Range Rover Electric Debuts With an Estimated 333-Mile Range and 350 kW Charging

Jaguar Land Rover has introduced a fully electric Range Rover with an EPA-cycle range of at least 333 miles, Ars Technica reported, moving the luxury SUV line beyond combustion and plug-in hybrid variants without changing its core off-road brief.

The 2027 Range Rover Electric starts at $138,000 and arrives as a battery-electric version of the current model rather than a separate EV design.

The rollout keeps the familiar body shell, with a smoother front grille, more aerodynamic wheels, a flat underbody and no tailpipes as the clearest exterior differences.

The deployment choice makes the electric model look like a Range Rover before it looks like a new electric platform.

Demand is already visible before sales begin.

JLR told Ars that 80,000 people have registered interest, with half from North America; 70 percent are new to the brand and 20 percent already own an EV, though only part of that list will convert into orders.

That order funnel gives the company an early read on whether existing luxury-SUV buyers will move into battery power without a separate sub-brand.

The engineering path relies on JLR's MLA architecture, which was built to support multiple powertrains.

The electric model is only 165 lbs heavier than the V8 because removing the mechanical differentials and driveshafts offsets much of the added battery and drive-unit mass.

In deployment terms, the chassis had to absorb a large pack while preserving the proportions and seating package customers already know.

Two permanent-magnet synchronous motors provide combined output of 542 hp and 627 lb-ft of torque.

The 118.5 kWh net battery uses nickel-manganese-cobalt cells from AESC, runs at 800 V and includes two virtual twins to help active battery management calculate performance.

Silicon-carbide inverters, copper hairpins and thin laminations move the electric hardware toward quick response rather than simply replacing the combustion drivetrain with a battery and motors.

Charging and thermal systems carry much of the everyday-use case.

JLR says the ThermAssist heat management system improves range by 7 percent and cuts energy needed for cabin heating by 40 percent, while DC fast charging at up to 350 kW can add 125 miles in 10 minutes and move the battery from 10 percent to 80 percent in 22 minutes.

US-market vehicles get a native NACS port, Supercharger access and ISO15118 plug-and-charge support, so the charging workflow is part of the launch specification rather than an adapter plan.

The battery also changes the chassis.

The center of gravity is 3.4 inches lower than the V8, the aluminum battery pack frame makes the structure 56 percent stiffer, and the cabin is 7 decibels quieter than the V8 version.

Rear steering of 7.3 degrees and optional one-pedal driving sit alongside standard air suspension, giving the electric version a road-use setup that is not limited to battery range.

JLR kept the off-road requirement in the specification.

Ground clearance reaches 10.3 inches, water fording is rated at 36 inches, and an integrated torque-management system replaces the center and locking differentials used in combustion versions by continuously managing grip at the front and rear axles.

That control step is central to the deployment because the electric model cannot depend on the same mechanical route that supported the V8.

Vehicle-to-load functionality adds up to 3.6 kW of AC power, with vehicle-to-grid support planned later.

The first capability supports equipment or devices directly from the vehicle; the planned grid function remains a future stage, not a launch feature.

The first drive at Gaydon was limited to 15 minutes, but the published specifications put the electric Range Rover in the same operating role as the rest of the line: a high-price luxury SUV whose EV conversion is defined as much by packaging, charging workflow and terrain control as by its battery range.