Range Rover Review

The Range Rover isn't short of rivals. Buyers at this end of the market can look at everything from a BMW X7 and a Mercedes-Benz GLS to a a Porsche Cayenne, a Bentley Bentayga and even a Rolls-Royce Cullinan if budgets are truly astronomical. Even so, the Range Rover still feels like the original reference point for the class.

That's because it continues to blend qualities that most rivals only specialise in individually. Some are more overtly sporty, some are even flashier inside, and some can match it for outright pace. What the Range Rover still does better than almost anything else is combine proper luxury-car comfort, authentic SUV toughness and a sense of effortless authority.

This fifth-generation car, launched in 2022, sharpened that formula rather than reinventing it. The styling is cleaner and more restrained than before, the cabin is more minimalist and modern, and the engineering is more sophisticated. All-wheel steering, active anti-roll control and adaptive air suspension all help it feel far more agile than something this large has any right to be. Off road, it remains in a different league to almost every luxury rival.

The range has grown considerably since launch. The D300 and D350 diesels remain sensible choices for long-distance drivers, while the P380 petrol offers a smooth six-cylinder alternative. The P460e and P550e plug-in hybrids combine impressive performance with an official electric range of up to 74 miles, while the P540 V8 caters for buyers wanting effortless power and a more characterful engine.

The biggest development arrived in September 2026 with the introduction of the fully electric Range Rover. Its twin-motor powertrain produces 550PS, while the substantial 118.5kWh usable battery delivers an official range of up to 372 miles. It also promises even greater refinement without sacrificing the Range Rover's formidable off-road capabilities.

Standard and long-wheelbase bodies remain available, with five or seven seats depending on the version. Trim levels stretch from SE and HSE to the lavish Autobiography and exclusive SV derivatives, including SV Black and SV Ultra.

All that said, the Range Rover still asks for compromise in one obvious area: cost. Even the least expensive version is deep into six-figure territory, running costs are substantial and insurance is as high as it gets.

It's also impossible to ignore Land Rover's (bad) reputation for electrical and reliability issues over the years, even if the latest car itself remains relatively young.

For most buyers covering higher mileages, the Range Rover D350 in HSE trim is likely to be the most rounded choice. It's not the most glamorous powertrain in the range, but it offers exactly the sort of effortless, long-legged shove that suits a huge luxury SUV like this. It's also likely to make the most sense if you regularly cover longer distances.

The cheaper D300 is hardly underpowered, though. Its 300PS output is more than sufficient for relaxed everyday driving, and choosing it in SE trim keeps the price as manageable as a Range Rover's can be.

If your use is more mixed and you can charge regularly, the P460e plug-in hybrid is arguably the smartest modern choice. The long official electric range makes it far more useful day to day than most luxury PHEVs, and it gives the Range Rover an impressive breadth of ability.

The new Electric is particularly appealing for buyers who want the ultimate in refinement and can charge at home. It's expensive, starting at £154,070, but its performance and 372-mile maximum range make it a credible alternative to the combustion-powered models.

Trim-wise, HSE already gives you so much equipment that it doesn't feel like a compromise. Autobiography adds more indulgence and will be the point many buyers settle on, while SV is best treated as the ultra-luxury choice rather than the obvious default.

Our preference would be the D350 HSE for regular long-distance driving or the P460e for shorter journeys with reliable access to charging.

The current UK Range Rover line-up starts at £107,530 for the D300 diesel in SE trim, with HSE models costing from £113,710 and Westminster Edition from £114,630.

Autobiography starts at £127,530, while the more powerful engines and long-wheelbase versions add considerably to the price. The fully electric Range Rover costs from £154,070, with the special First Edition starting at £157,610.

SV models move into another league, with the SV Black starting at £177,540 and the most exclusive SV Ultra derivatives reaching approximately £259,140.

That makes the Range Rover firmly a six-figure purchase across the board. There's no bargain-basement route into ownership, and desirable options can easily add thousands more.

The Audi Q7 is substantially cheaper, while the Porsche Cayenne and BMW X7 can also undercut the Range Rover considerably.

Buyers should compare finance and leasing costs carefully, as depreciation, interest charges and expensive optional equipment can make a significant difference to the total cost.

The Porsche Cayenne is one of the clearest alternatives if you want something more driver-focused without giving up luxury. Its handling is sharper and more entertaining, and its engine range offers considerable performance. There's also an electric version for buyers considering the Range Rover EV.

The Audi Q7 is much less expensive and more understated, but it also feels more ordinary and doesn't carry the same sense of occasion. It remains an excellent choice for families who want a comfortable, practical seven-seat SUV without spending six figures.

The Bentley Bentayga sits closer on price and image. Its interior can feel even more lavish, with extensive personalisation possibilities, although the Range Rover offers greater versatility and a more convincing off-road pedigree.

The BMW X7 and Mercedes-Benz GLS remain the most direct mainstream luxury-SUV alternatives. Both are spacious, plush and highly capable, with genuine seven-seat practicality, but neither has quite the same blend of stately presence and genuine go-anywhere ability.

The electric BMW iX also deserves consideration. It's considerably cheaper than the Range Rover Electric and offers impressive range, refinement and technology, although it can't match the larger car's sense of occasion.

If image and sheer lavishness matter most, the Rolls-Royce Cullinan is the obvious outlier above everything else. It's even more expensive, however, and isn't as versatile as the Range Rover.

The Range Rover is available in standard-wheelbase and long-wheelbase forms, and the long-wheelbase car can also be had with seven seats. That immediately gives it more flexibility than many rivals.

Front-seat space is enormous, as you would hope, and the driving position remains one of the Range Rover's signature strengths. You sit high, visibility is excellent for such a large vehicle and there's an easy, arm-on-the-window-sill sense of command that still feels distinctively Range Rover.

The broad centre console provides plenty of storage for smaller items, while sizeable door pockets, cupholders and an optional refrigerated compartment add to the everyday practicality. The cabin's minimalist appearance doesn't come at the expense of useful storage.

Rear space is equally impressive. Even the standard-wheelbase car has ample room for tall adults, while the long-wheelbase version moves into proper limousine territory for second-row legroom. With the available executive seating, reclining rear seats and additional comfort features, it's a particularly appealing car in which to be driven.

If you choose the seven-seat long-wheelbase version, the third row is genuinely usable for adults in a way that many luxury SUVs still can't quite manage. It's worth remembering, though, that seven seats aren't available with every powertrain or trim combination.

Boot space varies depending on which body style and seating layout you choose. Officially, the seven-seat LWB offers 312 litres to the roof behind the third row, 1,061 litres behind the second row and up to 2,601 litres with the rear seats folded, using the manufacturer's wet-volume measurements.

Five-seat versions offer up to 1,050 litres behind the rear seats on the same measurement basis, or 818 litres using the more conservative dry-volume method. Buyers should take care when comparing figures because the two measurement systems produce significantly different results.

The split tailgate remains one of the smartest and most useful features on the car. The lower section provides a useful platform for sitting or loading, while the broad opening makes bulky luggage easier to accommodate.

The Range Rover's size also gives it impressive towing ability. Diesel and petrol versions can tow up to 3,500kg when properly specified, while the plug-in hybrids are rated for up to 3,000kg.

The main practicality compromise is the sheer size of the vehicle. Narrow streets, tight parking spaces and width restrictions can still make everyday manoeuvring awkward, despite the excellent cameras and all-wheel steering.

The standard-wheelbase Range Rover measures 5,052mm long, 2,047mm wide and 1,867mm high, with its mirrors folded. Long-wheelbase versions stretch to 5,252mm long, while the width and height remain broadly unchanged. With the mirrors extended, the Range Rover is 2,209mm wide.

These are huge dimensions, making it longer and wider than many family SUVs. The long-wheelbase version is also comparable in length to the BMW X7 and the Mercedes-Benz GLS.

The Range Rover disguises its size surprisingly well from behind the wheel, however. Its upright shape, strong visibility and standard all-wheel steering help it feel less unwieldy than the numbers suggest.

The standard-wheelbase car has a kerb-to-kerb turning circle of around 11 metres, which is particularly impressive for something this large.

A 13.1-inch central touchscreen running JLR's Pivi Pro software sits at the heart of the dashboard, while a 13.7-inch digital driver display takes care of the instruments. Wireless Apple CarPlay and Android Auto are included, and the system supports online media, connected navigation and voice functions, including Alexa integration.

The interface is much better than older JLR systems, with sharp graphics and a logical enough layout, but it isn't perfect. Some inputs need a harder press than they should, and the response time can occasionally lag behind the class best. It feels premium and modern, but not completely class-leading on usability.

One particular annoyance is the reliance on the touchscreen for functions that would be easier to operate through physical switches. The minimalist approach certainly looks elegant, but adjusting certain settings while driving can demand more attention than it should.

The digital instrument display is clear and configurable, while an available head-up display projects useful driving information into the driver's line of sight. A 3D surround-camera system and ClearSight digital rear-view mirror are particularly useful given the Range Rover's dimensions.

Audio equipment is another highlight. Meridian systems feature throughout the range, with more expensive versions offering increasingly sophisticated surround-sound arrangements and active noise-cancellation technology.

Rear-seat passengers can enjoy available entertainment screens, individual climate settings and electric sunblinds, while higher trims introduce additional controls for the executive seating arrangements.

The new Range Rover Electric builds on this technology with battery-specific displays, intelligent route planning and charging functions, plus systems designed to manage battery temperature and charging performance.

Over-the-air software updates help keep the technology current, although the Range Rover's sheer abundance of features means there's still a learning curve.

Material quality is exceptional. The Range Rover's interior looks and feels every bit as expensive as it should, with beautifully finished surfaces, carefully judged textures and a general sense of calm, expensive restraint.

Even before you get into the more lavish upholstery, veneers and SV-specific personalisation, the basic ambience is hugely impressive. It isn't trying too hard, and that's part of why it works so well.

Leather upholstery features extensively through the range, with higher specifications introducing softer semi-aniline and near-aniline finishes. Buyers can also choose from various wood veneers, metal detailing and carefully coordinated interior colour schemes.

Autobiography models add more luxurious seating materials and distinctive finishes, while SV introduces bespoke trim combinations, ceramic controls and additional personalisation possibilities.

The Range Rover Electric also offers contemporary alternatives to traditional leather, including Ultrafabrics and Kvadrat textile options in selected versions.

The overall impression is one of understated luxury rather than unnecessary ornamentation. Everything feels carefully considered, with materials and finishes that help justify the Range Rover's considerable price.

The current UK Range Rover range offers a broad choice of diesel mild-hybrid, petrol mild-hybrid, plug-in hybrid and fully electric powertrains, all with four-wheel drive. The mild hybrids use electrical assistance to improve efficiency and responsiveness, but can't drive on electric power alone.

The D300 is the entry-level diesel mild hybrid, using a 3.0-litre six-cylinder engine producing 300PS and 650Nm. It accelerates from 0-62mph in 6.6 seconds, which is more than adequate for a large luxury SUV.

The D350 uses a more powerful version of the same engine, producing 350PS and 700Nm. It reduces the 0-62mph time to six seconds and is likely to be the rational choice for many buyers. It's effortlessly strong, smooth for a diesel and gives the Range Rover exactly the kind of low-effort pace a vehicle like this needs.

The P380 petrol mild hybrid is another 3.0-litre six-cylinder engine, this time producing 380PS and 550Nm. It's smoother and quieter than the diesels under acceleration, with a 0-62mph time of 5.6 seconds, although fuel economy isn't as impressive.

The P460e and P550e plug-in hybrids combine a 3.0-litre petrol engine with a powerful electric motor. The P460e produces 460PS and 660Nm, while the P550e increases output to 550PS and 800Nm. Acceleration from 0-62mph takes 5.7 and 4.9 seconds respectively.

Both use a 38.2kWh battery with 31.8kWh of usable capacity. The P460e offers up to 74 miles of official electric range, while the P550e manages up to 72 miles, depending on specification.

The P540 V8 mild hybrid is the indulgent petrol option. Its 4.4-litre twin-turbocharged engine develops around 540PS and 750Nm, delivering 0-62mph in just 4.6 seconds. It's fast enough to feel faintly absurd in something this large, but if you want the full-fat Range Rover experience with a big petrol engine, this is where you end up.

The biggest change is the arrival of the fully electric EV550. Its two electric motors produce a combined 550PS and 850Nm, giving it acceleration comparable to the V8. It reaches 62mph in around 4.5 seconds and offers up to 372 miles of official range from its substantial 118.5kWh usable battery.

All combustion-powered models use a smooth eight-speed automatic gearbox, while the electric version has a single-speed transmission.

The Range Rover isn't designed to feel overtly sporty, but every version delivers the effortless performance expected of a luxury SUV at this price.

Ride comfort remains the Range Rover's defining dynamic trait. Standard adaptive air suspension gives it that trademark wafting quality over rough surfaces, and the car feels serenely composed over the sort of broken roads that can unsettle lesser SUVs.

There's still the odd low-speed tremor on very large wheels, particularly in urban use, but in the broader context the Range Rover is an exceptionally comfortable car. The fact that it manages that without feeling wallowy is just as impressive.

The standard all-wheel steering makes a huge difference. At low speeds it shrinks the turning circle dramatically, which makes the Range Rover far easier to place and manoeuvre than a vehicle over five metres long really ought to be. At higher speeds it adds stability and helps the car feel less cumbersome.

In town, the high driving position and large windows provide good visibility, while the light steering and smooth automatic gearbox make progress almost effortless. The surround-view cameras are especially useful when negotiating tight spaces, although there's no disguising the car's considerable width.

Body control is also impressively disciplined thanks to active anti-roll technology. The Range Rover doesn't encourage enthusiastic driving in the way a Porsche Cayenne might, but it corners with more composure than you expect and rarely feels flustered.

On country roads, there's inevitably some sense of the vehicle's considerable weight, and the steering doesn't provide much detailed feedback. Nevertheless, the Range Rover remains secure and predictable, with ample grip and an impressive ability to isolate passengers from uneven surfaces.

Refinement is superb. The D350 is especially impressive because it never really shouts about being a diesel unless you work very hard to notice it. Road noise is low, wind noise is subdued for such a bluff vehicle and the overall sense of calm is a huge part of the car's appeal.

The plug-in hybrids are even quieter at lower speeds when running on electricity, and the transition between electric and petrol power is generally smooth. They suit urban journeys particularly well, provided there's enough battery charge available.

We've yet to drive the fully electric Range Rover, but its powerful twin-motor system and lack of a combustion engine promise an even quieter, more effortless driving experience. Whether it can match the exceptional ride comfort and body control of the other versions remains to be seen, particularly given its substantial battery weight.

Off road, the Range Rover remains extraordinarily capable. Its adjustable ride height, sophisticated traction systems and ability to wade through up to 900mm of water give it capabilities that most luxury-SUV rivals simply can't match. The electric version is designed to retain that formidable all-terrain ability, although we've not yet had the opportunity to put it to the test.

The Range Rover earned a five-star Euro NCAP rating in 2022, scoring 84% for adult occupant protection, 86% for child protection, 72% for vulnerable road users and 84% for safety assistance.

The passenger compartment remained stable in frontal testing, while protection in the side-impact assessments was particularly strong. Euro NCAP did highlight marginal rear-passenger chest protection in one frontal test, and noted the vehicle's potential to cause significant damage to smaller cars in a collision.

Child protection was impressive, and the autonomous emergency braking system performed well in tests involving other vehicles, pedestrians and cyclists.

Standard equipment includes adaptive cruise control with steering assistance, autonomous emergency braking, blind-spot assistance, lane support, traffic sign recognition and driver monitoring.

The Range Rover P460e and P550e plug-in hybrids use a 38.2kWh battery, with 31.8kWh of usable capacity. Both support 7kW AC home charging and DC rapid charging at up to 50kW.

A full charge from a 7kW wallbox takes approximately five hours, while a suitable rapid charger can replenish the battery to 80% in around 40 minutes. Using a typical domestic electricity rate of 25p/kWh, a full charge costs roughly £8 before charging losses.

The fully electric EV550 has a much larger 118.5kWh usable battery and an advanced 800-volt electrical system.

It supports DC charging at up to 350kW, allowing a charge from 10% to 80% in approximately 22 minutes under ideal conditions. A 7kW home charger takes around 19 hours for a complete charge, reduced to approximately seven hours with a 22kW three-phase AC charger.

Charging the EV550 from empty costs roughly £30 at 25p/kWh, excluding losses. A 10% to 80% top-up at 75p/kWh costs approximately £62.

Charging speeds will depend on battery temperature, charger output and other conditions.

The diesel remains the most sensible conventional choice if you do big miles, with official economy of up to 38.9mpg for the D300 and 39.0mpg for the D350.

The P380 petrol manages up to 29.4mpg, while the V8-powered P540 is considerably thirstier, returning around 23.2 to 24.6mpg on the official cycle. Both are likely to use significantly more fuel in heavy traffic.

The plug-in hybrids look much more appealing on paper, with official weighted economy figures exceeding 300mpg. However, these are achieved using a fully charged battery and shouldn't be treated as realistic figures for long journeys without charging.

Used properly, a P460e or P550e can make far more sense than their weight and performance figures initially suggest. Used without regular charging, they quickly lose that advantage.

The fully electric EV550 offers official efficiency of approximately 3.1 miles/kWh, although its considerable size and weight mean real-world consumption will depend heavily on speed and conditions.

For company car drivers in 2026/27, the fully electric Range Rover attracts a 4% Benefit-in-Kind rate, compared with 7% for qualifying long-range PHEV versions.

Land Rover covers the Range Rover with a three-year, unlimited-mileage manufacturer warranty in the UK. That's fairly typical among established luxury manufacturers, although some less expensive brands offer considerably longer cover. An extended warranty can be purchased to provide protection beyond the original period, subject to eligibility and the terms of the policy.

Both the plug-in hybrids and the fully electric Range Rover have separate eight-year or 100,000-mile warranties for their high-voltage batteries. The electric model's battery warranty also provides protection against excessive capacity degradation, with a minimum 70% capacity threshold.

Servicing for combustion-powered versions uses vehicle monitoring to determine maintenance requirements, taking account of driving conditions and usage rather than relying on one simple fixed mileage interval. The electric Range Rover has a service interval of up to 24 months or 21,000 miles, whichever comes first.

Land Rover's established dealer network provides extensive servicing coverage, although specialist maintenance, premium tyres and replacement components can be costly.

The Range Rover sits in insurance group 50, the highest category available in the UK. That means premiums are about as steep as they get.

This won't come as a surprise on a vehicle this expensive and powerful, but it's worth spelling out because there's no cheap version to insure. The electric EV550 also falls into group 50, reflecting its substantial performance, value and potentially expensive repair requirements.

Insurance costs will vary according to driver age, postcode, claims history and security arrangements.

Given the Range Rover's value and the cost of replacement components, obtaining insurance quotes before ordering is particularly important. Additional security measures may also be required by some insurers.

From the second year onwards, a Range Rover costs £200 a year in standard Vehicle Excise Duty, whether you choose diesel, petrol, plug-in hybrid or electric power.

The more important cost is the Expensive Car Supplement. Because every Range Rover costs far more than the relevant threshold when new, every version attracts an additional £440 a year from years two to six. That means annual tax of £640 during those five years, before dropping to the standard rate afterwards.