So, the Range Rover Electric is finally becoming a real thing you can actually buy, or at least wait for. If you’ve been following the breadcrumbs JLR has been dropping, you know this isn't just a battery swapped into a gas chassis. It’s a massive gamble for a brand built on the sound of a V8 and the smell of expensive leather.
People are skeptical. Naturally.
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Why 800 Volts actually matters
You’ve probably heard the term "800V architecture" tossed around in press releases. Basically, it’s the difference between charging your phone with an old USB brick versus a high-speed MacBook charger. Most EVs, like the standard Teslas or older Mustangs, run on 400 volts. By doubling that, the Range Rover Electric can suck down power at rates up to 350kW.
What does that look like at a rest stop? You’re looking at going from 10% to 80% charge in about 20 minutes. If you find a charger that can actually output that much juice, you’re barely out of the car long enough to grab a mediocre coffee before it’s ready to go again.
The battery itself is a 117kWh monster. It’s huge. JLR is using 344 prismatic cells stacked in a double-layer configuration. They did this because the Range Rover is tall enough to accommodate it without making the floor feel like you’re sitting in a bathtub with your knees at your chest.
The wading depth "problem"
Here is where the purists start sweating. "Can an electric car actually go off-road?" Honestly, it’s probably better at it than the gas version.
Water and electricity usually don't mix, but JLR claims a wading depth of 33.4 inches. That is roughly 850mm. To put that in perspective, a standard Jeep Wrangler Rubicon is rated for about 34 inches. You are basically driving a luxury submarine. The entire high-voltage system is sealed tight.
But the real magic isn't just about not short-circuiting in a river. It’s the torque.
Internal combustion engines have a "lag." You hit the gas, the air mixes with fuel, sparks fly, and eventually, the wheels turn. With the Range Rover Electric, the new Integrated Traction Management system handles wheel slip in about 50 milliseconds. That is literally 100 times faster than the mechanical systems in the current V8. If you’re crawling up a muddy hill in the Cotswolds, the car knows you’re slipping before your brain even registers the movement.
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That weird ThermAssist thing
Range is the big bogeyman for EVs, especially in the cold. Batteries hate the winter. JLR’s solution is a system they’ve branded "ThermAssist."
It’s a fancy heat pump on steroids. It monitors over 700 parameters. It can scavenge heat from the motors to warm the cabin or vice-versa. They claim it reduces energy consumption for heating by up to 40%. In plain English: you won’t lose half your driving range just because you want the seat heaters on while it’s snowing in Aspen.
Silence is the new luxury
Range Rover has always chased "waftability." They want you to feel like you’re floating in a sensory deprivation tank made of wood and wool.
Going electric makes this easier. No engine vibration. No gear shifts. The dual-motor setup delivers about 542bhp and 627 lb-ft of torque. It’s silent, but it’s fast—roughly 0-60 mph in under five seconds.
They’ve even tweaked the air suspension. Because batteries are heavy (we’re talking well over 5,000 lbs total curb weight), they added twin-chamber air springs. These help the car stay level when you’re accelerating hard so you don't get that "boat-like" pitch that makes passengers carsick.
Is there a catch?
Always. The waiting list is already over 16,000 people deep.
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Deliveries are expected to start hitting driveways in early 2026, though the first few might trickle out late this year. If you want one, you’re looking at a price tag that starts north of $120,000 and easily sails past $160,000 for the Autobiography trim.
What to do if you’re actually buying one
If you are serious about getting the Range Rover Electric, you need to look at your home setup first. A standard wall outlet won't cut it for a 117kWh battery—it would take days to charge.
- Check your panel: Ensure your home electrical panel can handle a 50-amp or 60-amp circuit for a Level 2 charger.
- The Waitlist: Don't just wait for the website to update. Call a local dealer. Many of them are managing their own priority lists based on previous ownership.
- Tires: Remember that EV tires wear faster because of the weight and instant torque. Budget for replacements more often than you did with your old HSE.
- Route Planning: While the 800V system is fast, it only works if the charger supports it. Use apps like A Better Routeplanner (ABRP) to find 350kW stations specifically.
The reality is that for most owners, this will be the smoothest vehicle they’ve ever driven. The tech is finally catching up to the badge.