Behind the Wheel: Testing the All-Electric 2027 Range Rover

The 2027 Range Rover Electric lands at $138,000 to start, and after a first drive on Land Rover's Gaydon proving ground, the real question isn't whether this six-figure luxury SUV can hold its own off-road—it's whether it deserves a place on an EV buyer's shortlist when federal tax credit rules keep shifting and home charging still costs real money to install.

According to Ars Technica's first-drive report, this is the first fully electric Range Rover that doesn't require a restomod shop, and it slots alongside the V8 and plug-in hybrid variants on the same MLA platform rather than replacing them. JLR has reportedly collected 80,000 hand-raisers—roughly half from North America—with 70 percent new to the brand and 20 percent already driving an EV. Only a fraction will convert to sales, but the demand signal is real.

The mechanical story behind the buttery ride

Land Rover briefed the engineers to make the Electric a Range Rover first and an EV second, and the spec sheet reflects that. The 118.5 kWh (net) battery is a double-stacked arrangement in ten modules, with nickel-manganese-cobalt cells from AESC separated by aerogel spacers, all running through an 800-volt architecture. That last number is what makes the plug-in part of the equation livable: 350 kW DC fast charging takes the pack from 10 to 80 percent in about 22 minutes, which lines up with a coffee stop on a road trip.

Two identical permanent-magnet synchronous motors sit on each axle, each rated at 260 kW (349 hp). Combined output is 405 kW (542 hp) and 850 Nm (627 lb-ft)—edging out the BMW-sourced 4.4-liter V8's 390 kW and 750 Nm. The 0–100 km/h run lands at 4.5 seconds, a tenth quicker than the petrol model, despite a curb weight of 2,810 kg, roughly 300 kg heavier. The reason the gap isn't wider: the BEV deletes the front, center, and rear differentials plus their driveshafts, and that recovered mass nearly offsets what the battery and motors add back.

JLR also claims the new motors run 24 percent more efficiently than the units in the I-Pace, with 50-millisecond throttle response and silicon-carbide inverters that react in under a millisecond. A thermal management system called ThermAssist recycles waste heat, lifting range by about 7 percent and cutting cabin-heating energy demand by 40 percent—the kind of detail that matters on a January grocery run.

Real-world range, not lab range

Range claims move around depending on market and methodology. The Ars Technica write-up cites 333 miles of real-world range; Australian-spec figures published by Boss Hunting put official range at 578–600 km, with "realistic" estimates closer to 535 km. Either way, that's enough for the vast majority of weekly driving patterns on a single overnight home charge.

JLR backed that up with a more interesting data point: the brand studied 360 million anonymized Range Rover drives and concluded the Electric could have completed 349 million of them without stopping to recharge. For most owners, that means the public charging network becomes a road-trip tool rather than a daily necessity.

Off-road, pricing, and what to watch

Visually, the Electric is almost indistinguishable from its siblings—the giveaways are a slightly more aerodynamic grille, aero-tuned wheels, and the absence of tailpipes. Off-road, it retains the same wading depth and terrain capability, and the quiet operation of an electric drivetrain arguably suits the slow, technical work that serious off-roading demands. Long-wheelbase variants are planned to follow the initial standard-wheelbase launch.

In Australia, deliveries are expected from the first quarter of 2027, with the HSE starting at A$317,718, the Autobiography at about A$357,000, and the SV grade at A$417,000. U.S. pricing opens at $138,000, competitive with the top trims of established luxury EVs.

The practical shortlist at this price point now includes the Mercedes EQS SUV, the BMW iX, and this Range Rover—each offering a different answer on range, charging speed, and interior philosophy. My take: if your daily commute and weekend habits fit within roughly 290–330 miles per charge, the Range Rover Electric deserves a test drive before you sign anything else, but sit down with your accountant first—the tax rebate math at this price tier is messy enough to change your out-the-door number by thousands.