Range Rover Electric 2027 Review

It is rare that Australian pricing can be revealed so early: it appears the decade-long development period for this car has allowed Land Rover to get all of its ducks in a row in relation to the Range Rover Electric. Deliveries kick off in Q1 2027 for Australia.

At first, only the 5052mm Standard Wheelbase shape will be available, though it is a near-certainty that an LWB version will come along rapidly to suit the needs of larger families and VIP customers alike. Land Rover Australia already holds orders for both the SWB and LWB options.

Australian buyers will be able to pre-order three trim grades of the Range Rover Electric.

Standard fitment for all models includes 22-inch wheels, twin-chamber air suspension with adaptive dampers, four-wheel steering, a 118.5kWh (usable) NMC battery with 578-600km (WLTP) range, a 405kW/850Nm dual-motor AWD 800-volt powertrain, 350kW peak DC charging and 22kW AC home charging capability.

Entry point will be the HSE ($317,718 plus on-road costs), which is expected to match its combustion sibling with fitment of pixel LED headlights, extended semi-aniline leather upholstery, three-zone climate control, a 13.1-inch ‘Pivi Pro’ touchscreen with wireless Apple CarPlay and Android Auto, a Meridian 3D stereo, extensive power seat adjustment and wireless device charging.

From there, it’s a step up to the mid-tier Autobiography ($357,718), which is expected to gain digital LED light technology, an opening panoramic roof, laminated glass, rear sunblinds, 24-way heated, cooled and massaging front seats, a wood-and-leather steering wheel, head-up display and thicker carpet mats.

At the upper end sits the SV ($417,418), which we predict will add SV-specific exterior and interior detailing, a leather headliner, ceramic interior controls, Executive Class Comfort Plus rear seats, hot-stone massage programs, Body and Soul haptic stereo/seat integration, four-zone climate control and a superior Meridian Signature stereo.

There’s no mention of local availability for the global First Edition, but good customers could be offered the chance to specify one.

As with the combustion versions of the full-size Range Rover, lengthy options lists are expected, with additional customisation possibilities being added over time. Expect to see cost options such as varying black or silver wheel designs, SV Bespoke paints, shadow exterior packs in place of brightwork, extended armrest heating and a refrigerator.

Our early drive of the Range Rover Electric showed that it appears to be a properly ‘finished’ car. In this age of new models being rushed to market with two-year development cycles, carmakers often deliver cars with flaws and an intent to fix them later with software or even hardware updates.

As you’d expect for a car that Land Rover has transparently delayed to get the package right, we noticed no obvious issues with the test cars we were able to drive and crawl over: everything worked fine, including all infotainment software and off-roading hardware. There were no creaks or rattles.

And frankly, that had better be the case: Land Rover admits that 30 per cent of the 80,000 expressions of interest it has received for the Range Rover Electric have come from existing owners who have patiently waited on this car for years.

Approaching a parked Electric, there’s a real sense of elegance to it. Extremely subtle amendments to the grille, bumpers and wheels will give the EV away to trainspotters, but otherwise it’s a dead ringer for the combustion version. The same is true of the luxurious and warm interior, which regains knobs for volume and off-road controls for 2027.

Setting off on tar roads, there’s an immediate sense that the throttle and regenerative braking have been tuned with precision, with fine-grained control over the amount of motivation or deceleration. Progress can be swift (4.5sec 0-100km/h) but it’s dignified, with a clear wind-up of the full torque curve to prevent undesirable pitching.

Drivers and occupants alike will appreciate the tremendously compliant ride quality over bumps. The Electric has a bespoke twin-chamber air suspension and adaptive-damper set-up, plus a major increase in torsional rigidity, and it’s more comfortable than the combustion version.

Off road, that detailed throttle control unlocks what engineers say are clearly superior sand-driving characteristics to the existing V8 model, avoiding the need for the engine to rev or gears to change at the wrong moment.

The Range Rover Electric made light work of the ascent, descent and banking manoeuvres set up by the manufacturer, but it surprised us with the way we were able to rapidly alter our pace around obstacles without disrupting our line or progress.

While there’s still no beating the convenience of a splash-and-dash refuel in a combustion car, the Range Rover Electric’s 800-volt architecture enables quick recharging (22 minutes to add 400km, from 10-80 per cent), and on a 400-volt charger it still manages to hit 250kW, which is impressive.

While the charging performance is respectable, Range Rover hasn’t shot for the stars when it comes to the driving range of the Electric. In part, this is to keep kerb weight in check, which has hit 2810kg with the 118kWh battery aboard. That’s actually only 80kg more than the PHEV version.

The brand says real-world range is about 500km; the vehicle has been rated for 578-600km (WLTP).

Executives stand behind this as adequate, citing a conclusion that 97 per cent of 360 million anonymised trips by ICE Range Rover drivers would have been viable in the EV without charging.

However, it is a slight cause for eyebrow-raising when Chinese rivals are looking at ranges beyond 1000km and charging power beyond 1000kW for even faster charging performance.

It is perhaps a surprise that the range is relatively narrow at launch, with the debut versions all based around one wheelbase and one power output. Still, it seems certain that Land Rover will expand the line with less- and more-powerful variations in time.

We suspect keen drivers will prefer to wait for the Range Rover Sport Electric, which will be seen later this year. Existing owners who love the ‘full-fat’ Range Rover, tested here, won’t be surprised to hear it is boaty in corners with pronounced lean, feeling more like one of His Majesty’s ships than its rivals.

And those needing decent cabin space in the second row will definitely prefer to hold off until the Long Wheelbase makes its appearance, as second-row legroom is surprisingly tight in the SWB.

While we appreciate that the cabin has reverted to some pre-existing rotary dials for the release of the Range Rover Electric, the ultra-minimal layout of the dashboard is verging on feeling dated.

Having been relentlessly copied by Chinese rivals, think of what some people call the ‘Temu Range Rover’ from Jaecoo, the flat surfacing and plain screens are now a universal interior design. That’s probably why Land Rover has flagged that it will move to smaller screens in future.

While there’s a big boot with a split tailgate, there is no frunk. Range Rover says the bonnet is too high for such a feature to be useful.

If you’re an environmentally conscious person who already owns the exclusive, full-size Range Rover (or wants one), then the Range Rover Electric makes a lot of sense. It takes all the existing virtues of the combustion SUV and amplifies them, and in fact enhances the suspension and off-road controllability.

But it isn’t just eco-types who will see benefit in the fully electric Range Rover. It’s the most serene, smooth, refined and hushed version yet, well beyond even the silkiness of the existing six- and eight-cylinder versions. EV means luxury here, not just lower impact.

This is also a car that makes sense if you like the way it looks and the way it drives, and you aren’t too concerned about owning an EV that sits at the cutting edge of electrification specs. Considerably cheaper cars can drive further and charge faster, but that may not matter to many customers.

2027 Range Rover Electric at a glance:
Price: from $317,718 plus on-road costs
Available: Q1 2027
Powertrain: Two permanent-magnet synchronous motors
Output: 405kW/850Nm
Transmission: Single-speed fixed-reduction gear
Battery: 118.5kWh NMC
Range: 578-600km (WLTP)
Energy consumption: 19.7-20.5kWh/100km (WLTP)
Safety rating: Unrated

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