Latest news with #RangeRoverSport
Top Gear
7 hours ago
- Automotive
- Top Gear
The Range Rover Sport ‘Nocturne' is the first bespoke RRS
The Range Rover Sport 'Nocturne' is the first bespoke RRS Rangie's sportier sibling now gets the full works 'Bespoke' treatment Skip 15 photos in the image carousel and continue reading Turn on Javascript to see all the available pictures. 1 / 15 This is the Range Rover Sport 'Nocturne'. It is a special, one-off designed and built exclusively to show off the company's expanding 'SV Bespoke' programme. As that name rather suggests, it means prospective owners of the Range Rover Sport are now able to create potentially awful/potentially brilliant colour and trim and finish options on their massive, powerful SUV. Advertisement - Page continues below It was previously only available on the Big Boy Range Rover, and now that it's trickled into that big boy's more athletic (comparatively) sibling, it opens up a world of hand-polished, gloss finish, 3D knitted opulence. So, this 'Nocturne' SV – apparently 'inspired by the skies above the Mediterranean' – features a special 'Indigo Gloss' body colour, forged carbon detailing, and 'Lunar and Ebony' leather seats. Looks… inky. Less terrifying than the recently revealed RRS SV Black, that's for sure. 'Since we introduced SV Bespoke for Range Rover, we have seen a surge in demand for our personalisation service,' said Martin Limpert, Range Rover's global MD. 'In the last year, we have created some incredible one-of-one vehicles which showcase the best of Range Rover craft, such as the Range Rover SV Candeo. 'Now is the right time to extend this offer to Range Rover Sport clients, following the introduction of our renewed Range Rover Sport SV line-up.' Advertisement - Page continues below Want to bespokeify your own SV? You can choose from up to 230 exterior colours across gloss and satin finishes, or literally any colour you want via SV's 'match to sample' service. There's the option of a carbon bonnet, eight - eight! – versions of the Range Rover 'script', a new finish for the 23in wheels, and new caliper colours. There's more inside, too, like 15 different colour and material options allowing more than 1,500 possible combinations. There'll be what Range Rover is calling a 'global commissioning suite' – a place to sit, relax, and spec to your heart's content – with sites already in London, Antwerp, Munich, Vancouver, Beijing, Tokyo and Dubai. Five more are in the pipeline. About that Nocturne. It'll be previewed at 'Range Rover House Mykonos' until 26 July, and then offered for private sale. Top Gear Newsletter Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. Success Your Email* Skip 7 photos in the image carousel and continue reading Turn on Javascript to see all the available pictures. 1 / 7
Edmunds
15-07-2025
- Automotive
- Edmunds
Tested: We Really Want to Love the 2025 Range Rover Sport SV, But...
But that's not all Land Rover did here. The 23-inch wheels are made from carbon fiber and are the largest production carbon wheels ever made. The front brakes are huge carbon-ceramic discs clamped by eight (yes, eight) equally massive piston calipers — the rears are nearly as meaty too. The hood is made from not one but two different weaves of carbon fiber, the seats are SV-specific sport buckets, and the paint on our test was a spectacular matte rose color. All in, this Rover is an eye-watering $204,875. That's nearly three times as much as a standard Range Rover Sport. High-performance V8s just don't come cheap in 2025. Despite being so pricey and having so much claimed grunt, the Sport SV doesn't always feel as potent as you'd expect. What drive mode you're in has never made more of a difference. Whether you're in Normal or even Dynamic, the SV feels like a regular Range Rover Sport that just so happens to have a V8. It isn't particularly raucous, the gear shifts are slurred for the sake of smoothness, and the throttle pedal is long, meaning you really have to dig in to gain any appreciable speed.
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:
Time Business News
14-07-2025
- Automotive
- Time Business News
The Top 5 Luxury Cars You Should Rent for Your Next Road Trip
The thing about road trips is not the destination but rather the journey. Once the open road encounters unrivalled comfort, fashion and performance, every mile is an adventure itself. That's why more travelers are ditching basic rentals in favor of vehicles offered by luxury car rental services. Luxury cars turn the art of driving into a whole new level, with a generous interior space, outstanding technology, and eye-pleasing design. Thanks to platforms like FYV and their easy-to-use luxury car rental app, renting your dream road trip vehicle has never been easier. However, the question is which one is suitable to you when there are so many beautiful ones to choose? So, here is the list of the five superior vehicles that can be taken into consideration as the choice of your next memorable trip. 1. Range Rover Sport- Hagged Elegance The Range Rover Sport vehicle is ideal when you are going off-the-grid or in mountainous roads as it has both tough performance and high-end experience. It boasts adaptive suspension, fine leather seats and easy to use navigation, making it perfect when it comes to couples or families that are not only in need of style but also in utility. 2. Mercedes-Benz S-Class- The Executive Cruiser Long hours of driving between the cities or the gate stops on your way to a business, and you need company to go, then the Mercedes S-Class is the right car to have. It comes with its silky ride quality, the most cosseting interior, and flagship driver-helping technologies. It is like a five star hotel room on wheels. 3. Porsche Panamera- The Place where Power fulfills Precision Once in a while, one needs a street-legit, but civilized vehicle and the Porsche Panamera is it? Its powerful work and sharp management make the most common highway a thrill. It is also good when you are alone in the trip or on a date and you need both speed and stylishness. 4. Cadillac Escalade – First class for the Whole Family Road tripping as a group? The Escalade is a spacious seating, entertainment technology, and conspicuous model. It is a plane that will not leave you lacking the luxury to enjoy space. It is where you go with a family or a group. BMW 7 Series – The Balanced Performer Searching a subtle luxury and top elite engineering? BMW 7 Series is a combination of comfort, speed, and class. It is ideal to the people who like the quiet and elegant ride along with the sufficient level of performance audacity. Nothing Is Easier than Booking Your Luxury Ride All of these vehicles—and many more—are available through top luxury car rental platforms like FYV. Their system allows you to book directly through their website or use their luxury car rental app, which lets you filter vehicles by model, city, occasion, and even driving features. Whether you are going out tomorrow, or you have planned weeks in advance, the app makes travel efficient and personalised, through reservation to your arrival. Assuming you want to spend some time on an unforgettable adventure and take a memorable trip, why not combine part of the story and turn it into a journey? When you rent a luxury car, it does not only alter the means of transportation, but also alters your mind perception. FAQs Q1: Will I be able to rent a luxury vehicle and go long distance in a road trip? Yes, many luxury car rental services allow for extended mileage or even unlimited mileage packages. Before booking, always make a check of the terms. Q2: What luxury car is mountain or countryside ride? One can take the Range Rover Sport or Cadillac Escalade, which is suitable both in terms of comfort with the luxury on a rough road. Q3: Is it cheaper to book through a luxury car rental app? Often, yes. The FYV luxury car rental app offers real-time pricing, exclusive discounts, and last-minute deals. Q4: Is it possible to order some special additions to a road trip? Absolutely. Most luxury car rental platforms, like FYV, allow you to request GPS systems, additional drivers, car seats, and even curated travel experiences. TIME BUSINESS NEWS
Hindustan Times
09-07-2025
- Automotive
- Hindustan Times
Global slowdown, model changes drag Tata Motors sales in Q1 FY26
Among the overall PV sales, 16,231 units were electric vehicles, which reflects sustained traction in Tata's EV expansion (Bloomberg) Check Offers Tata Motors reported a 10 per cent decline in global passenger vehicle (PV) wholesales in Q1 FY26, with volumes falling to 1,24,809 units from 1,38,682 units in Q1 FY25. This figure includes domestic and international shipments, as well as electric vehicles (EVs), a segment where Tata Motors has a growing presence. Among the overall PV sales, 16,231 units were electric vehicles, which reflects sustained traction in Tata's EV expansion. But the increase in EV volume was still not enough to counter the wider fall in its internal combustion engine (ICE) range. Experts attribute model transition phases, inventory adjustments, and subdued demand in some export markets as partial reasons for the overall slide. Also Read : Tata Harrier EV secures 10,000 bookings on the first day, production commences Jaguar Land Rover wholesales down Jaguar Land Rover (JLR), the British arm of Tata Motors, recorded its global wholesales declining by 11 per cent to 87,286 units in Q1 FY26. Land Rover contributed 84,947 units, while Jaguar delivered only 2,339 units, indicating the brand's ongoing product transition period. Despite the volume drop, JLR's product mix remains favorable. High-margin models like the Range Rover, Range Rover Sport, and Defender made up 77 per cent of total sales, up from 66 per cent in the year-ago period. This signals a deliberate shift in strategy toward profitability over volume, especially as Jaguar prepares for a fully electric future. Retail sales—including those from its China JV—also slipped 15 per cent year-on-year, impacted by weak demand in Europe, the UK, and North America. Also Read : JLR to begin local assembly at Tamil Nadu plant from 2026 Key Factors Behind the Decline The decline in wholesales across both Tata Motors and Jaguar Land Rover is being attributed to a combination of internal and external factors. One of the main reasons is model changeovers—Jaguar is transitioning out some of its more established products, and this has led to short-term volume gaps. Regulatory issues have also contributed, JLR shipments to the United States were suspended in April as a result of delays in compliance on imports. On the macroeconomic side, a more general deceleration in major markets like Europe and the UK has taken its toll on consumer confidence, adding to sales. Finally, stock restructuring across a number of territories has prompted OEMs to rebalance inventory levels to match changing retail demand, piling yet further pressure on wholesale numbers. Commercial Vehicle Sales Also Dip, Despite Export Growth Tata Motors' commercial vehicle (CV) portfolio—including the Tata Daewoo range—reported global wholesales of 87,569 units in Q1 FY26, down 6 per cent from Q1 FY25. The decline was primarily led by domestic market softness, even as international CV sales posted 68 per cent growth year-on-year. 12 per cent decline in June CV sales in India, especially in the intermediate and heavy commercial vehicles, reflects continued caution in freight activity as well as infrastructure-related demand. The company is expected to utilize export markets and perhaps favorable policy developments in the second half of FY26 to help recovery. Product Launches and EV Expansion Hold the Key The future milestones for Tata Motors involve scaling up the EV range, accelerating new ICE and electric model launches, and continuing to grow export-demand for CVs. JLR's profitability-driven SUV strategy and future model launches will be watched with interest as well. Tata Motors' Q1 wholesale decline reflects a worldwide auto slowdown and structural headwinds. Strong early EV traction and SUV-driven margins at JLR offer some compensation, but a reversal will hinge on on-time vehicle launches, tariff resolution, and a pickup in consumer sentiment in key markets. Get insights into Upcoming Cars In India, Electric Vehicles, Upcoming Bikes in India and cutting-edge technology transforming the automotive landscape. First Published Date: 09 Jul 2025, 09:57 AM IST
