2026 Land Rover Defender upgrade brings more V8 options, new tech, design tweaks
Pricing for the 2026 Defender lineup will be announced in June 2025, ahead of first local deliveries in October.
All Defender 90, 110 and 130 variants gain a new headlight design plus new front and rear bumpers, and flush rear lights with smoked lenses.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
All variants get new gloss black Defender-branded wheel centre caps, plus a gloss black grille bar.
There's also a new 22-inch diamond-turned dark grey alloy wheel design, as well as additional accessories such as a black-finish Expedition roof rack and cross bars.
Deployable and fixed side steps will be available, along with an integrated air compressor for the Defender 130.
There will also be a new Borasco Grey and Woolstone Green exterior finishes, plus a new Sargasso Blue finish exclusive to the high-performance OCTA.
The OCTA also gets Textured Graphite exterior accents and available Chopped Carbon Fibre exterior and interior accents, including an optional 4500kg-rated winch.
Inside, there's a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been 'ergonomically repositioned'.
A revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removeable side pockets are optional.
In big news under the bonnet, a supercharged 5.0-litre petrol V8 engine, referred to as P425, replaces the P400 3.0-litre turbo-petrol inline six in the Defender 90 and 110.
This produces 313kW of power and 550Nm of torque, up from 294kW in the engine it replaces (if with an identical torque figure), and it propels the Defender 90 to 100km/h in a claimed 5.6 seconds.
The Defender 110 also gains the option of the D250 six-cylinder mild-hybrid 3.0-litre turbo-diesel, producing 183kW and 570Nm. This is offered exclusively in S trim with standard 19-inch alloy wheels and electronic air suspension.
This joins the D350 turbo-diesel six and the P400e plug-in hybrid petrol, as well as the P635 twin-turbo V8 in the OCTA.
The Defender 90, in contrast, is offered exclusively with D250 diesel and P425 petrol powertrains.
Newly available on the Defender range is adaptive off-road cruise control, allowing the vehicle to maintain a set speed while off-road, leaving the driver to concentrate on steering.
A driver attention monitoring system with a driver-facing camera is optional.
The Defender is far and away JLR's best seller in Australia. A total of 1277 examples have been delivered so far this year to the end of April, almost twice as many as the second-placed Range Rover Sport (693 examples).
Stay tuned to CarExpert for more coverage of the updated 2026 Defender.
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Inside the Range Rover Electric: An interview with the chief engineer
The Range Rover Electric marks a turning point for Land Rover's flagship model: its first foray into fully electric propulsion. While it retains the traditional Range Rover silhouette and off-road DNA, this new model integrates electric vehicle (EV) hardware developed in-house, dual electric motors, and an 118kWh battery pack. At the centre of this transformation is Lynfel Owen, the chief engineer of vehicle engineering for the Range Rover, Range Rover Sport and Defender model lines. With more than 25 years in the automotive industry – including senior roles in Ford and now JLR – Mr Owen is responsible for engineering sign-off and attribute delivery across all three nameplates. A Nottingham University MEng graduate, Mr Owen has spent the last decade overseeing the transition to EV propulsion within JLR's most iconic products. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "I pretty much only ever worked on Range Rover," Mr Owen said. "I've done a few other projects. I didn't work on the [Jaguar] I-Pace. I was working on the previous-generation Range Rover." Still, he was direct about the lessons learned from the Jaguar I-Pace, which was plagued with reliability issues for its electric drivetrain and battery pack. "We've learned that we can't do that to our customers, and we're not going to do that again." The battery pack in the Range Rover Electric is made up of NMC (nickel manganese cobalt) chemistry prismatic cells stacked in two layers. "We've got two layers, 172 on each layer (344 in total)," Mr Owen explained. "118 usable kilowatt hours out of this battery." The pack is assembled in-house, though the cell supplier remains unnamed: "We're working with a partner on cells. Not at liberty to tell who they are. Well recognised within the industry." We very much suspect it's BYD. The electric variant sits on the same flexible platform as the petrol, diesel, and plug-in hybrid Range Rovers and comes down the same production line. The battery pack supplies energy to a twin-motor setup producing 404kW of power and 850Nm of torque. The pair of permanent magnet drive units, one on each axle, makes use of ultra-thin discs in the rotor assembly, which are precisely machined to less than 0.2mm, allowing more discs per motor and subsequently more torque. The company claims the enhanced design and silicon carbide semiconductor technology give the Range Rover electric motors 70 per cent more torque and reduced energy-sapping losses by 40 per cent compared to the previous-generation unit found in the Jaguar I-Pace. To test all of this, JLR engineers have been the world over. "We're making sure we learn from, you know, our mistakes with respect to I-Pace. So we're testing all aspects of the car… we've just had a northern hemisphere winter that we've completed, so we've been doing our low-mu testing on the frozen lakes," explained Mr Owen. Charging specs are modern and flexible. "22 kilowatt," Mr Owen confirmed for AC charging. "10 to 80 per cent in about 20 minutes" for DC at 350kW. The car can also charge via AC on either side: "We've got AC port on both sides. Again, we listen to our customers." That practicality carries through the rest of the vehicle. "Some people have got [chargers] bolted on. Their garage might have two or three cars… [so you don't have to use a] 15 metre cable." Mr Owen described the thermal management system – ThermAssist – as a briefcase-sized unit sitting above the electric drive unit. "Cabin comfort. Battery temperature. Whether it's to cool it down, whether it's to warm it up. Recovering heat from the air at minus 15… It also reduces the heating energy consumption by over 40 per cent [compared to I-Pace]." On why the Range Rover Electric doesn't have a front trunk: "We spoke to our customers… none of them have an issue [with] lack of storage space… The rear cargo space is exactly the same. We haven't had to raise the floor. The only compromise we have to make is we're not able to offer a seven-seat derivative." He added bluntly: "Why would I want to lean against the dirtiest part of the car to put stuff?" From a suspension perspective, a switchable twin-chamber air suspension is utilised while regenerative braking delivers one-pedal driving. Despite its large battery, weight has been closely managed. "Weight is the biggest enemy to any EV, because you've got to cart it around. And when it's empty, it's dead weight." Official range figures are still being finalised, and Mr Owen wouldn't be drawn into the Range Rover electric's weight, but we suspect it will be around 2500kg kerb. As for the driving range: "It's going to be… It's in excess of 300 miles (480km). We use EPA, because we find EPA is pretty much spot on." Brands like Ferrari and Rolls-Royce have committed to providing battery repair and updates to their electrified vehicles indefinitely, given the price point and customer base of their cars. JLR is in a similar spot whereby the cars are not disposed of like cheaper EVs might be. Questioned on how the company plans to keep its EVs driving on the road in the decades to come, Mr Owen said battery longevity and servicing are also under review. "Reworking cells, individual cells, sounds great. But the amount of time and effort and safety protocols that go into that – we don't want to take a customer out of their car over and over again." Still, Mr Owen confirmed long-term support is legislated: "There's actually legislation (in the works) that dictates how long you've got to do it. And it's a really long time in the UK… and it's coming in around the world." Ultimately, though, the Range Rover Electric is a Range Rover first and electric second. "This is still a Range Rover. It is not an EV," Mr Owen said. "Our customers buy a Range Rover. Then they decide which propulsion system they want." That applies to future performance versions as well. "As part of the Reimagine strategy, we've committed to electrifying all the vehicles in our range by 2030." This might mean that at some point in the not-so-distant future, even the Range Rover Sport SV might go electric, but that remains to be seen. The brand makes use of a five-channel active road noise cancellation system specifically for the electric Range Rover, which is now the quietest Range Rover ever. It uses four accelerometers outside the vehicle to detect noise, which the system then automatically cancels using sound frequencies delivered through the audio system. The cabin is now so quiet that Range Rover has also created a unique sound for its electric mode, which responds to driver inputs. While it would be difficult to tell the electric Range Rover apart from a fuel-guzzler from the outside, little details like the wheels, which are aerodynamically optimised, are evident. Even the front grille has been reduced in weight. The motors are also a JLR development. "The actual motors, the electric motors inside, and the inverters are common front to rear… obviously, the packaging differs… completely different castings, but the same power." Asked whether they benchmark other EVs, Mr Owen said: "We benchmark all the time – not just for electric Range Rover, but for everything." But he doesn't see a direct rival: "There really isn't another EV out there doing what this car does. Not at this level of off-road ability with this type of luxury." As for when customers can expect to take delivery? "We'll launch it when we're ready, and it's good." That should see the Range Rover electric start production some time in 2026. MORE: Explore the Range Rover showroom Content originally sourced from: The Range Rover Electric marks a turning point for Land Rover's flagship model: its first foray into fully electric propulsion. While it retains the traditional Range Rover silhouette and off-road DNA, this new model integrates electric vehicle (EV) hardware developed in-house, dual electric motors, and an 118kWh battery pack. At the centre of this transformation is Lynfel Owen, the chief engineer of vehicle engineering for the Range Rover, Range Rover Sport and Defender model lines. With more than 25 years in the automotive industry – including senior roles in Ford and now JLR – Mr Owen is responsible for engineering sign-off and attribute delivery across all three nameplates. A Nottingham University MEng graduate, Mr Owen has spent the last decade overseeing the transition to EV propulsion within JLR's most iconic products. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "I pretty much only ever worked on Range Rover," Mr Owen said. "I've done a few other projects. I didn't work on the [Jaguar] I-Pace. I was working on the previous-generation Range Rover." Still, he was direct about the lessons learned from the Jaguar I-Pace, which was plagued with reliability issues for its electric drivetrain and battery pack. "We've learned that we can't do that to our customers, and we're not going to do that again." The battery pack in the Range Rover Electric is made up of NMC (nickel manganese cobalt) chemistry prismatic cells stacked in two layers. "We've got two layers, 172 on each layer (344 in total)," Mr Owen explained. "118 usable kilowatt hours out of this battery." The pack is assembled in-house, though the cell supplier remains unnamed: "We're working with a partner on cells. Not at liberty to tell who they are. Well recognised within the industry." We very much suspect it's BYD. The electric variant sits on the same flexible platform as the petrol, diesel, and plug-in hybrid Range Rovers and comes down the same production line. The battery pack supplies energy to a twin-motor setup producing 404kW of power and 850Nm of torque. The pair of permanent magnet drive units, one on each axle, makes use of ultra-thin discs in the rotor assembly, which are precisely machined to less than 0.2mm, allowing more discs per motor and subsequently more torque. The company claims the enhanced design and silicon carbide semiconductor technology give the Range Rover electric motors 70 per cent more torque and reduced energy-sapping losses by 40 per cent compared to the previous-generation unit found in the Jaguar I-Pace. To test all of this, JLR engineers have been the world over. "We're making sure we learn from, you know, our mistakes with respect to I-Pace. So we're testing all aspects of the car… we've just had a northern hemisphere winter that we've completed, so we've been doing our low-mu testing on the frozen lakes," explained Mr Owen. Charging specs are modern and flexible. "22 kilowatt," Mr Owen confirmed for AC charging. "10 to 80 per cent in about 20 minutes" for DC at 350kW. The car can also charge via AC on either side: "We've got AC port on both sides. Again, we listen to our customers." That practicality carries through the rest of the vehicle. "Some people have got [chargers] bolted on. Their garage might have two or three cars… [so you don't have to use a] 15 metre cable." Mr Owen described the thermal management system – ThermAssist – as a briefcase-sized unit sitting above the electric drive unit. "Cabin comfort. Battery temperature. Whether it's to cool it down, whether it's to warm it up. Recovering heat from the air at minus 15… It also reduces the heating energy consumption by over 40 per cent [compared to I-Pace]." On why the Range Rover Electric doesn't have a front trunk: "We spoke to our customers… none of them have an issue [with] lack of storage space… The rear cargo space is exactly the same. We haven't had to raise the floor. The only compromise we have to make is we're not able to offer a seven-seat derivative." He added bluntly: "Why would I want to lean against the dirtiest part of the car to put stuff?" From a suspension perspective, a switchable twin-chamber air suspension is utilised while regenerative braking delivers one-pedal driving. Despite its large battery, weight has been closely managed. "Weight is the biggest enemy to any EV, because you've got to cart it around. And when it's empty, it's dead weight." Official range figures are still being finalised, and Mr Owen wouldn't be drawn into the Range Rover electric's weight, but we suspect it will be around 2500kg kerb. As for the driving range: "It's going to be… It's in excess of 300 miles (480km). We use EPA, because we find EPA is pretty much spot on." Brands like Ferrari and Rolls-Royce have committed to providing battery repair and updates to their electrified vehicles indefinitely, given the price point and customer base of their cars. JLR is in a similar spot whereby the cars are not disposed of like cheaper EVs might be. Questioned on how the company plans to keep its EVs driving on the road in the decades to come, Mr Owen said battery longevity and servicing are also under review. "Reworking cells, individual cells, sounds great. But the amount of time and effort and safety protocols that go into that – we don't want to take a customer out of their car over and over again." Still, Mr Owen confirmed long-term support is legislated: "There's actually legislation (in the works) that dictates how long you've got to do it. And it's a really long time in the UK… and it's coming in around the world." Ultimately, though, the Range Rover Electric is a Range Rover first and electric second. "This is still a Range Rover. It is not an EV," Mr Owen said. "Our customers buy a Range Rover. Then they decide which propulsion system they want." That applies to future performance versions as well. "As part of the Reimagine strategy, we've committed to electrifying all the vehicles in our range by 2030." This might mean that at some point in the not-so-distant future, even the Range Rover Sport SV might go electric, but that remains to be seen. The brand makes use of a five-channel active road noise cancellation system specifically for the electric Range Rover, which is now the quietest Range Rover ever. It uses four accelerometers outside the vehicle to detect noise, which the system then automatically cancels using sound frequencies delivered through the audio system. The cabin is now so quiet that Range Rover has also created a unique sound for its electric mode, which responds to driver inputs. While it would be difficult to tell the electric Range Rover apart from a fuel-guzzler from the outside, little details like the wheels, which are aerodynamically optimised, are evident. Even the front grille has been reduced in weight. The motors are also a JLR development. "The actual motors, the electric motors inside, and the inverters are common front to rear… obviously, the packaging differs… completely different castings, but the same power." Asked whether they benchmark other EVs, Mr Owen said: "We benchmark all the time – not just for electric Range Rover, but for everything." But he doesn't see a direct rival: "There really isn't another EV out there doing what this car does. Not at this level of off-road ability with this type of luxury." As for when customers can expect to take delivery? "We'll launch it when we're ready, and it's good." That should see the Range Rover electric start production some time in 2026. MORE: Explore the Range Rover showroom Content originally sourced from: The Range Rover Electric marks a turning point for Land Rover's flagship model: its first foray into fully electric propulsion. While it retains the traditional Range Rover silhouette and off-road DNA, this new model integrates electric vehicle (EV) hardware developed in-house, dual electric motors, and an 118kWh battery pack. At the centre of this transformation is Lynfel Owen, the chief engineer of vehicle engineering for the Range Rover, Range Rover Sport and Defender model lines. With more than 25 years in the automotive industry – including senior roles in Ford and now JLR – Mr Owen is responsible for engineering sign-off and attribute delivery across all three nameplates. A Nottingham University MEng graduate, Mr Owen has spent the last decade overseeing the transition to EV propulsion within JLR's most iconic products. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "I pretty much only ever worked on Range Rover," Mr Owen said. "I've done a few other projects. I didn't work on the [Jaguar] I-Pace. I was working on the previous-generation Range Rover." Still, he was direct about the lessons learned from the Jaguar I-Pace, which was plagued with reliability issues for its electric drivetrain and battery pack. "We've learned that we can't do that to our customers, and we're not going to do that again." The battery pack in the Range Rover Electric is made up of NMC (nickel manganese cobalt) chemistry prismatic cells stacked in two layers. "We've got two layers, 172 on each layer (344 in total)," Mr Owen explained. "118 usable kilowatt hours out of this battery." The pack is assembled in-house, though the cell supplier remains unnamed: "We're working with a partner on cells. Not at liberty to tell who they are. Well recognised within the industry." We very much suspect it's BYD. The electric variant sits on the same flexible platform as the petrol, diesel, and plug-in hybrid Range Rovers and comes down the same production line. The battery pack supplies energy to a twin-motor setup producing 404kW of power and 850Nm of torque. The pair of permanent magnet drive units, one on each axle, makes use of ultra-thin discs in the rotor assembly, which are precisely machined to less than 0.2mm, allowing more discs per motor and subsequently more torque. The company claims the enhanced design and silicon carbide semiconductor technology give the Range Rover electric motors 70 per cent more torque and reduced energy-sapping losses by 40 per cent compared to the previous-generation unit found in the Jaguar I-Pace. To test all of this, JLR engineers have been the world over. "We're making sure we learn from, you know, our mistakes with respect to I-Pace. So we're testing all aspects of the car… we've just had a northern hemisphere winter that we've completed, so we've been doing our low-mu testing on the frozen lakes," explained Mr Owen. Charging specs are modern and flexible. "22 kilowatt," Mr Owen confirmed for AC charging. "10 to 80 per cent in about 20 minutes" for DC at 350kW. The car can also charge via AC on either side: "We've got AC port on both sides. Again, we listen to our customers." That practicality carries through the rest of the vehicle. "Some people have got [chargers] bolted on. Their garage might have two or three cars… [so you don't have to use a] 15 metre cable." Mr Owen described the thermal management system – ThermAssist – as a briefcase-sized unit sitting above the electric drive unit. "Cabin comfort. Battery temperature. Whether it's to cool it down, whether it's to warm it up. Recovering heat from the air at minus 15… It also reduces the heating energy consumption by over 40 per cent [compared to I-Pace]." On why the Range Rover Electric doesn't have a front trunk: "We spoke to our customers… none of them have an issue [with] lack of storage space… The rear cargo space is exactly the same. We haven't had to raise the floor. The only compromise we have to make is we're not able to offer a seven-seat derivative." He added bluntly: "Why would I want to lean against the dirtiest part of the car to put stuff?" From a suspension perspective, a switchable twin-chamber air suspension is utilised while regenerative braking delivers one-pedal driving. Despite its large battery, weight has been closely managed. "Weight is the biggest enemy to any EV, because you've got to cart it around. And when it's empty, it's dead weight." Official range figures are still being finalised, and Mr Owen wouldn't be drawn into the Range Rover electric's weight, but we suspect it will be around 2500kg kerb. As for the driving range: "It's going to be… It's in excess of 300 miles (480km). We use EPA, because we find EPA is pretty much spot on." Brands like Ferrari and Rolls-Royce have committed to providing battery repair and updates to their electrified vehicles indefinitely, given the price point and customer base of their cars. JLR is in a similar spot whereby the cars are not disposed of like cheaper EVs might be. Questioned on how the company plans to keep its EVs driving on the road in the decades to come, Mr Owen said battery longevity and servicing are also under review. "Reworking cells, individual cells, sounds great. But the amount of time and effort and safety protocols that go into that – we don't want to take a customer out of their car over and over again." Still, Mr Owen confirmed long-term support is legislated: "There's actually legislation (in the works) that dictates how long you've got to do it. And it's a really long time in the UK… and it's coming in around the world." Ultimately, though, the Range Rover Electric is a Range Rover first and electric second. "This is still a Range Rover. It is not an EV," Mr Owen said. "Our customers buy a Range Rover. Then they decide which propulsion system they want." That applies to future performance versions as well. "As part of the Reimagine strategy, we've committed to electrifying all the vehicles in our range by 2030." This might mean that at some point in the not-so-distant future, even the Range Rover Sport SV might go electric, but that remains to be seen. The brand makes use of a five-channel active road noise cancellation system specifically for the electric Range Rover, which is now the quietest Range Rover ever. It uses four accelerometers outside the vehicle to detect noise, which the system then automatically cancels using sound frequencies delivered through the audio system. The cabin is now so quiet that Range Rover has also created a unique sound for its electric mode, which responds to driver inputs. While it would be difficult to tell the electric Range Rover apart from a fuel-guzzler from the outside, little details like the wheels, which are aerodynamically optimised, are evident. Even the front grille has been reduced in weight. The motors are also a JLR development. "The actual motors, the electric motors inside, and the inverters are common front to rear… obviously, the packaging differs… completely different castings, but the same power." Asked whether they benchmark other EVs, Mr Owen said: "We benchmark all the time – not just for electric Range Rover, but for everything." But he doesn't see a direct rival: "There really isn't another EV out there doing what this car does. Not at this level of off-road ability with this type of luxury." As for when customers can expect to take delivery? "We'll launch it when we're ready, and it's good." That should see the Range Rover electric start production some time in 2026. MORE: Explore the Range Rover showroom Content originally sourced from: The Range Rover Electric marks a turning point for Land Rover's flagship model: its first foray into fully electric propulsion. While it retains the traditional Range Rover silhouette and off-road DNA, this new model integrates electric vehicle (EV) hardware developed in-house, dual electric motors, and an 118kWh battery pack. At the centre of this transformation is Lynfel Owen, the chief engineer of vehicle engineering for the Range Rover, Range Rover Sport and Defender model lines. With more than 25 years in the automotive industry – including senior roles in Ford and now JLR – Mr Owen is responsible for engineering sign-off and attribute delivery across all three nameplates. A Nottingham University MEng graduate, Mr Owen has spent the last decade overseeing the transition to EV propulsion within JLR's most iconic products. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "I pretty much only ever worked on Range Rover," Mr Owen said. "I've done a few other projects. I didn't work on the [Jaguar] I-Pace. I was working on the previous-generation Range Rover." Still, he was direct about the lessons learned from the Jaguar I-Pace, which was plagued with reliability issues for its electric drivetrain and battery pack. "We've learned that we can't do that to our customers, and we're not going to do that again." The battery pack in the Range Rover Electric is made up of NMC (nickel manganese cobalt) chemistry prismatic cells stacked in two layers. "We've got two layers, 172 on each layer (344 in total)," Mr Owen explained. "118 usable kilowatt hours out of this battery." The pack is assembled in-house, though the cell supplier remains unnamed: "We're working with a partner on cells. Not at liberty to tell who they are. Well recognised within the industry." We very much suspect it's BYD. The electric variant sits on the same flexible platform as the petrol, diesel, and plug-in hybrid Range Rovers and comes down the same production line. The battery pack supplies energy to a twin-motor setup producing 404kW of power and 850Nm of torque. The pair of permanent magnet drive units, one on each axle, makes use of ultra-thin discs in the rotor assembly, which are precisely machined to less than 0.2mm, allowing more discs per motor and subsequently more torque. The company claims the enhanced design and silicon carbide semiconductor technology give the Range Rover electric motors 70 per cent more torque and reduced energy-sapping losses by 40 per cent compared to the previous-generation unit found in the Jaguar I-Pace. To test all of this, JLR engineers have been the world over. "We're making sure we learn from, you know, our mistakes with respect to I-Pace. So we're testing all aspects of the car… we've just had a northern hemisphere winter that we've completed, so we've been doing our low-mu testing on the frozen lakes," explained Mr Owen. Charging specs are modern and flexible. "22 kilowatt," Mr Owen confirmed for AC charging. "10 to 80 per cent in about 20 minutes" for DC at 350kW. The car can also charge via AC on either side: "We've got AC port on both sides. Again, we listen to our customers." That practicality carries through the rest of the vehicle. "Some people have got [chargers] bolted on. Their garage might have two or three cars… [so you don't have to use a] 15 metre cable." Mr Owen described the thermal management system – ThermAssist – as a briefcase-sized unit sitting above the electric drive unit. "Cabin comfort. Battery temperature. Whether it's to cool it down, whether it's to warm it up. Recovering heat from the air at minus 15… It also reduces the heating energy consumption by over 40 per cent [compared to I-Pace]." On why the Range Rover Electric doesn't have a front trunk: "We spoke to our customers… none of them have an issue [with] lack of storage space… The rear cargo space is exactly the same. We haven't had to raise the floor. The only compromise we have to make is we're not able to offer a seven-seat derivative." He added bluntly: "Why would I want to lean against the dirtiest part of the car to put stuff?" From a suspension perspective, a switchable twin-chamber air suspension is utilised while regenerative braking delivers one-pedal driving. Despite its large battery, weight has been closely managed. "Weight is the biggest enemy to any EV, because you've got to cart it around. And when it's empty, it's dead weight." Official range figures are still being finalised, and Mr Owen wouldn't be drawn into the Range Rover electric's weight, but we suspect it will be around 2500kg kerb. As for the driving range: "It's going to be… It's in excess of 300 miles (480km). We use EPA, because we find EPA is pretty much spot on." Brands like Ferrari and Rolls-Royce have committed to providing battery repair and updates to their electrified vehicles indefinitely, given the price point and customer base of their cars. JLR is in a similar spot whereby the cars are not disposed of like cheaper EVs might be. Questioned on how the company plans to keep its EVs driving on the road in the decades to come, Mr Owen said battery longevity and servicing are also under review. "Reworking cells, individual cells, sounds great. But the amount of time and effort and safety protocols that go into that – we don't want to take a customer out of their car over and over again." Still, Mr Owen confirmed long-term support is legislated: "There's actually legislation (in the works) that dictates how long you've got to do it. And it's a really long time in the UK… and it's coming in around the world." Ultimately, though, the Range Rover Electric is a Range Rover first and electric second. "This is still a Range Rover. It is not an EV," Mr Owen said. "Our customers buy a Range Rover. Then they decide which propulsion system they want." That applies to future performance versions as well. "As part of the Reimagine strategy, we've committed to electrifying all the vehicles in our range by 2030." This might mean that at some point in the not-so-distant future, even the Range Rover Sport SV might go electric, but that remains to be seen. The brand makes use of a five-channel active road noise cancellation system specifically for the electric Range Rover, which is now the quietest Range Rover ever. It uses four accelerometers outside the vehicle to detect noise, which the system then automatically cancels using sound frequencies delivered through the audio system. The cabin is now so quiet that Range Rover has also created a unique sound for its electric mode, which responds to driver inputs. While it would be difficult to tell the electric Range Rover apart from a fuel-guzzler from the outside, little details like the wheels, which are aerodynamically optimised, are evident. Even the front grille has been reduced in weight. The motors are also a JLR development. "The actual motors, the electric motors inside, and the inverters are common front to rear… obviously, the packaging differs… completely different castings, but the same power." Asked whether they benchmark other EVs, Mr Owen said: "We benchmark all the time – not just for electric Range Rover, but for everything." But he doesn't see a direct rival: "There really isn't another EV out there doing what this car does. Not at this level of off-road ability with this type of luxury." As for when customers can expect to take delivery? "We'll launch it when we're ready, and it's good." That should see the Range Rover electric start production some time in 2026. MORE: Explore the Range Rover showroom Content originally sourced from:
The Advertiser
an hour ago
- The Advertiser
2026 Mercedes-Benz CLA Shooting Brake: Sleek petrol, EV wagon a chance for Australia
The third-generation Mercedes-Benz CLA Shooting Brake has been revealed, offering electric power for the first time, and the all-new small premium wagon is a good chance for local release. "The CLA Shooting Brake is under consideration for the Australian market," said a Mercedes-Benz Australia spokesperson. It's launching in Europe in March 2026, while its four-door 'coupe' counterpart is already due to arrive here during the second half of 2026, following the new compact sedan's international launch this month. Should the new wagon arrive here, it would represent the return of the CLA Shooting Brake to Australia. The first generation was offered here, but Australia missed out on the second generation. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Thus far, Mercedes-Benz has revealed only electric versions – the CLA250+ Shooting Brake with EQ Technology and the CLA350 4Matic Shooting Brake with EQ Technology. Yes, that was just two, they just have really long names… This makes the CLA Shooting Brake the brand's first electric wagon. However, it won't be electric-only for long. Mercedes-Benz will launch CLA Shooting Brakes with 48V mild-hybrid petrol power early next year in Europe, with the Mercedes-Benz Modular Architecture (MMA) supporting both combustion and electric powertrains. Mild-hybrid CLA Shooting Brakes will comprise a combustion engine and an electric motor integrated within the eight-speed dual-clutch automatic transmission, allowing for electric coasting at speeds of around 100km/h as well as pure electric driving at "inner-city speeds". Electric versions feature either rear- or all-wheel drive, and use a two-speed gearbox on the rear axle; second gear is designed for power delivery at high speeds. Mercedes-Benz has confirmed additional electric variants are coming to join the two launch powertrains detailed below: Ahead of the B-pillar, the Shooting Brake is identical to the CLA sedan. However, there's naturally a longer roof, and this includes a one-piece panoramic glass panel with the optional ability to adjust the transparency via the touchscreen. This glass roof is also connected to the ambient lighting, and features 158 stars integrated into its surface that remain "almost invisible during the day"; light is fed to them from the front via LED modules, creating a unique visual experience at night. Here's how the CLA Shooting Brake with EQ Technology compares to its combustion-powered predecessor in terms of external dimensions: While it's longer, wider and taller than its predecessor, resulting in 14mm more front headroom and 7mm more rear headroom, rear legroom has dropped by 6mm and rear shoulder room by 13mm. The boot is also smaller at 455 litres, down 30L with a 15mm higher load floor. Once you drop the 40:20:40-split rear seats, load space expands to 1290L. However, this is still down 60L on the old model. Offsetting this is 101L of illuminated storage under the bonnet, though naturally this won't be available in upcoming mild-hybrid models. Inside the cabin, there's an available full-width MBUX Superscreen setup. This comprises a 10.25-inch digital instrument cluster and a 14-inch infotainment touchscreen, with an available 14-inch screen for the passenger which they can use for gaming or streaming media. Also available is a 12.2-inch head-up display. The CLA Shooting Brake features the new Mercedes-Benz Operating System ( and supports over-the-air software updates for not only the fourth-generation MBUX infotainment system but also vehicle functions such as driver assistance systems. Speaking of MBUX, its new Virtual Assistant can handle multi-part queries, has a short-term memory so you can pick up queries later, and utilises both ChatGPT4o and Microsoft Bing Search. Mercedes-Benz claims it can even recognise emotions and react accordingly, "just like a good friend". It has a "living" avatar in the form of the Mercedes-Benz star, which is always visible on the touchscreen. The company has ensured important information, suggestions, and recently used apps are always visible on the 'Zero Layer' of the infotainment system. Mercedes-Benz Navigation with Electric Intelligence uses map data from Google Maps, and plans the fastest and most convenient route and adds charging stops if necessary. The navigation can also activate battery preconditioning to ensure the battery is at the right temperature as you roll up to a charging station. Mercedes-Benz has responded to customer feedback, reintroducing roller and rocker switches for the new CLA Shooting Brake's steering wheel. The CLA Shooting Brake's interior can be had with leather, Artico leatherette and Artico/fabric combination upholstery in a range of colours, while interior trim options include brushed aluminium, wood, carbon-fibre and papered surfaces. A rocker switch is used for setting the cruise control speed, while a roller is used for media volume; touch-capacitive switches remain for other functions on the wheel. Mercedes-Benz has been shrinking its lineup of so-called Entry Luxury models. The A-Class and B-Class are getting the axe, but the GLA and GLB SUVs will survive another generation as the CLA and CLA Shooting Brake have done, moving to the new MMA platform. The next-generation GLA and GLB are also set to offer electric power, but will almost certainly ditch the standalone EQA and EQB nameplates for EV versions. MORE: Explore the Mercedes-Benz CLA showroom Content originally sourced from: The third-generation Mercedes-Benz CLA Shooting Brake has been revealed, offering electric power for the first time, and the all-new small premium wagon is a good chance for local release. "The CLA Shooting Brake is under consideration for the Australian market," said a Mercedes-Benz Australia spokesperson. It's launching in Europe in March 2026, while its four-door 'coupe' counterpart is already due to arrive here during the second half of 2026, following the new compact sedan's international launch this month. Should the new wagon arrive here, it would represent the return of the CLA Shooting Brake to Australia. The first generation was offered here, but Australia missed out on the second generation. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Thus far, Mercedes-Benz has revealed only electric versions – the CLA250+ Shooting Brake with EQ Technology and the CLA350 4Matic Shooting Brake with EQ Technology. Yes, that was just two, they just have really long names… This makes the CLA Shooting Brake the brand's first electric wagon. However, it won't be electric-only for long. Mercedes-Benz will launch CLA Shooting Brakes with 48V mild-hybrid petrol power early next year in Europe, with the Mercedes-Benz Modular Architecture (MMA) supporting both combustion and electric powertrains. Mild-hybrid CLA Shooting Brakes will comprise a combustion engine and an electric motor integrated within the eight-speed dual-clutch automatic transmission, allowing for electric coasting at speeds of around 100km/h as well as pure electric driving at "inner-city speeds". Electric versions feature either rear- or all-wheel drive, and use a two-speed gearbox on the rear axle; second gear is designed for power delivery at high speeds. Mercedes-Benz has confirmed additional electric variants are coming to join the two launch powertrains detailed below: Ahead of the B-pillar, the Shooting Brake is identical to the CLA sedan. However, there's naturally a longer roof, and this includes a one-piece panoramic glass panel with the optional ability to adjust the transparency via the touchscreen. This glass roof is also connected to the ambient lighting, and features 158 stars integrated into its surface that remain "almost invisible during the day"; light is fed to them from the front via LED modules, creating a unique visual experience at night. Here's how the CLA Shooting Brake with EQ Technology compares to its combustion-powered predecessor in terms of external dimensions: While it's longer, wider and taller than its predecessor, resulting in 14mm more front headroom and 7mm more rear headroom, rear legroom has dropped by 6mm and rear shoulder room by 13mm. The boot is also smaller at 455 litres, down 30L with a 15mm higher load floor. Once you drop the 40:20:40-split rear seats, load space expands to 1290L. However, this is still down 60L on the old model. Offsetting this is 101L of illuminated storage under the bonnet, though naturally this won't be available in upcoming mild-hybrid models. Inside the cabin, there's an available full-width MBUX Superscreen setup. This comprises a 10.25-inch digital instrument cluster and a 14-inch infotainment touchscreen, with an available 14-inch screen for the passenger which they can use for gaming or streaming media. Also available is a 12.2-inch head-up display. The CLA Shooting Brake features the new Mercedes-Benz Operating System ( and supports over-the-air software updates for not only the fourth-generation MBUX infotainment system but also vehicle functions such as driver assistance systems. Speaking of MBUX, its new Virtual Assistant can handle multi-part queries, has a short-term memory so you can pick up queries later, and utilises both ChatGPT4o and Microsoft Bing Search. Mercedes-Benz claims it can even recognise emotions and react accordingly, "just like a good friend". It has a "living" avatar in the form of the Mercedes-Benz star, which is always visible on the touchscreen. The company has ensured important information, suggestions, and recently used apps are always visible on the 'Zero Layer' of the infotainment system. Mercedes-Benz Navigation with Electric Intelligence uses map data from Google Maps, and plans the fastest and most convenient route and adds charging stops if necessary. The navigation can also activate battery preconditioning to ensure the battery is at the right temperature as you roll up to a charging station. Mercedes-Benz has responded to customer feedback, reintroducing roller and rocker switches for the new CLA Shooting Brake's steering wheel. The CLA Shooting Brake's interior can be had with leather, Artico leatherette and Artico/fabric combination upholstery in a range of colours, while interior trim options include brushed aluminium, wood, carbon-fibre and papered surfaces. A rocker switch is used for setting the cruise control speed, while a roller is used for media volume; touch-capacitive switches remain for other functions on the wheel. Mercedes-Benz has been shrinking its lineup of so-called Entry Luxury models. The A-Class and B-Class are getting the axe, but the GLA and GLB SUVs will survive another generation as the CLA and CLA Shooting Brake have done, moving to the new MMA platform. The next-generation GLA and GLB are also set to offer electric power, but will almost certainly ditch the standalone EQA and EQB nameplates for EV versions. MORE: Explore the Mercedes-Benz CLA showroom Content originally sourced from: The third-generation Mercedes-Benz CLA Shooting Brake has been revealed, offering electric power for the first time, and the all-new small premium wagon is a good chance for local release. "The CLA Shooting Brake is under consideration for the Australian market," said a Mercedes-Benz Australia spokesperson. It's launching in Europe in March 2026, while its four-door 'coupe' counterpart is already due to arrive here during the second half of 2026, following the new compact sedan's international launch this month. Should the new wagon arrive here, it would represent the return of the CLA Shooting Brake to Australia. The first generation was offered here, but Australia missed out on the second generation. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Thus far, Mercedes-Benz has revealed only electric versions – the CLA250+ Shooting Brake with EQ Technology and the CLA350 4Matic Shooting Brake with EQ Technology. Yes, that was just two, they just have really long names… This makes the CLA Shooting Brake the brand's first electric wagon. However, it won't be electric-only for long. Mercedes-Benz will launch CLA Shooting Brakes with 48V mild-hybrid petrol power early next year in Europe, with the Mercedes-Benz Modular Architecture (MMA) supporting both combustion and electric powertrains. Mild-hybrid CLA Shooting Brakes will comprise a combustion engine and an electric motor integrated within the eight-speed dual-clutch automatic transmission, allowing for electric coasting at speeds of around 100km/h as well as pure electric driving at "inner-city speeds". Electric versions feature either rear- or all-wheel drive, and use a two-speed gearbox on the rear axle; second gear is designed for power delivery at high speeds. Mercedes-Benz has confirmed additional electric variants are coming to join the two launch powertrains detailed below: Ahead of the B-pillar, the Shooting Brake is identical to the CLA sedan. However, there's naturally a longer roof, and this includes a one-piece panoramic glass panel with the optional ability to adjust the transparency via the touchscreen. This glass roof is also connected to the ambient lighting, and features 158 stars integrated into its surface that remain "almost invisible during the day"; light is fed to them from the front via LED modules, creating a unique visual experience at night. Here's how the CLA Shooting Brake with EQ Technology compares to its combustion-powered predecessor in terms of external dimensions: While it's longer, wider and taller than its predecessor, resulting in 14mm more front headroom and 7mm more rear headroom, rear legroom has dropped by 6mm and rear shoulder room by 13mm. The boot is also smaller at 455 litres, down 30L with a 15mm higher load floor. Once you drop the 40:20:40-split rear seats, load space expands to 1290L. However, this is still down 60L on the old model. Offsetting this is 101L of illuminated storage under the bonnet, though naturally this won't be available in upcoming mild-hybrid models. Inside the cabin, there's an available full-width MBUX Superscreen setup. This comprises a 10.25-inch digital instrument cluster and a 14-inch infotainment touchscreen, with an available 14-inch screen for the passenger which they can use for gaming or streaming media. Also available is a 12.2-inch head-up display. The CLA Shooting Brake features the new Mercedes-Benz Operating System ( and supports over-the-air software updates for not only the fourth-generation MBUX infotainment system but also vehicle functions such as driver assistance systems. Speaking of MBUX, its new Virtual Assistant can handle multi-part queries, has a short-term memory so you can pick up queries later, and utilises both ChatGPT4o and Microsoft Bing Search. Mercedes-Benz claims it can even recognise emotions and react accordingly, "just like a good friend". It has a "living" avatar in the form of the Mercedes-Benz star, which is always visible on the touchscreen. The company has ensured important information, suggestions, and recently used apps are always visible on the 'Zero Layer' of the infotainment system. Mercedes-Benz Navigation with Electric Intelligence uses map data from Google Maps, and plans the fastest and most convenient route and adds charging stops if necessary. The navigation can also activate battery preconditioning to ensure the battery is at the right temperature as you roll up to a charging station. Mercedes-Benz has responded to customer feedback, reintroducing roller and rocker switches for the new CLA Shooting Brake's steering wheel. The CLA Shooting Brake's interior can be had with leather, Artico leatherette and Artico/fabric combination upholstery in a range of colours, while interior trim options include brushed aluminium, wood, carbon-fibre and papered surfaces. A rocker switch is used for setting the cruise control speed, while a roller is used for media volume; touch-capacitive switches remain for other functions on the wheel. Mercedes-Benz has been shrinking its lineup of so-called Entry Luxury models. The A-Class and B-Class are getting the axe, but the GLA and GLB SUVs will survive another generation as the CLA and CLA Shooting Brake have done, moving to the new MMA platform. The next-generation GLA and GLB are also set to offer electric power, but will almost certainly ditch the standalone EQA and EQB nameplates for EV versions. MORE: Explore the Mercedes-Benz CLA showroom Content originally sourced from: The third-generation Mercedes-Benz CLA Shooting Brake has been revealed, offering electric power for the first time, and the all-new small premium wagon is a good chance for local release. "The CLA Shooting Brake is under consideration for the Australian market," said a Mercedes-Benz Australia spokesperson. It's launching in Europe in March 2026, while its four-door 'coupe' counterpart is already due to arrive here during the second half of 2026, following the new compact sedan's international launch this month. Should the new wagon arrive here, it would represent the return of the CLA Shooting Brake to Australia. The first generation was offered here, but Australia missed out on the second generation. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Thus far, Mercedes-Benz has revealed only electric versions – the CLA250+ Shooting Brake with EQ Technology and the CLA350 4Matic Shooting Brake with EQ Technology. Yes, that was just two, they just have really long names… This makes the CLA Shooting Brake the brand's first electric wagon. However, it won't be electric-only for long. Mercedes-Benz will launch CLA Shooting Brakes with 48V mild-hybrid petrol power early next year in Europe, with the Mercedes-Benz Modular Architecture (MMA) supporting both combustion and electric powertrains. Mild-hybrid CLA Shooting Brakes will comprise a combustion engine and an electric motor integrated within the eight-speed dual-clutch automatic transmission, allowing for electric coasting at speeds of around 100km/h as well as pure electric driving at "inner-city speeds". Electric versions feature either rear- or all-wheel drive, and use a two-speed gearbox on the rear axle; second gear is designed for power delivery at high speeds. Mercedes-Benz has confirmed additional electric variants are coming to join the two launch powertrains detailed below: Ahead of the B-pillar, the Shooting Brake is identical to the CLA sedan. However, there's naturally a longer roof, and this includes a one-piece panoramic glass panel with the optional ability to adjust the transparency via the touchscreen. This glass roof is also connected to the ambient lighting, and features 158 stars integrated into its surface that remain "almost invisible during the day"; light is fed to them from the front via LED modules, creating a unique visual experience at night. Here's how the CLA Shooting Brake with EQ Technology compares to its combustion-powered predecessor in terms of external dimensions: While it's longer, wider and taller than its predecessor, resulting in 14mm more front headroom and 7mm more rear headroom, rear legroom has dropped by 6mm and rear shoulder room by 13mm. The boot is also smaller at 455 litres, down 30L with a 15mm higher load floor. Once you drop the 40:20:40-split rear seats, load space expands to 1290L. However, this is still down 60L on the old model. Offsetting this is 101L of illuminated storage under the bonnet, though naturally this won't be available in upcoming mild-hybrid models. Inside the cabin, there's an available full-width MBUX Superscreen setup. This comprises a 10.25-inch digital instrument cluster and a 14-inch infotainment touchscreen, with an available 14-inch screen for the passenger which they can use for gaming or streaming media. Also available is a 12.2-inch head-up display. The CLA Shooting Brake features the new Mercedes-Benz Operating System ( and supports over-the-air software updates for not only the fourth-generation MBUX infotainment system but also vehicle functions such as driver assistance systems. Speaking of MBUX, its new Virtual Assistant can handle multi-part queries, has a short-term memory so you can pick up queries later, and utilises both ChatGPT4o and Microsoft Bing Search. Mercedes-Benz claims it can even recognise emotions and react accordingly, "just like a good friend". It has a "living" avatar in the form of the Mercedes-Benz star, which is always visible on the touchscreen. The company has ensured important information, suggestions, and recently used apps are always visible on the 'Zero Layer' of the infotainment system. Mercedes-Benz Navigation with Electric Intelligence uses map data from Google Maps, and plans the fastest and most convenient route and adds charging stops if necessary. The navigation can also activate battery preconditioning to ensure the battery is at the right temperature as you roll up to a charging station. Mercedes-Benz has responded to customer feedback, reintroducing roller and rocker switches for the new CLA Shooting Brake's steering wheel. The CLA Shooting Brake's interior can be had with leather, Artico leatherette and Artico/fabric combination upholstery in a range of colours, while interior trim options include brushed aluminium, wood, carbon-fibre and papered surfaces. A rocker switch is used for setting the cruise control speed, while a roller is used for media volume; touch-capacitive switches remain for other functions on the wheel. Mercedes-Benz has been shrinking its lineup of so-called Entry Luxury models. The A-Class and B-Class are getting the axe, but the GLA and GLB SUVs will survive another generation as the CLA and CLA Shooting Brake have done, moving to the new MMA platform. The next-generation GLA and GLB are also set to offer electric power, but will almost certainly ditch the standalone EQA and EQB nameplates for EV versions. MORE: Explore the Mercedes-Benz CLA showroom Content originally sourced from:
The Advertiser
an hour ago
- The Advertiser
Range Rover Electric: 'Don't change it, just make it better"
JLR is well down the path of introducing its first electric Range Rover, which is expected sometime next year, but the company's approach is as notable for how long it has taken to come to market as it is about the philosophical debate around electrification. With JLR's previous electric vehicle (EV), the Jaguar I-Pace, not having performed well in both the sales and reliability charts, the company is adamant that this time it will wait until it's ready to release the Range Rover EV. Rather than reimagining an all-new Range Rover, the company has opted to adapt its existing design and platform to accommodate an electric powertrain, a move summarised by its internal philosophy: "Don't change it, just make it better." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The electric variant sits on the same flexible platform as the petrol, diesel, and plug-in hybrid Range Rovers and come down the same production line. It features a substantial 118kWh usable battery – comprising 344 prismatic cells using NMC (nickel manganese cobalt) chemistry – supplying energy to the dual-motor setup producing 404kW of power and 850Nm of torque. The company claims the battery and the motors are designed and manufactured in-house, although the cells themselves likely come from BYD (Land Rover wouldn't confirm its battery supplier). Despite the new drivetrain, key characteristics such as cabin layout, boot space, and off-road geometry remain unchanged. There's also no front boot, which the engineers told is deliberate as to not add elements customers don't need. "This is about integrating electric propulsion into what is an established Range Rover design," said Lynfel Owen, chief engineer of vehicle engineering. "So you know, the target was always, how do we look at today's cars, our combustion engines and everything we do today? How do we make that better with EV propulsion?" The engineering team focused on maintaining performance and ride quality. According to Mr Owen, the Range Rover Electric benefits from upgraded suspension components – including dual-valve air springs and revised bushings – specifically tuned to handle the demands of an electric setup. Torsional rigidity is also up, with this model claiming the title of the stiffest Range Rover to date. While many EVs introduce entirely new driving experiences (like Mercedes-Benz's electric G-Wagen), Land Rover is banking on familiarity. Terrain modes from combustion models have been retained, and the company has developed its own intelligent traction control system (ITM) to manage torque across all four wheels. The ITM system allows for millisecond-level torque vectoring between wheels, with cross-axle capability and the ability to emulate both two-wheel and four-wheel drive. It replaces traditional mechanical driveline components with software precision, providing finer control in both on- and off-road environments. "We've optimised all of the terrain modes for Range Rover Electric," Mr Owen explained. "It's about making it actually comfortable off-road and reducing driver demand in challenging conditions." The model also includes adaptive thermal management with a proprietary heat pump system designed to improve efficiency and comfort. Land Rover says the system can operate in temperatures as low as -15°C, recovering waste heat to reduce energy consumption by up to 40 per cent compared with the brand's previous electric vehicle, the Jaguar I-Pace. While other manufacturers often borrow EV components from shared platforms, Land Rover's vertically integrated approach reflects its aim to control the Range Rover Electric experience end to end. It may look familiar, but beneath the skin, this is the most technologically advanced model the company has built. With more than 62,000 customers already expressing interest globally, the Range Rover Electric appears to be landing well with buyers looking for electrification without dramatic change. MORE: Explore the Range Rover showroom Content originally sourced from: JLR is well down the path of introducing its first electric Range Rover, which is expected sometime next year, but the company's approach is as notable for how long it has taken to come to market as it is about the philosophical debate around electrification. With JLR's previous electric vehicle (EV), the Jaguar I-Pace, not having performed well in both the sales and reliability charts, the company is adamant that this time it will wait until it's ready to release the Range Rover EV. Rather than reimagining an all-new Range Rover, the company has opted to adapt its existing design and platform to accommodate an electric powertrain, a move summarised by its internal philosophy: "Don't change it, just make it better." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The electric variant sits on the same flexible platform as the petrol, diesel, and plug-in hybrid Range Rovers and come down the same production line. It features a substantial 118kWh usable battery – comprising 344 prismatic cells using NMC (nickel manganese cobalt) chemistry – supplying energy to the dual-motor setup producing 404kW of power and 850Nm of torque. The company claims the battery and the motors are designed and manufactured in-house, although the cells themselves likely come from BYD (Land Rover wouldn't confirm its battery supplier). Despite the new drivetrain, key characteristics such as cabin layout, boot space, and off-road geometry remain unchanged. There's also no front boot, which the engineers told is deliberate as to not add elements customers don't need. "This is about integrating electric propulsion into what is an established Range Rover design," said Lynfel Owen, chief engineer of vehicle engineering. "So you know, the target was always, how do we look at today's cars, our combustion engines and everything we do today? How do we make that better with EV propulsion?" The engineering team focused on maintaining performance and ride quality. According to Mr Owen, the Range Rover Electric benefits from upgraded suspension components – including dual-valve air springs and revised bushings – specifically tuned to handle the demands of an electric setup. Torsional rigidity is also up, with this model claiming the title of the stiffest Range Rover to date. While many EVs introduce entirely new driving experiences (like Mercedes-Benz's electric G-Wagen), Land Rover is banking on familiarity. Terrain modes from combustion models have been retained, and the company has developed its own intelligent traction control system (ITM) to manage torque across all four wheels. The ITM system allows for millisecond-level torque vectoring between wheels, with cross-axle capability and the ability to emulate both two-wheel and four-wheel drive. It replaces traditional mechanical driveline components with software precision, providing finer control in both on- and off-road environments. "We've optimised all of the terrain modes for Range Rover Electric," Mr Owen explained. "It's about making it actually comfortable off-road and reducing driver demand in challenging conditions." The model also includes adaptive thermal management with a proprietary heat pump system designed to improve efficiency and comfort. Land Rover says the system can operate in temperatures as low as -15°C, recovering waste heat to reduce energy consumption by up to 40 per cent compared with the brand's previous electric vehicle, the Jaguar I-Pace. While other manufacturers often borrow EV components from shared platforms, Land Rover's vertically integrated approach reflects its aim to control the Range Rover Electric experience end to end. It may look familiar, but beneath the skin, this is the most technologically advanced model the company has built. With more than 62,000 customers already expressing interest globally, the Range Rover Electric appears to be landing well with buyers looking for electrification without dramatic change. MORE: Explore the Range Rover showroom Content originally sourced from: JLR is well down the path of introducing its first electric Range Rover, which is expected sometime next year, but the company's approach is as notable for how long it has taken to come to market as it is about the philosophical debate around electrification. With JLR's previous electric vehicle (EV), the Jaguar I-Pace, not having performed well in both the sales and reliability charts, the company is adamant that this time it will wait until it's ready to release the Range Rover EV. Rather than reimagining an all-new Range Rover, the company has opted to adapt its existing design and platform to accommodate an electric powertrain, a move summarised by its internal philosophy: "Don't change it, just make it better." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The electric variant sits on the same flexible platform as the petrol, diesel, and plug-in hybrid Range Rovers and come down the same production line. It features a substantial 118kWh usable battery – comprising 344 prismatic cells using NMC (nickel manganese cobalt) chemistry – supplying energy to the dual-motor setup producing 404kW of power and 850Nm of torque. The company claims the battery and the motors are designed and manufactured in-house, although the cells themselves likely come from BYD (Land Rover wouldn't confirm its battery supplier). Despite the new drivetrain, key characteristics such as cabin layout, boot space, and off-road geometry remain unchanged. There's also no front boot, which the engineers told is deliberate as to not add elements customers don't need. "This is about integrating electric propulsion into what is an established Range Rover design," said Lynfel Owen, chief engineer of vehicle engineering. "So you know, the target was always, how do we look at today's cars, our combustion engines and everything we do today? How do we make that better with EV propulsion?" The engineering team focused on maintaining performance and ride quality. According to Mr Owen, the Range Rover Electric benefits from upgraded suspension components – including dual-valve air springs and revised bushings – specifically tuned to handle the demands of an electric setup. Torsional rigidity is also up, with this model claiming the title of the stiffest Range Rover to date. While many EVs introduce entirely new driving experiences (like Mercedes-Benz's electric G-Wagen), Land Rover is banking on familiarity. Terrain modes from combustion models have been retained, and the company has developed its own intelligent traction control system (ITM) to manage torque across all four wheels. The ITM system allows for millisecond-level torque vectoring between wheels, with cross-axle capability and the ability to emulate both two-wheel and four-wheel drive. It replaces traditional mechanical driveline components with software precision, providing finer control in both on- and off-road environments. "We've optimised all of the terrain modes for Range Rover Electric," Mr Owen explained. "It's about making it actually comfortable off-road and reducing driver demand in challenging conditions." The model also includes adaptive thermal management with a proprietary heat pump system designed to improve efficiency and comfort. Land Rover says the system can operate in temperatures as low as -15°C, recovering waste heat to reduce energy consumption by up to 40 per cent compared with the brand's previous electric vehicle, the Jaguar I-Pace. While other manufacturers often borrow EV components from shared platforms, Land Rover's vertically integrated approach reflects its aim to control the Range Rover Electric experience end to end. It may look familiar, but beneath the skin, this is the most technologically advanced model the company has built. With more than 62,000 customers already expressing interest globally, the Range Rover Electric appears to be landing well with buyers looking for electrification without dramatic change. MORE: Explore the Range Rover showroom Content originally sourced from: JLR is well down the path of introducing its first electric Range Rover, which is expected sometime next year, but the company's approach is as notable for how long it has taken to come to market as it is about the philosophical debate around electrification. With JLR's previous electric vehicle (EV), the Jaguar I-Pace, not having performed well in both the sales and reliability charts, the company is adamant that this time it will wait until it's ready to release the Range Rover EV. Rather than reimagining an all-new Range Rover, the company has opted to adapt its existing design and platform to accommodate an electric powertrain, a move summarised by its internal philosophy: "Don't change it, just make it better." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The electric variant sits on the same flexible platform as the petrol, diesel, and plug-in hybrid Range Rovers and come down the same production line. It features a substantial 118kWh usable battery – comprising 344 prismatic cells using NMC (nickel manganese cobalt) chemistry – supplying energy to the dual-motor setup producing 404kW of power and 850Nm of torque. The company claims the battery and the motors are designed and manufactured in-house, although the cells themselves likely come from BYD (Land Rover wouldn't confirm its battery supplier). Despite the new drivetrain, key characteristics such as cabin layout, boot space, and off-road geometry remain unchanged. There's also no front boot, which the engineers told is deliberate as to not add elements customers don't need. "This is about integrating electric propulsion into what is an established Range Rover design," said Lynfel Owen, chief engineer of vehicle engineering. "So you know, the target was always, how do we look at today's cars, our combustion engines and everything we do today? How do we make that better with EV propulsion?" The engineering team focused on maintaining performance and ride quality. According to Mr Owen, the Range Rover Electric benefits from upgraded suspension components – including dual-valve air springs and revised bushings – specifically tuned to handle the demands of an electric setup. Torsional rigidity is also up, with this model claiming the title of the stiffest Range Rover to date. While many EVs introduce entirely new driving experiences (like Mercedes-Benz's electric G-Wagen), Land Rover is banking on familiarity. Terrain modes from combustion models have been retained, and the company has developed its own intelligent traction control system (ITM) to manage torque across all four wheels. The ITM system allows for millisecond-level torque vectoring between wheels, with cross-axle capability and the ability to emulate both two-wheel and four-wheel drive. It replaces traditional mechanical driveline components with software precision, providing finer control in both on- and off-road environments. "We've optimised all of the terrain modes for Range Rover Electric," Mr Owen explained. "It's about making it actually comfortable off-road and reducing driver demand in challenging conditions." The model also includes adaptive thermal management with a proprietary heat pump system designed to improve efficiency and comfort. Land Rover says the system can operate in temperatures as low as -15°C, recovering waste heat to reduce energy consumption by up to 40 per cent compared with the brand's previous electric vehicle, the Jaguar I-Pace. While other manufacturers often borrow EV components from shared platforms, Land Rover's vertically integrated approach reflects its aim to control the Range Rover Electric experience end to end. It may look familiar, but beneath the skin, this is the most technologically advanced model the company has built. With more than 62,000 customers already expressing interest globally, the Range Rover Electric appears to be landing well with buyers looking for electrification without dramatic change. MORE: Explore the Range Rover showroom Content originally sourced from:
