Latest news with #RangeRoverElectric
Motor 1
19 hours ago
- Automotive
- Motor 1
'Dirtiest Part of the Car': Why the Range Rover Electric Skips the Front Trunk
It's been more than two years since Land Rover announced plans to launch a fully electric Range Rover. While we're still waiting for the official debut, the teaser campaign has already revealed much of the luxury SUV's design. Visually, it will look nearly identical to its combustion-engine counterpart, with which it shares the same platform. Unlike some EVs that offer a front trunk in place of an engine, the Range Rover Electric won't feature one. In an interview with Australian magazine CarExpert , the vehicle's chief engineer explained why the first Range Rover without a combustion engine won't have a supplementary front cargo area. Land Rover surveyed customers on the matter, and the consensus was that the rear luggage space was sufficient. Lynfel Owen confirmed that the rear cargo volume will match that of the combustion-engine model, with no need to raise the floor to accommodate the 117-kWh battery pack. Photo by: Land Rover However, packaging the 344 prismatic cells in a double-stacked layout while maintaining cargo space means the electric Range Rover will be offered exclusively with two rows of seats. A seven-seat version isn't planned due to packaging constraints. Land Rover will sell a spare wheel, but it'll eat into the luggage capacity by sitting above the cargo floor. Customer preferences weren't the only reason Land Rover skipped the front trunk. Owen rhetorically asked: 'Why would I want to lean against the dirtiest part of the car to put stuff?' Jaguar Land Rover took a different approach with the I-Pace , which offered a small 27-liter (0.95 cubic feet) front storage compartment. That model was discontinued at the end of last year, and going forward, all new Jaguars will be electric-only. Although Owen wasn't involved in the I-Pace's development, he acknowledges that missteps were made: 'We've learned that we can't do that to our customers, and we're not going to do that again.' Designed by Ian Callum and built in Graz, Austria by Magna Steyr, the I-Pace struggled with reliability and frequently ranked near the bottom of customer satisfaction surveys. Photo by: Land Rover While the interview didn't delve into curb weight, Autocar reports that JLR is targeting 2,800 kilograms (6,172 pounds). That's hardly lightweight, but it would make the Range Rover Electric 285 kg (629 lbs) lighter than the Mercedes G580 with EQ Technology. Like the Range Rover, the electric G-Class doesn't have a front trunk either, but compensates with a tailgate-mounted cargo box styled like a spare wheel for storing charging cables. Owen insists the electric Range Rover won't compete directly with the G580 , claiming it offers superior go-anywhere capabilities and a nicer cabin: 'This is still a Range Rover. It is not an EV. 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.' The world premiere is scheduled for later this year, with deliveries expected to kick off in 2026. Catch Up With The Range Rover Electric: The Electric Range Rover Looks Identical to the Gas Model Range Rover's First Electric SUV Promises V8 Performance Sources: CarExpert , Autocar Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Telegraph
a day ago
- Automotive
- Telegraph
Is the new Range Rover Electric worth £170,000? I drove it to find out
It's finally here. Sort of. The Range Rover Electric will not be available until 2026, despite initial suggestions of an on-sale date in the latter half of this year. Nothing more precise than that, with no indication of prices either. But prototypes and pre-production cars exist on the world's testing facilities as well as on the roads around Land Rover's Solihull base. And I have driven one of these prototypes, during the Goodwood Festival of Speed, to see how it measures up. The rumoured cost is about £170,000 – roughly equivalent to the V8 petrol version, which was the benchmark for this newcomer since gestation and during development. The Range Rover line-up starts at £105,675. Despite the lack of hard figures, Range Rover says that it has a 'client waiting list' of 62,000 souls. What we do know is that the battery is a 118kWh (useable) item. There's 550PS (542bhp) and 850Nm (627lb ft) of torque, with a range in the region of 300-330 miles and a 0-62mph sprint time of about 4.5 seconds, although no performance figures have been announced yet. 'It's a Range Rover first, an EV second,' can be heard a lot; all the engineers and development drivers have been well versed in this mantra. Test drive My all-too-brief introduction to the Range Rover Electric was to demonstrate its abilities over a series of daunting obstacles of the type used during development. Essentially the aim was for the EV to do everything the existing combustion models can – and perhaps a little more, since careful calibration of the torque delivery allows the electric drivetrain to 'talk' to existing electronic systems such as Hill Descent Control. The first is a series of crazy-looking ramps to simulate crawling over massive boulders, which pitch one (sometimes two) wheels in the air while balancing precariously. As with all off-roading, smooth and gentle is the key to progress (the desire not to prang a development car also prompts caution). Suffice to say that the car was more composed than its driver, imparting a feeling of stability and control via a zillion calculations monitoring progress. It's called Integrated Traction Management and ensures that the prodigious torque doesn't overwhelm the amount of grip. The second test is a ramp, which doesn't look that steep until you start to drive up it and can see only the sky. Fortunately the car's surround camera system displays images of ahead and below for guidance. Gently over the top, then let the car demonstrate its seamless integration of single-pedal driving and Hill Descent Control. How so? Simply take your foot off the accelerator and let the car creep its way down. The third is a simple-looking diagonal crossing of an obstacle, once again with the low-speed Rock Crawl setting engaged. The surprise comes as the vehicle's weight makes it tip, forcing the electronic systems to prevent it rolling off. It would have been interesting to do the same course in a V8 Range Rover for direct comparison, although the development engineers insist that the fast-responding electric drive units provide greater ease of use and improved control (compared with the complex sequence of sucking and pumping inherent in a combustion engine). JLR claims that in detecting and managing wheel slip, the EVs set-up is 100 times faster than the combustion cars. It's all about the calibration – a phrase that occurs frequently throughout the afternoon. What's all the fuss about? For those who still believe that electric cars should have futuristic, quasi-spaceship styling to emphasise their cutting-edge technology, the greatest surprise about this EV Range Rover is how normal it looks. Extra charging flap aside, they are identical. It's the same story inside. Land Rover has even retained its traditional capstan gearlever, although it performs different functions than it does in the combustion-engined cars; the S is for single-pedal driving (with regenerative braking) rather than Sport mode. It all emphasises that the Range Rover Electric is an alternative to the existing line-up, not a replacement. Electric drivetrain The advantages of battery power are a linear response to the accelerator along with effortless torque delivery. Initial rumours had suggested the Range Rover Electric might have three or even four drive motors, yet in the final set-up there are only two, one at each end of the car. It's four-wheel drive, obviously, with a slight rearward bias in the power delivery. The battery and control electronics were developed in-house and are currently produced in Wolverhampton, which has the added benefit of bolstering Land Rover's credentials for Britishness. Chief engineer Simon Fairbrother explained that the 118kWh battery has 344 cells using NMC chemistry, in two decks of 172, made possible by the vehicle's height. With a 350kW charging capability (assuming you can find any such super-fast chargers in the UK), charging the battery from 10 to 80 per cent is claimed to take only 20 minutes. The clever bit is the thermal management, so that heat can be directed to where it is needed (to warm the electric motors or optimise charging in cold weather, for instance). Range Rover claims that its Thermal Assist system is so sophisticated that it can recover heat even when the external temperature is minus 15 degrees centigrade. It's a claim that's hard to dispute, but impressive none the less. In reverse, the system channels excess heat within the battery pack to the atmosphere via a system of radiators and vents. Electric always planned The current Range Rover, which has the internal designation L460, was designed to be an EV from the outset. Hence it can be built on the same production line as the existing models. Currently, the combustion cars have the engine, gearbox, mechanical four-wheel-drive gubbins and associated subframes lifted in the bodyshell. In the EV, the battery and electric motors are raised instead (obviously there's no longer a mechanical linkage between engine and driveshafts). The only difference is that it takes slightly longer to 'marry' the EV drivetrain, as there are more bolts to tighten. Fairbrother added that the frame around the battery pack improves the torsional stiffness of the car, while the centre of gravity is also lowered compared with a combustion model. The suspension has twin-chamber air springs as standard, to better manage pitch and squat under acceleration and braking, which are potentially more pronounced in this version than in the current combustion cars due to the virtually instantaneous torque delivery. Do you want one? Although Jaguar announced long ago that it's going to be an all-electric brand, this Range Rover is in fact parent company JLR's first battery-powered production car. Lessons learnt during its ongoing development will no doubt inform Jaguar's controversial electric GT. Range Rovers have always featured V8 engines, so the concept of a battery-powered version is still alien to some. For that tranche of buyers, there will still be petrol, diesel and hybrid options. But in truth the silence and smoothness of an electric powertrain suits a luxury car; the improvements in these areas (not that combustion-engined Range Rovers are particularly bothersome) ensure the electric version complements the existing line-up. We'll have to see when we drive the finished car, but on the evidence thus far the Range Rover Electric might just be the best of the bunch.
The Advertiser
a day ago
- Automotive
- The Advertiser
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
a day ago
- Automotive
- 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:
Auto Car
a day ago
- Automotive
- Auto Car
The electric Range Rover is almost here! But we've already taken it off road...
The Range Rover Electric's 542bhp of peak power isn't likely to cause too many heightened expectations in this department. We have so far only driven the car below 20mph, on a mix of single-track sealed roads and forest tracks; so impressions about on-road performance and drivability will come later. And as far as offroading goes; Eastnor's tracks were mostly dry on the day of our test, so didn't present the challenge to this car's outright traction and torque-vectoring capacities that they might have on a soggy December afternoon. But a cakewalk, they certainly ain't. In places they climb and descend slippery gradients of more than 25 degrees, as well as twisting and turning around gulleys, and over rocks and ridges. And yet the unflappable calmness with which the Range Rover Electric can simply ease itself up, down, over and around everything before it inspires incredible confidence in its capabilities. Nothing seems to phase it. Nothing requires the merest run up, or suck-it-and-see hurried stab of power. It sniffs out traction bit by bit, like a mountain goatherd who's rehearsed every step; and without any need to worry about keeping engine revs from bogging down, momentum from dying, or wheels from spinning away fruitlessly. Without an asymmetrical motor layout, the car vectors torque in offroad situations via open diffs and brake interventions, using specially developed Terrain Response traction control software adapted for the torque of electric motors. 'We can control a slipping wheel about a hundred times faster than in the standard car,' says Fairbrother. The difference that makes to the Range Rover's offroad capability is remarkable; and, in tandem with an apparent dearth of effort expended in what it's doing caused by the lack of any revving engine, it makes for an air of assurance that suits a Range Rover quite brilliantly. As well as being superbly quiet and calm when running on asphalt, there's a serene composure about this car even at the toughest of moments. So accessible is the car's torque, and so fine and effective its electronic governance, that you seldom need more than 40- or 50 per cent throttle to ease gently over the biggest roots, or out of deep ruts. The loudest noises you'll hear will likely be water sloshing past the wheels, gravel crunching under the tyres, and the background hum of the air conditioning.
