Range Rover Electric Revealed: Specs, Price and What It Means for UK Salary Sacrifice
Source: Range Rover
Land Rover has finally pulled the cover off the Range Rover Electric, the brand's first fully battery-electric model and the most heavily patented Range Rover in its 55-year history. The car was shown to journalists in prototype form at Goodwood and is due to reach UK customers in 2027, four years after the latest-generation Range Rover launched in petrol, diesel and plug-in hybrid form. Visually, almost nothing separates the EV from its combustion siblings, a deliberate decision by JLR after what the engineering team described as exhaustive research into how Range Rover buyers actually want to identify their cars.
The launch matters for two reasons. The first is technical: it is the most ambitious project JLR has ever undertaken, with in-house motors, an 800V architecture, and a thermal management system claimed to be 40% more efficient than any previous JLR car. The second is commercial. The Range Rover Electric will compete directly with the BMW iX, Volvo EX90, Mercedes EQS SUV and Audi Q8 e-tron at the top end of the UK luxury EV market, and the 4% Benefit-in-Kind rate for 2026/27 is going to be central to how it sells.
What Land Rover has built
The Range Rover Electric uses a heavily reworked version of the MLA platform that underpins the existing Range Rover, modified to carry a double-stacked battery and the dual-motor drivetrain. JLR is producing the motors itself rather than buying them in, a decision the company says will protect serviceability and resale value as the car ages. The platform will also underpin the production version of the Jaguar Type 00 and the rest of JLR's electric programme.
Power comes from a 118 kWh usable lithium-ion NMC pack, mounted under the floor in two layers thanks to the height of the Range Rover body. The cells are currently sourced from an undisclosed supplier and assembled into packs in the Midlands. Once JLR's gigafactory in Somerset is operational, the entire battery will be built in-house. Twin motors deliver 542bhp and 627 lb ft of torque to all four wheels, making this the most powerful Range Rover short of the petrol-powered SV.
JLR has confirmed a few things and pointedly left others open. There is no official boot or frunk figure yet, although the team has confirmed that the front of the car is packed with control units and electric motors, so there will be no front luggage area. Vehicle-to-load charging, common on rivals like the Kia EV9, is "not a priority" for the launch car. The standard-wheelbase model arrives first at 5.05 metres, with the 5.25-metre long-wheelbase version following later.
Range, battery and charging
The headline range figure is "over 300 miles," and that is currently the bluntest soft spot in the proposition. The BMW iX, Volvo EX90 and Mercedes EQS SUV all sit between 370 and 400 miles on the official WLTP cycle. Land Rover's response is that it has analysed millions of miles of customer journey data and concluded that 300-plus miles is what its buyers actually need, but the headline number will still cost it on spec-sheet comparisons against German rivals.
Charging is where the engineering work shines through. The 800V electrical architecture supports DC rapid charging at up to 350kW, which Land Rover says is enough to take the battery from 10% to 80% in around 20 minutes if the driver can find a charger fast enough to deliver it. Plug into a 400V rapid charger and the car splits the battery into two parallel 400V banks rather than slowing the session, a technique already used on the Porsche Taycan. AC charging is via 22kW as standard, with two charging ports on opposite rear corners of the car so kerbside and destination charging is easier in tight urban bays.
Home charging on a standard 7kW wallbox will take 17 to 20 hours to fill the pack from nearly empty, which is what you would expect for a battery this size. The thermal management system is the genuinely clever part. It juggles more than 300 settings to balance cabin comfort, charging speed and range, with a heat pump as standard that harvests energy down to -15°C. All-in, JLR claims the Range Rover Electric is 40% more efficient than any previous Jaguar or Land Rover EV programme, which is the figure to watch when the official efficiency rating lands.
Performance, off-road and refinement
The on-paper performance numbers put the Range Rover Electric ahead of every existing Range Rover except the SV: 542bhp, 627 lb ft of torque, all-wheel drive through two motors, and a kerb weight nudging three tonnes. JLR has not yet quoted a 0-62 mph figure, but the engineering team's emphasis is firmly on refinement rather than acceleration.
Off-road is where electrification arguably gives the Range Rover the most upside. Instant torque from both motors, software-managed locking differentials, and slip management that JLR claims is 100 times faster than the equivalent ICE system all make the car easier to control on technical terrain. The prototype test included single-pedal driving integrated with Terrain Response and Hill Hold, allowing the driver to crest a steep descent and let the car bring itself to a complete stop and hold there without ever touching the brake. Approach angles, ground clearance and fording depth either match or exceed the existing Range Rover, which is the brief any Range Rover buyer cares about.
The interior is essentially the existing Range Rover cabin with a different drivetrain underneath. JLR has not yet published the screen layout or the production trim levels, but the design language and material specification carry over from the current car. Rear-seat space in the long-wheelbase version, when it arrives, will sit alongside the EQS SUV and a long-wheelbase 7 Series iX as the limousine-luxury options in the segment.
How the Range Rover Electric compares
The table below sets the launch specification of the Range Rover Electric against the three luxury electric SUVs it will be cross-shopped against in the UK. All figures are manufacturer-quoted.
| Metric | Range Rover Electric | BMW iX xDrive60 | Volvo EX90 Twin | Mercedes EQS 450 4MATIC SUV |
|---|---|---|---|---|
| UK starting price | From £130,000 (est) | From £85,015 | From £96,260 | From £130,225 |
| Battery (usable) | 118 kWh | 109.1 kWh | 107 kWh | 108.4 kWh |
| Official range | "Over 300 miles" | up to 426 miles | up to 374 miles | up to 379 miles |
| Power output | 542bhp | 536bhp | 408bhp | 360bhp |
| Torque | 627 lb ft | 564 lb ft | 568 lb ft | 590 lb ft |
| 0-62 mph | Not yet published | 4.6 seconds | 5.9 seconds | 6.0 seconds |
| Max DC charge rate | 350kW | 195kW | 250kW | 200kW |
| Architecture | 800V | 400V | 400V | 400V |
| Drive | AWD (twin motor) | AWD | AWD | AWD |
Two patterns stand out. The Range Rover Electric is the most powerful car in the comparison and is the only one on an 800V architecture, which is the reason the rapid-charging figure is so much higher than its rivals despite the larger battery. Range, however, is the weak number. Even the Volvo EX90, generally regarded as the most conservative of the three German-led rivals on this metric, comfortably out-ranges the Range Rover on paper.
For UK buyers the BMW iX remains the value benchmark of the segment. It is materially cheaper, marginally less powerful, and faster to charge to 80% in absolute terms because the smaller deficit to the Range Rover's 350kW peak does not compensate for the latter's much bigger battery. A used iX is already one of the most accessible routes into a luxury electric SUV for higher and additional-rate earners on a salary sacrifice scheme, and the new Range Rover does not look like it will undercut it on cost-per-mile any time soon.
What it costs to run a Range Rover Electric on salary sacrifice
UK pricing for the launch car has not been confirmed, but Land Rover sources point to a starting figure of around £130,000. That puts the Range Rover Electric well above the typical UK salary sacrifice scheme ceiling for basic-rate earners, and squarely in the territory of executive car programmes for higher and additional-rate employees earning £125,140 or more.
The tax case for putting it through a scheme is still substantial. With pure-EV Benefit-in-Kind set at 4% for 2026/27, an additional-rate employee on £150,000 a year paying tax through PAYE keeps far more of their salary by sacrificing it for an electric Range Rover than by funding the same car privately on contract hire. Income Tax and National Insurance are deducted from the gross-salary contribution, which is what generates the 20-50% saving most UK employees see on the take-home cost of an EV. The saving scales with the marginal tax rate, which is why a car at this price point is genuinely more tax-efficient for additional-rate earners than for basic-rate employees.
Anyone seeing claims of 60% or more savings should treat them with caution. Those numbers fold employer National Insurance savings into a single headline figure, which inflates the employee benefit by including money the employer is keeping, not the employee. The honest range is 20-50%, and that is what shows up on a UK payslip.
Pairing the car with The Charge Scheme is the other lever. Charging a 118 kWh battery is not cheap on a standard domestic tariff, and running home, workplace and public charging through salary sacrifice cuts that bill by the same 20-50%. For a Range Rover Electric covering 15,000 miles a year, the combined effect on total cost of ownership over a four-year lease term is material.
What it means for fleets and employers
The Range Rover Electric will not be a high-volume car. It will, however, sit on a lot of executive car policies and director benefit packages, particularly at firms that already run a salary sacrifice scheme for the wider workforce and want a halo car at the top end. The Electric Car Scheme already lists executive EVs alongside mainstream models like the Tesla Model Y and Volkswagen ID.4, and the same multi-funder pricing engine is what allows a £130,000 Range Rover to be priced competitively against a single-funder benchmark.
Complete Employer Protection from Day 1 is the part that finance directors tend to focus on when signing off higher-value EVs. Most providers in the UK market exclude the first three months of a salary sacrifice lease from their risk cover, which on a £130,000 Range Rover is a meaningful exposure if an employee resigns, is made redundant or goes on long-term sick leave inside the early-leaver window. The Electric Car Scheme covers resignation, redundancy, dismissal, long-term illness, parental leave and vehicle damage from the day the car is on the driveway, with no excess. That protection profile is what makes the difference between an executive car committee approving the order and sending it back for re-pricing.
Named clients including Holland & Barrett, Leeds Bradford Airport, Millwall FC, TopCashback and Time Out Group PLC already run their schemes through The Electric Car Scheme. Set-up cost to the employer is £0, and the same scheme covers new EVs ordered from the factory and used EVs delivered within 14 days, which keeps the order book flexible while the Range Rover Electric works through its initial waiting list.
The bottom line
The Range Rover Electric is the most engineered EV JLR has ever produced and the strongest indication yet that the luxury SUV segment is being remade around electric drivetrains. It is also the first time a Range Rover will rely on a battery and motor package that does not look class-leading on every metric. The 542bhp, 350kW charging speed and 100x slip-management figures are top of the class. The 300-plus mile range and the £130,000 starting price are not.
For UK buyers, the practical question is what the car costs to run after tax. With 4% Benefit-in-Kind for 2026/27 rising to 5% in 2027/28, salary sacrifice remains the most tax-efficient way to put a new Range Rover Electric on the driveway of a higher or additional-rate employee, and pairing it with The Charge Scheme compresses the running cost further.
Run an instant salary sacrifice quote to model the Range Rover Electric or a near-equivalent like the BMW iX or Volvo EX90 against your gross salary, or compare the shortlist on the best EV deals page. Employers can read the full overview of how the scheme works in the companies guide.
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Last updated: 27/05/2026
Our pricing is based on data collected from The Electric Car Scheme quote tool. All final pricing is inclusive of VAT. All prices above are based on the following lease terms; 10,000 miles pa, 36 months, and are inclusive of Maintenance and Breakdown Cover. The Electric Car Scheme’s terms and conditions apply. All deals are subject to credit approval and availability. All deals are subject to excess mileage and damage charges. Prices are calculated based on the following tax saving assumptions; England & Wales, 40% tax rate. The above prices were calculated using a flat payment profile. The Electric Car Scheme Limited provides services for the administration of your salary sacrifice employee benefits. The Electric Car Scheme Holdings Limited is a member of the BVRLA (10608), is authorised and regulated by the FCA under FRN 968270, is an Appointed Representative of Marshall Management Services Ltd under FRN 667174, and is a credit broker and not a lender or insurance provider.
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