Inside the Range Rover Electric: An interview with the chief engineer
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: CarExpert.com.au
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: CarExpert.com.au
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: CarExpert.com.au
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: CarExpert.com.au
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3 hours ago
- News.com.au
Bali doubles down on demolishing hotspot
As one of Bali's most iconic surf and tourist hotspots undergoes demolition, authorities have hinted at what might replace the more than 40 businesses along the famous Bingin Beach in Uluwatu. What was constructed over five decades will soon be no longer as construction begins to tear down buildings that have been deemed 'illegal'. Viral footage shows authorities destroying bars with hammers and breaking through locked doors – the home and workplace of more than 300 locals. The hotspot has also been the go-to location for Aussie surfers and backpackers aware some Aussie travellers have had their bookings voided as the demolition begins. It comes as Indonesian authorities deemed the buildings to be illegal and in violation of planning laws, environmental regulations and to be encroaching onto state-owned land. 'The buildings for tourism businesses here are illegal — that's it,' Bali's governor, I Wayan Koster told reporters last week. 'We should not let this practice continue. If we let this go on, Bali will be damaged.' He said after the demolition, they will assess 'what we can do there'. 'Bingin Beach is a prime beach. I'm sure that once it's renovated, it will become an attraction, whether it attracts surfers or something else,' Mr Koster said. 'At the very least, tourists will want to come, and it will contribute to the wellbeing of the local community.' Widespread speculation suggests the removals may be linked to plans for luxury beach club development, similar to those popping up throughout the Uluwatu area in recent years, though this is denied by authorities. @ 😢 end of an era.. goodbye Bingin Beach. Many iconic venues are now being torn down. Was this the best solution? #bingin #binginbeach #bali ♬ lucid - zensei ゼンセー Footage shows Mr Koster wielding a sledgehammer outside the luxury Morabito Art Cliff boutique hotel as he took the first ceremonial swing in the government-issued demolition. Condemned buildings include timber warungs (food sellers), bars with distinctive Javanese joglo-style roofs, and more contemporary accommodations, built into the escarpment on the Bukit Peninsula. Local workers can be seen crying as dozens of officials get to work dismantling the properties. Ombak Warung Bingin, a small, family-owned business, argued authorities 'destroyed hundreds of people' and have left them unemployed. 'Why the rush? Why couldn't you have given us more time? Intimidation, pressure while we try to pack up,' they said in an Instagram post. 'Local, Families, Generations are affected. Tourists came for the Warungs and this unique beach. Where is the JUSTICE! 'Why couldn't there have been a better solution we are all Human and who decides what is right and wrong. Where is the Concrete going to go?' @ pemerintah kabupaten Badung bersama pemprov Bali, membongkar sejumlah vila dan restoran tak berizin di pantai Bingin, desa Pecatu, kecamatan, Kuta Selatan, pada, Senin, 21/7/2025. #SaveBingin #LawEnforcement #PantaiUntukRakyat #BaliBerdaulat #TolakPerusakAlam #TertibkanBali #SaveBingin #beachbingin #bali ♬ Shadows of Us - Gustavo Iltemberg Business owners – including Australian expats – argue the structures predate planning laws, many constructed under the island's traditional adat laws, which give control to the village. One Australian owner, who was warned that foreigners could be deported or jailed for joining protests against the demolitions, admitted the legitimacy of rental agreements was always in question, the Australian Financial Review (AFR) reported. 'We always knew Bingin could be taken away – that's part of what kept it humble. But we didn't think it would happen so quickly,' said the owner, who asked to remain anonymous. Some of the more than 300 locals affected filed a lawsuit against the Badung Regency government. According to the AFR, those bringing the case argue that priority should be given to Balinese adat law, under which many Bingin business owners were granted informal approval or written permission to operate. After weeks of back-and-forth negotiations with desperate business owners attempting to halt the demolition orders, authorities put their foot down. 'It is true that we have received a warrant for the demolition of the violating building at Bingin Beach,' head of the Badung PP Police, I Gusti Agung Ketut Suryanegara, told reporters, as per the Bali Sun. 'We immediately sent a notification letter to the owners of the building in question, stating that the demolition will begin on July 21, 2025, and continue until it is completed.' Uluwatu's Bingin Beach has been a pilgrimage site for surfers since the late 1970s, with Australians making up a significant chunk of repeat visitors, and even expats. The beach's world-class barrelling lefts and laid-back atmosphere have made it a go-to within the global surf community, with the breaks Impossibles and Bingin. The demolition notices, issued via letter, posters, and WhatsApp messages, affect 45 buildings, including villas, homestays, restaurants, and other tourist facilities. 'We did this notification in various ways, in order to minimise the reason for ignorance during the execution process,' Head of Investigation Ida Bagus Ratu told local media. Regent of Badung Adi Arnawa said authorities will follow through on the mandate by the Bali Provincial Government despite widespread public outcry. 'Our community in Pecatu is very aware that they carry out activities on the land. So I hope no one comes to say this and that, pretending to be a saviour, to be a hero. People are aware when building on land that does not belong to them, so it is natural for them to leave the land,' Regent Arnawa stated, according to the Bali Sun. Eleven-time world surfing champion Kelly Slater is among those voicing concern on social media. 'Awful to hear and see that the beachfront at Bingin in Bali has been bought up and all the local (eateries) and other businesses will be demolished to make room for some kind of beach club and not sure what else?' he said. 'Bali has been completely mishandled and ruined by foreign interests in recent years. 'I hope something can be done to retain the culture and beauty of what attracted everyone there in the first place.' Bingin Beach is only reachable via steep staircases weaved through the cliffside buildings marked for demolition and the state of future beach access is unclear.
The Advertiser
4 days ago
- The Advertiser
Ford Mustang Mach-E recalled
Ford is recalling more than 1000 examples of its Mustang Mach-E electric SUV due to an issue that could prevent occupants from exiting the vehicle. "Due to a software issue, if the occupants exit the driver and/or front passenger doors using the interior mechanical release handles when the 12 volt battery is discharged and the doors are in lock status, the doors may remain locked when they are re-closed," the company says in its recall notice. "If this occurs, the key fob, interior and exterior handles will not unlock the doors. CarExpert can save you thousands on a new car. Click here to get a great deal. "In the event of an emergency, an occupant who remains inside a locked vehicle and unable to use an inside door release handle may not be able to exit or be retrieved from the vehicle, increasing the risk of injury or death to vehicle occupants." In effect, if the doors are locked, the battery is discharged, and the occupant of the vehicle is unable to operate a door handle – if they're unconscious, for example, or they're a baby – then someone outside the vehicle won't be able to open the doors to allow them to exit. The Mustang Mach-E's doors are opened externally by pressing a button. If you own an affected vehicle, you'll need to schedule an appointment with an authorised Ford dealer to have the vehicle rectified, free of charge. If you have any further questions, you can contact the Ford Customer Relationship Centre on 13 36 73. MORE: Explore the Ford Mustang Mach-E showroom Content originally sourced from: Ford is recalling more than 1000 examples of its Mustang Mach-E electric SUV due to an issue that could prevent occupants from exiting the vehicle. "Due to a software issue, if the occupants exit the driver and/or front passenger doors using the interior mechanical release handles when the 12 volt battery is discharged and the doors are in lock status, the doors may remain locked when they are re-closed," the company says in its recall notice. "If this occurs, the key fob, interior and exterior handles will not unlock the doors. CarExpert can save you thousands on a new car. Click here to get a great deal. "In the event of an emergency, an occupant who remains inside a locked vehicle and unable to use an inside door release handle may not be able to exit or be retrieved from the vehicle, increasing the risk of injury or death to vehicle occupants." In effect, if the doors are locked, the battery is discharged, and the occupant of the vehicle is unable to operate a door handle – if they're unconscious, for example, or they're a baby – then someone outside the vehicle won't be able to open the doors to allow them to exit. The Mustang Mach-E's doors are opened externally by pressing a button. If you own an affected vehicle, you'll need to schedule an appointment with an authorised Ford dealer to have the vehicle rectified, free of charge. If you have any further questions, you can contact the Ford Customer Relationship Centre on 13 36 73. MORE: Explore the Ford Mustang Mach-E showroom Content originally sourced from: Ford is recalling more than 1000 examples of its Mustang Mach-E electric SUV due to an issue that could prevent occupants from exiting the vehicle. "Due to a software issue, if the occupants exit the driver and/or front passenger doors using the interior mechanical release handles when the 12 volt battery is discharged and the doors are in lock status, the doors may remain locked when they are re-closed," the company says in its recall notice. "If this occurs, the key fob, interior and exterior handles will not unlock the doors. CarExpert can save you thousands on a new car. Click here to get a great deal. "In the event of an emergency, an occupant who remains inside a locked vehicle and unable to use an inside door release handle may not be able to exit or be retrieved from the vehicle, increasing the risk of injury or death to vehicle occupants." In effect, if the doors are locked, the battery is discharged, and the occupant of the vehicle is unable to operate a door handle – if they're unconscious, for example, or they're a baby – then someone outside the vehicle won't be able to open the doors to allow them to exit. The Mustang Mach-E's doors are opened externally by pressing a button. If you own an affected vehicle, you'll need to schedule an appointment with an authorised Ford dealer to have the vehicle rectified, free of charge. If you have any further questions, you can contact the Ford Customer Relationship Centre on 13 36 73. MORE: Explore the Ford Mustang Mach-E showroom Content originally sourced from: Ford is recalling more than 1000 examples of its Mustang Mach-E electric SUV due to an issue that could prevent occupants from exiting the vehicle. "Due to a software issue, if the occupants exit the driver and/or front passenger doors using the interior mechanical release handles when the 12 volt battery is discharged and the doors are in lock status, the doors may remain locked when they are re-closed," the company says in its recall notice. "If this occurs, the key fob, interior and exterior handles will not unlock the doors. CarExpert can save you thousands on a new car. Click here to get a great deal. "In the event of an emergency, an occupant who remains inside a locked vehicle and unable to use an inside door release handle may not be able to exit or be retrieved from the vehicle, increasing the risk of injury or death to vehicle occupants." In effect, if the doors are locked, the battery is discharged, and the occupant of the vehicle is unable to operate a door handle – if they're unconscious, for example, or they're a baby – then someone outside the vehicle won't be able to open the doors to allow them to exit. The Mustang Mach-E's doors are opened externally by pressing a button. If you own an affected vehicle, you'll need to schedule an appointment with an authorised Ford dealer to have the vehicle rectified, free of charge. If you have any further questions, you can contact the Ford Customer Relationship Centre on 13 36 73. MORE: Explore the Ford Mustang Mach-E showroom Content originally sourced from:
The Advertiser
4 days ago
- The Advertiser
Jaguar E-Pace recalled
JLR Australia is recalling the Jaguar E-Pace small SUV due to a defective passenger airbag. "Due to a manufacturing defect, the passenger airbag may tear during deployment," the company says in its recall notice. "This could cause hot gas to escape from the airbag and result in insufficient protection to the passenger. "In the event of an accident, the airbag not deploying as intended and hot gas escaping towards the vehicle occupants could increase the risk of injury or death to vehicle occupants." CarExpert can save you thousands on a new car. Click here to get a great deal. If you own an affected vehicle, you'll need to schedule an appointment with an authorised JLR dealer to have the passenger airbag replaced, free of charge. If you have any further questions, you can contact the JLR Customer Relationship Centre on 1300 787 803. MORE: Explore the Jaguar E-Pace showroom Content originally sourced from: JLR Australia is recalling the Jaguar E-Pace small SUV due to a defective passenger airbag. "Due to a manufacturing defect, the passenger airbag may tear during deployment," the company says in its recall notice. "This could cause hot gas to escape from the airbag and result in insufficient protection to the passenger. "In the event of an accident, the airbag not deploying as intended and hot gas escaping towards the vehicle occupants could increase the risk of injury or death to vehicle occupants." CarExpert can save you thousands on a new car. Click here to get a great deal. If you own an affected vehicle, you'll need to schedule an appointment with an authorised JLR dealer to have the passenger airbag replaced, free of charge. If you have any further questions, you can contact the JLR Customer Relationship Centre on 1300 787 803. MORE: Explore the Jaguar E-Pace showroom Content originally sourced from: JLR Australia is recalling the Jaguar E-Pace small SUV due to a defective passenger airbag. "Due to a manufacturing defect, the passenger airbag may tear during deployment," the company says in its recall notice. "This could cause hot gas to escape from the airbag and result in insufficient protection to the passenger. "In the event of an accident, the airbag not deploying as intended and hot gas escaping towards the vehicle occupants could increase the risk of injury or death to vehicle occupants." CarExpert can save you thousands on a new car. Click here to get a great deal. If you own an affected vehicle, you'll need to schedule an appointment with an authorised JLR dealer to have the passenger airbag replaced, free of charge. If you have any further questions, you can contact the JLR Customer Relationship Centre on 1300 787 803. MORE: Explore the Jaguar E-Pace showroom Content originally sourced from: JLR Australia is recalling the Jaguar E-Pace small SUV due to a defective passenger airbag. "Due to a manufacturing defect, the passenger airbag may tear during deployment," the company says in its recall notice. "This could cause hot gas to escape from the airbag and result in insufficient protection to the passenger. "In the event of an accident, the airbag not deploying as intended and hot gas escaping towards the vehicle occupants could increase the risk of injury or death to vehicle occupants." CarExpert can save you thousands on a new car. Click here to get a great deal. If you own an affected vehicle, you'll need to schedule an appointment with an authorised JLR dealer to have the passenger airbag replaced, free of charge. If you have any further questions, you can contact the JLR Customer Relationship Centre on 1300 787 803. MORE: Explore the Jaguar E-Pace showroom Content originally sourced from:
