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CNET
7 hours ago
- Automotive
- CNET
Waymo Is Expanding to Dallas. Everything to Know About the Robotaxi
Table of Contents Waymo Is Expanding to Dallas. Everything to Know About the Robotaxi Self-driving cars are slowly becoming less sci-fi and more real-world as companies like Waymo, the autonomous arm of Google's parent Alphabet, expand into more cities. On Monday, the company shared it's planning to make its robotaxi service available in Dallas through a partnership with Avis Budget Group, which will manage the fleet. Waymo has already begun early testing there, and says it plans to offer public rides in the city next year. Waymo currently operates fully autonomous rides for the general public in Phoenix, San Francisco, Los Angeles, Atlanta and Austin, Texas, which take place aboard the all-electric Jaguar I-Pace. The vehicles can be summoned either via the Waymo One app or Uber, depending on the city. Waymo plans to begin offering rides in Washington, DC, and Miami starting in 2026. In April, it said it'll begin driving its vehicles on Tokyo's streets, making this the company's first international location. Earlier this month, Waymo's vehicles also arrived on the streets of New York City, where the company will begin by manually collecting driving data. It's also rolling out a limited fleet of vehicles with human drivers in Philadelphia. The goal is to develop its technology and possibly expand its ride-hailing service to those cities someday. In January, Waymo announced it would begin testing with manually driven vehicles in 10 new cities this year, starting with Las Vegas and San Diego. And in April, it said it reached a preliminary agreement with Toyota to "explore a collaboration" geared toward developing autonomous driving tech, which could someday be factored into personally owned vehicles. Waymo's expansion extends to its manufacturing facilities as well. In May, the company said it's opening a new, 239,000-square-foot autonomous vehicle factory in the Phoenix area. The plan is to add 2,000 more fully autonomous Jaguar I-Pace vehicles to its existing 1,500-vehicle fleet. Notably, Waymo indicated it received its "final delivery from Jaguar" earlier this year, as it plans for future iterations of its driverless rides. Waymo added that the "facility's flexible design" will allow it to integrate its upcoming sixth-generation self-driving technology into new vehicles, starting with the all-electric Zeekr RT. In October, Waymo also announced that it's partnering with Hyundai to bring the next generation of its technology into Ioniq 5 SUVs. In the years to come, riders will be able to summon those all-electric, autonomous vehicles using the Waymo One app. The self-driving company says it provides more than 250,000 paid trips each week and drives across more than 700 square miles across the US. I've hailed several rides myself in San Francisco and, as off-putting as it can seem at first (especially to see a steering wheel turn by itself), I quickly adjusted, and it soon felt like an ordinary ride. That's not to say there hasn't been pushback as Waymo rolls out to more cities. The company's vehicles have been involved in a handful of high-profile collisions, including one with a bicyclist in San Francisco and another with a towed pickup truck in Phoenix. (Waymo recalled and updated its software to address the issue.) Waymo's Safety Impact report notes that over the course of 71 million autonomous miles driven through March 2025, its Waymo Driver technology had 88% fewer crashes leading to serious injuries or worse and 78% fewer injury-causing crashes, compared with "an average human driver over the same distance in our operating cities." It also reported significantly fewer crashes with injuries to pedestrians (93%), cyclists (81%) and motorcyclists (86%). As Waymo continues to expand and develop its self-driving tech, here's how and where to summon the robotaxi if you happen to be in one of the few cities where the company currently operates its fleet. Now Playing: Testing Waymo's Safe Exit Feature in a Self-Driving Taxi 05:29 Hailing a ride in Phoenix Phoenix was the first city to open up fully autonomous Waymo rides to the public, in 2020. To hail a ride, download the Waymo One app on iOS or Android. The service operates 24 hours a day, seven days a week. You can also use the Uber app to summon one of Waymo's vehicles in Phoenix. When you request an UberX, Uber Green, Uber Comfort or Uber Comfort Electric ride, you'll have the choice to confirm a Waymo ride, if you're matched. In addition to hailing a ride, you may also have your Uber Eats meal delivered by an autonomous car. When placing an order in the Phoenix area, you might get a note that "autonomous vehicles may deliver your order." When the Waymo car arrives, take your phone with you to pop open the trunk and grab your delivery. You can opt out of this during checkout if you'd rather have a human deliver your food. Hailing a ride in the San Francisco Bay Area San Francisco followed suit after Phoenix, rolling out fully autonomous rides in late 2022. It scrapped the waiting list in June 2024, so now anyone can download the Waymo One app to ride anytime. The service also operates 24 hours a day, seven days a week. There's currently no Uber partnership in San Francisco. In August 2024, Waymo expanded its ride-hailing service into the San Francisco Peninsula, and expanded again in March so that select Waymo One riders who live in Mountain View, Los Altos, Palo Alto and parts of Sunnyvale have the option to hail a robotaxi there, too. In June, it expanded further into the Peninsula, and its service area now includes Brisbane, South San Francisco, San Bruno, Millbrae, Burlingame, Daly City, Broadmoor and Colma. Select riders can now also access Mountain View and more parts of Palo Alto and Menlo Park. In May, the California Public Utilities Commission approved Waymo's application to operate in South Bay and nearly all of San Jose, opening up the door to future expansions. Hailing a ride in Los Angeles County In November, Waymo scrapped its waitlist for Los Angeles and began welcoming all public riders via the Waymo One app. Now any interested passengers can hop in the robotaxis 24/7 and ride across nearly 120 square miles of LA County, including Santa Monica, Beverly Hills, Inglewood, Silver Lake, Playa del Rey, Ladera Heights, Echo Park and Downtown LA, and along all of Sunset Boulevard. There's currently no Uber partnership in Los Angeles. Hailing a ride in Austin Riders can hail a Waymo across 90 square miles of Austin, including neighborhoods like Crestview, Windsor Park and Franklin Park and locations like The Domain and McKinney Falls State Park. There are more than 100 Waymo vehicles in the city, with plans for further expansion. In Austin, the only way to hail a Waymo ride is through Uber -- no Waymo One app here. By requesting an UberX, Uber Green, Uber Comfort or Uber Comfort Electric, you could be matched with a Waymo vehicle -- and you won't be upcharged. If you'd rather not take a driverless ride, you'll have the option to switch to a standard one. On the other hand, if you want to boost your chances of being matched to a self-driving car, you can go to Account > Settings > Autonomous vehicles, then hit the toggle next to Get more Waymo rides. Unlock the door, pop open the trunk and start the ride from the Uber app. You'll still be asked to rate your ride at the end, but you won't be asked to tip. If there are any issues, riders can access human support 24/7 via the Uber app and from inside the Waymo vehicle (there are screens in the front and back that let you quickly summon customer support). As part of the Uber partnership, Uber will manage tasks like vehicle cleaning and repair, while "Waymo will continue to be responsible for the testing and operation of the Waymo Driver, including roadside assistance and certain rider support functions," the companies said. The collaboration should make autonomous rides accessible to more people, who now won't have to download a separate app to hitch a ride in a robotaxi. Hailing a ride in Atlanta Waymo operates across 65 square miles of Atlanta, with plans for future expansions. Like in Austin, you can climb aboard a Waymo robotaxi only via the Uber app. When you book a ride through UberX, Uber Comfort or Uber Comfort Electric, you might be paired with a Waymo vehicle at no additional cost. You'll have the option to accept or decline the driverless ride each time. You can unlock the vehicle, pop the trunk and start the trip all from the Uber app, and you can access human support 24/7 via the Uber app and from touchscreens inside the vehicle. If you want to boost your chances of being paired with a Waymo vehicle, you can opt in by going to the Uber app, tapping Account > Settings > Autonomous vehicles (under Ride Preferences), and then hitting the toggle next to Get more Waymo rides. Upcoming expansions Dallas Waymo is currently conducting early testing in Dallas, with plans to launch public rides via the Waymo One app next year. The company is teaming up with Avis Budget Group, which will manage the fleet, including vehicle cleaning and maintenance. "Our partnership with Waymo marks a pivotal milestone in our evolution, from a rental car company to a leading provider of fleet management, infrastructure and operations to the broader mobility ecosystem," Avis Budget Group CEO Brian Choi said in a statement. "Together, we're committed to making scaled autonomous mobility a reality for the people of Dallas, with plans to expand to additional cities in the near future." New York City In June, Waymo shared plans to bring its autonomous tech back to New York City, after having first manually operated its vehicles there in 2021. It'll once again start by driving manually in the Big Apple, as it waits to hear about its permit application with the New York City Department of Transportation to operate autonomously with a human behind the wheel. Waymo is not yet expanding its ride-hailing service to New York City, but says it plans to do so in the future. Existing laws in the state of New York don't permit the same fully autonomous ride-hailing service that companies like Waymo offer in other parts of the country. Waymo says it's "advocating for a change in state law that would allow for operating a vehicle with no human behind the wheel," adding, "we have every intention of bringing our fully autonomous ride-hailing service to the city in the future." In early July, Waymo began manually operating its vehicles in Manhattan, parts of Downtown Brooklyn, Jersey City and Hoboken. If NYCDOT grants the company's permit, Waymo says it'll drive autonomously with a specialist behind the wheel in New York City, but not in New Jersey. Philadelphia Waymo said in July that it's bringing a limited fleet of its vehicles to "the most complex parts" of Philadelphia, "including downtown and freeways." These vehicles will have human drivers behind the wheel as the company continues to develop its driving capabilities. There are no immediate plans to launch a robotaxi service there. Washington, DC Waymo plans to start offering rides through its Waymo One app in Washington, DC, in 2026. The company returned to the nation's capital in January to test its autonomous driving tech. In late March, it said it was bringing more vehicles to the city and working to scale its service throughout the year. In a blog post, Waymo said it'll "continue to work closely with policymakers to formalize the regulations needed to operate without a human behind the wheel in the District." Miami You'll also have to wait until 2026 to ride a Waymo in Miami. The company has been conducting weather testing in the lead-up to that eventual rollout, noting in a blog post, "Our previous road trips to the Sunshine State's challenging rainy conditions have been invaluable in advancing our autonomous driving capabilities." Waymo will collaborate with Moove, a fintech company that offers vehicle financing, first in Phoenix, where Moove will manage the robotaxi's fleet operations, facilities and charging infrastructure. In Phoenix and then Miami, "Waymo will continue to offer our service through the Waymo One app, and remain responsible for validation and operation of the Waymo Driver," the company said in a blog post. Tokyo Waymo's expansion into Tokyo, which was announced in December, is happening in partnership with Japanese taxi service Nihon Kotsu and taxi app Go. In April, the self-driving company shared that it's finally ready to hit the road abroad. Waymo says trained Nihon Kotsu drivers will manually drive its vehicles across seven Tokyo wards, including Minato, Shinjuku, Shibuya, Chiyoda, Chūō, Shinagawa and Kōtō. This will allow engineers to test and adapt Waymo's autonomous driving tech to local road features and traffic. "In Tokyo, we are abiding by the same steadfast principles that guide us in the US -- commitment to safety, dedication to earning trust in communities where we operate, and collaboration with local officials and community groups here in Tokyo," Nicole Gavel, Waymo's head of business development and strategic partnerships, said in a statement. It's not clear when riders will be able to hitch a self-driving ride with Waymo in Tokyo. The road ahead: Future vehicles In August, Waymo unveiled the sixth generation of its self-driving technology, which strives to expand the capabilities of its driverless fleet. Smarter sensors are meant to help the cars better navigate in extreme weather, Waymo said. The sixth-gen Driver will come aboard the all-electric Zeekr vehicle, which features a flat floor, more head- and legroom, adjustable seats and a removable steering wheel and pedals. The updated tech is still being tested, but the company says it'll be available to riders soon. In October, Waymo also announced a partnership with Hyundai to integrate its sixth-generation Driver into the all-electric Ioniq 5 SUV, which, according to a blog post, "will be added to the Waymo One fleet over time." The companies added that they "plan to produce a fleet of Ioniq 5s equipped with Waymo's technology in significant volume over multiple years to support Waymo One's growing scale." Testing with these vehicles will start by late 2025 and become available "in the years to follow." Currently, everyday riders can't take a Waymo vehicle on highways and freeways, but that may soon change. The company is testing fully autonomous rides on freeways in Phoenix, as seen in an exclusive video shared with CNET in May. It's also now making fully autonomous freeway rides available to Waymo employees in Los Angeles and the San Francisco Bay Area. Waymo is working to expand its autonomous driving tech into trucking as well, but it said last year that it's scaling back those efforts for the time being, to focus on ride-hailing with Waymo One. It noted, "Our ongoing investment in advancing Waymo Driver capabilities, especially on freeways, will directly translate to trucking and benefit its development efforts."
Scottish Sun
3 days ago
- Automotive
- Scottish Sun
Range Rover to remove convenient feature for next-gen model as designer bizarrely calls it ‘dirty'
The decision was made after the firm's designers spoke to customers TAKEN OUT Range Rover to remove convenient feature for next-gen model as designer bizarrely calls it 'dirty' Click to share on X/Twitter (Opens in new window) Click to share on Facebook (Opens in new window) THE ELECTRIC Range Rover will not feature a front trunk, according to the designer of the hotly anticipated SUV. The vehicle is yet to officially debut, with only teasers of its design revealed so far - although fans will be pleased to know the EV version closely mirrors that of the combustion-engine model. Sign up for Scottish Sun newsletter Sign up 4 Range Rover Electric skips front trunk as designer calls it the 'dirtiest part' of the car Credit: Jaguar Land Rover 4 Customer feedback keeps rear cargo space unchanged but rules out a seven-seat option Credit: Jaguar Land Rover 4 Lessons from the Jaguar I-Pace drive improvements in reliability and efficiency for the new model Credit: Jaguar Land Rover But one convenient feature found in many electric vehicles won't be included - in a decision partly based on customer feedback. The car's designer, Lynfel Owen, recently referred to the front of the car as the "dirtiest part" and questioned why anyone would want to lean against it to use a front trunk. In an interview with CarExpert, Owen said: 'Why would I want to lean against the dirtiest part of the car to put stuff in?' He explained his reasoning in greater detail: '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.' Owen has spent the last decade overseeing JLR's transition to electric power, having risen to chief engineer of vehicle engineering for the Range Rover, Range Rover Sport and Defender models. 'I pretty much only ever worked on Range Rover,' he 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.' To that end, the I-Pace - launched under the Jaguar brand as the first premium all-electric SUV from any manufacturer when it was revealed in 2016 - became infamous for reliability issues, particularly with its electric drivetrain and battery pack. We've been doing our low-mu testing on the frozen lakes Lynfel Owen, Chief Engineer Jaguar Land Rover Its poor customer satisfaction prompted Jaguar Land Rover to learn from its failures, focusing on reliability, improved thermal management and customer-centric design in the development of the Range Rover Electric. Iconic British car brand to begin 'new era' with 'urban SUV' to be launched next year Owen said: '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.' He added: '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. '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].' This includes the decision to forgo a front trunk, with the rear cargo volume remaining unchanged from the combustion-engine version and the 117-kWh battery pack accommodated without raising the floor. This approach contrasts with the I-Pace, which offered a small front storage compartment. Indeed, due to packaging constraints, the electric Range Rover will only be available with two rows of seats - which rules out a seven-seat option. While a spare wheel will be offered, it will reduce luggage capacity as it will sit above the cargo floor. Much like the upcoming Range Rover, Mercedes' electric G-Class also lacks a front trunk - although they compensated with a uniquely styled tailgate-mounted cargo box. The electric Range Rover will not compete with the G580, Owen claims, as it offers unmatched off-road capabilities, combined with Range Rover's famed luxury. The electric Range Rover's world premiere is expected later this year, with deliveries expected to begin in 2026.
The Irish Sun
3 days ago
- Automotive
- The Irish Sun
Range Rover to remove convenient feature for next-gen model as designer bizarrely calls it ‘dirty'
THE ELECTRIC Range Rover will not feature a front trunk, according to the designer of the hotly anticipated SUV. The vehicle is yet to officially debut, with only teasers of its design revealed so far - although fans will be pleased to know the EV version closely mirrors that of the combustion-engine model. 4 Range Rover Electric skips front trunk as designer calls it the 'dirtiest part' of the car Credit: Jaguar Land Rover 4 Customer feedback keeps rear cargo space unchanged but rules out a seven-seat option Credit: Jaguar Land Rover 4 Lessons from the Jaguar I-Pace drive improvements in reliability and efficiency for the new model Credit: Jaguar Land Rover But one convenient feature found in many electric vehicles won't be included - in a decision partly based on customer feedback. The car's designer, Lynfel Owen, recently referred to the front of the car as the "dirtiest part" and questioned why anyone would want to lean against it to use a front trunk. In an interview with He explained his reasoning in greater detail: 'We spoke to our customers… none of them have an issue [with] lack of storage space. Read more Motors News '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.' Owen has spent the last decade overseeing JLR's transition to electric power , having risen to chief engineer of vehicle engineering for the Range Rover, Range Rover Sport and Defender models . 'I pretty much only ever worked on Range Rover,' he 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.' Most read in Motors To that end, the I-Pace - launched under the Jaguar brand as the first premium all-electric SUV from any manufacturer when it was revealed in 2016 - became infamous for reliability issues, particularly with its electric drivetrain and battery pack. We've been doing our low-mu testing on the frozen lakes Lynfel Owen, Chief Engineer Jaguar Land Rover Its poor customer satisfaction prompted Jaguar Land Rover to learn from its failures, focusing on reliability, improved thermal management and customer-centric design in the development of the Range Rover Electric. Iconic British car brand to begin 'new era' with 'urban SUV' to be launched next year Owen said: '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.' He added: '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. '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].' This includes the decision to forgo a front trunk, with the rear cargo volume remaining unchanged from the combustion-engine version and the 117-kWh battery pack accommodated without raising the floor. This approach contrasts with the I-Pace, which offered a small front storage compartment. Indeed, due to packaging constraints, the electric Range Rover will only be available with two rows of seats - which rules out a seven-seat option. While a spare wheel will be offered, it will reduce luggage capacity as it will sit above the cargo floor. Much like the upcoming Range Rover, Mercedes' electric G-Class also lacks a front trunk - although they compensated with a uniquely styled tailgate-mounted cargo box. The electric Range Rover will not compete with the G580, Owen claims, as it offers unmatched off-road capabilities, combined with Range Rover's famed luxury. The electric Range Rover's world premiere is expected later this year, with deliveries expected to begin in 2026. 4 Electric Range Rover promises luxury and off-road capability, with deliveries starting in 2026 Credit: Jaguar Land Rover
The Advertiser
15-07-2025
- 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
15-07-2025
- 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:
