknamed It The Temu Range Rover, Car Insurers Are Pricing It Like The Real One

“If other brands… copy our designs [it] is a signal that within the luxury world our design seems to be inspirational… what is important for us is to stay [as] the original – that’s why we will keep evolving,” Limpert told Car Sales. “It’s probably a bit of a badge of honor – we take it as a compliment.”

Range Rover Still Stands Out

Jaecoo 7

Limpert went on to add that people buy a Range Rover because “they want the best of the best,” and they’re willing to “pay the extra money” for it.

“We are operating from a position of strength… having that British originality, design and engineering ingenuity built over more than five decades and five generations of Range Rover has specifically brought us into a position where we are thankfully synonymous with the choice of [world] leaders.”

As impressive as some new Chinese vehicles are, they obviously lack the heritage and name cachet of some legacy brands. However, recent sales trends show that car buyers in the lower end of the market are buying Chinese cars in growing numbers, often won over by their value. Buyers in the premium and luxury segments are very loyal to the brands they like, however, and it won’t be easy for new entrants to sway shoppers out of car companies they already trust.

Moving forward, Range Rover’s global marketing boss Ryan Miller added that the company will continue to differentiate its models from the competition. One obvious example of this is the new low-slung GT, set to launch soon as the brand’s fifth model.

Land Rover has finally pulled the covers off the Range Rover Electric, giving its flagship SUV a battery-powered option after years of teasing. The pitch is V8-matching output from a silent dual-motor all-wheel-drive setup, the usual isolation from the outside world, and, according to Gaydon, no loss of off-road ability.

Look for visual drama and you won’t find any. The Electric is nearly indistinguishable from the fifth-generation combustion SUV that arrived in late 2021, with changes limited to a slipperier grille, new alloy wheels, and a reworked underbody. Together they trim the drag coefficient by 0.01 cd and add up to 10 miles (16 km) of highway range.

More: Range Rover’s New GT Is The Sedan-Like Crossover Gaydon Knows Will Split Buyers

The SUV will be offered in standard- and long-wheelbase configurations across SE, HSE, Autobiography, SV, SV Ultra, and SV Black trim levels, alongside a curated First Edition launch model.

The interior is also carried over from the standard Range Rover, albeit with EV-specific graphics on the screens featuring AI-assisted range prediction and over-the-air updates for the battery. A lot of emphasis was given to acoustic refinement, with the electric model running 7 dBA quieter under full throttle compared to the V8-powered version.

Electric Power

Beneath the familiar aluminum body sits an electrified take on the Modular Longitudinal Architecture (MLA). Two electric motors, both engineered and built in-house, make 349 hp (260 kW / 354 PS) each, for a combined 542 hp (405 kW / 550 PS) and 627 lb-ft (850 Nm). That’s 12 hp (10 kW) and 74 lb-ft (100 Nm) up on the mild-hybrid twin-turbo 4.4-liter V8.

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The instant power delivery from the electric motors makes the zero emission model quicker off the line, with a 0-60 mph (0-96 km/h) acceleration in 4.3 seconds compared to 4.5 seconds for the V8-powered equivalent.

Energy is stored in a double-stacked lithium-ion battery with a capacity of 118.5 kWh. The battery pack is housed within a high-strength aluminum case under the cabin floor. The WLTP range is up to 372 miles (600 km), while Land Rover’s own EPA estimate lands at 333 miles (535 km). Respectable, but far from class-leading among luxury electric SUVs, given that the 570 hp BMW iX5 60 AWD is quoting an EPA figure of 435 miles (700 km).

When connected to a 350 kW DC fast charger, the 800V battery charges from 10 to 80 percent in 22 minutes, and can add up to 137 miles (220 km) of range in 10 minutes.

More: Range Rover Shoves New EV Sport Out Of An Airplane, But V8 Fans Can Relax

Land Rover filed over 300 patent applications for the electric SUV. One of the highlights is the ThermAssist heat management system, which saves up to 40% on heating energy and adds up to 25 miles (40 km) of range in extreme weather conditions.

Chassis Setup

The Range Rover Electric adopts twin-valve active dampers sourced from the Range Rover Sport SV alongside dual-chamber air springs and rear-axle steering. Sensors automatically monitor water level, extending ride height and allowing an impressive wading depth rating of 35.4 inches (900 mm).

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Thanks to a new Integrated Traction Management (ITM) system, the Range Rover Electric can tackle slippery terrain with ease. Furthermore, the Intelligent Driveline Dynamics (IDD) system allows it to handle inclines up to 33 degrees and steep climbs of up to 45 degrees, honoring the off-road credentials of its ancestors.

The electric SUV tips the scales at 6,360 lbs (2,885 kg), making it 165 lbs (75 kg) heavier than the plug-in hybrid (PHEV) variant, although the center of gravity is lower than the V8 version. Maximum towing capacity stands at 5,512 lbs (2.5 tons), which is down from the 7,716 lbs (3.5 tons) rating of combustion models and the 6,614 lbs (3 tons) of the PHEV.

What It’ll Cost You

Here in the States, the Range Rover Electric opens at $138,000 before the $2,450 destination and delivery charge, which brings the real number to $140,550. That’s nearly $25,000 more than a base gas Range Rover, which runs $113,300, or $115,750 delivered. The P550e plug-in hybrid makes the electric look reasonable by comparison: $128,900, or $131,350 delivered, a difference of just $9,200.

In the UK, it’s priced from £154,070 ($208,200) on-the-road. Production takes place at Land Rover’s Solihull facility in the UK alongside the mild-hybrid and plug-in hybrid variants.

Land Rover

Jaguar Land Rover will soon launch a fifth member for the Range Rover family, badged the GT, blurring the lines between a sedan and a traditional SUV. Roughly a month after the company first teased it, the new model has been snapped testing at the Nürburgring alongside two important rivals.

Several heavily camouflaged prototypes of this new model were spied in motion throughout the first half of this year. During this time, it was reported that the mystery new model would serve as a successor to the current Velar. That ended up not being the case, as in July, the new GT was confirmed as a new addition to the Range Rover portfolio, rather than as a replacement for an existing model.

SHProshots

Read: Range Rover’s New GT Is The Sedan-Like Crossover Gaydon Knows Will Split Buyers

Several key elements of the GT’s design are similar to those of other Range Rover products, such as the Velar and Evoque, but its roofline is much sleeker and sits lower than both models. There’s no telling how this shape will affect rear headroom, but the slippery profile should boost efficiency and the car’s driving range.

Competing With The Germans

SHProshots

As these images show, the new GT is being tested alongside the Audi Q6 e-tron and BMW iX3, so it’s pretty obvious which vehicles JLR is targeting with this model. Initially, the GT will be sold exclusively as an EV using an advanced 800-volt electric architecture that supports DC charging speeds of up to 350 kW.

Further details about the powertrain have yet to be confirmed, but it’s safe to assume it will be offered in single-motor, rear-wheel-drive and dual-motor, all-wheel-drive configurations. The flexibility of the GT’s Electric Modular Architecture (EMA) will allow for a hybrid version to be introduced in the future, broadening the GT’s appeal, particularly in markets where EVs are failing to break through at the pace many car manufacturers had anticipated.

It’s not just the exterior design of the GT that distinguishes it from other Range Rover models. The model’s interior takes inspiration from the all-electric Jaguar Type 01, rocking an intriguing two-spoke steering wheel, a narrow digital instrument cluster, and a large central infotainment display.

SHProshots

Range Rover is preparing to push the envelope with an all-new addition to the lineup called the GT. It’s an all-electric, off-road tourer that brings a sedan top with SUV pretences, making it the automaker’s fifth model behind the Evoque, Sport, Velar and Range Rover. It won’t cause the sort of uproar that greeted JLR’s upcoming Jaguar Type 01, but nobody at Gaydon is expecting a unanimous verdict on this one either.

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Its near sedan-coupe format leans into the more opulent, soft-road side of the brand, yet isn’t a direct replacement for the Velar, as some reports had previously suggested. Curious? Read on as we table all there is to know in the lead-up to its official reveal.

Party Up Top, Business Below

We’ve seen JLR’s official camouflaged prototype images, and now we have stripped back the covers to reveal something that’s halfway between a crossover and a fastback sedan. Up front, it sports a broad, shallow interpretation of Range Rover’s familiar grille, flanked by ultra-slim LED headlamps, while vertical outer intakes enforce a performance-orientated stance.

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In profile, it retains the lower visual bulk of other models in the lineup yet livens things up with a swept-back glasshouse, frameless windows, and a contrasting roof. Side surfacing is clean and simple with flush door handles and little in the way of excessive creases. At the rear, slim taillights merge with a gloss-black panel featuring spaced Range Rover lettering, and the dynamic look is finished off with a steeply raked tailgate.

A Minimalist Outlook

Range Rover has already provided a glimpse inside, revealing a minimalist 2+2 cabin with class-leading rear occupant space. The aesthetic is very much in the Polestar playbook, with horizontal lines and a heavy use of woven textures, which could upset those used to the usual swaths of leather, wood, and chrome. 

Front-seat occupants are greeted by a single central OLED touchscreen and a slim driver’s instrument cluster. Interestingly, its two-spoke steering wheel and stripped-back architecture echoes that of Jaguar’s all-new Type 01, although Range Rover takes a less radical approach. Expect expansive digital functionality with AI assistance, terrain-response off-road goodies, and augmented-reality navigation.

Electric Performance

Underpinned by the automaker’s new Electric Modular Architecture (EMA) platform, the GT will be an all-electric affair from launch, although, curiously, it could come in a hybrid format later.  

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Questions remain over powertrain specifications, yet we have a good idea of driving range based on shared prototype images, with 288 miles (463 km) at 80 per cent charge, which roughly translates to 360 miles to a full charge. Expect an 800-volt system with a 100-120 kWh battery and peak DC charging up to 350 kW.

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Dual-motor, all-wheel drive is expected to be standard fare. Jaguar’s Type 01 could offer some pointers to performance potential, but don’t expect a tri-motor setup with that full 1000 hp. 

Rivals And Reveal

Positioning should put the GT into unexplored territory, facing everything from the Porsche Cayenne Electric, Porsche Taycan Cross Turismo and Lotus Eletre, to potentially overlapping with the Jaguar Type 01.

Final testing is already underway, with production commencing later this year at JLR’s Halewood factory in Merseyside, England. An official reveal will take place in the coming months.