Range Rover Sport Electric Review: It’s a Range Rover, But an Electric One

We were granted some extra time to acclimatise before we got behind the wheel of the new Range Rover Sport EV. That’s usually a sign that a brand is taking a launch a bit more seriously. They want you to think long and hard about what they’re presenting and less about the amount of time you spent sipping on Johnnie Walker Gold Labels in the giant flying metal tube. It was approximately 17,020 kilometres worth, and it was an especially awkward one for me, with my significant other at least 100 rows behind me.

It felt like the majority of the automotive markets were represented in the room for the chat about the new model. What Range Rover laid out on the table was a clean-sheet mechanical approach. Underneath the MLA-Flex platform sits an 118.5-kWh usable battery pack running an 800-volt architecture, hooked up to dual electric motors that produce 404 kW of power and 850 Nm of torque. Plugging into a 350 kW rapid DC charger yields 220km of range in 10 minutes, or a 10-80 per cent charge in 22 minutes. With the battery pack in the floor structure, the electric variant gains 61 per cent more torsional rigidity and lowers its centre of gravity by 73 mm compared to its plug-in hybrid siblings.

Prices start from AUD$226,518 plus on-road costs for the Dynamic HSE grade, rising to AUD$249,518 for the top-tier Autobiography. Order books are currently open in Australia, with first local customer deliveries expected to commence in March.

To find out how those numbers translate outside a PowerPoint deck, Land Rover set up a course on the Goodwood Motor Circuit and the surrounding aerodrome. Here, we had the chance to push the Range Rover Sport Electric and its mass (2,770 kg) on the circuit tarmac. We tested the 48-volt active roll control system, the 0-to-100 km/h sprint time of 4.5 seconds (in Dynamic Launch Mode), and even the single-pedal crawl control through the cargo hold of a parked aircraft. The real question is whether the electric torque adds enough to this Range Rover Sport, or if the electric transition is here only to service the emissions police.

2027 Range Rover Sport Electric Specifications

	Specification
Powertrain	Dual-Motor Electric (118.5 kWh Usable Battery)
Power Output	404 kW (550 PS)
Torque Output	850 Nm
Transmission / Drivetrain	Single-Speed Automatic, Virtual All-Wheel Drive
0–100 km/h	4.5 seconds (Dynamic Launch Mode)
Kerb Weight	2,770 kg (Unladen EU)
Base Price (AUD)	$226,518 MRLP (Dynamic HSE)

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Price, Availability, and Competition

With a price of AUD$226,518 before on-road costs for the entry Dynamic HSE, Range Rover is asking a serious outlay for its first fully electric Range Rover Sport.

Stepping up to the top-tier Autobiography specification pushes the baseline to $249,518 before on-roads. That places this battery-powered model directly against performance electric competitors such as the Porsche Macan Turbo Electric (from AUD$187,600 before on-roads) and BMW iX5 60 xDrive (from AUD$TBA) that boasts up to 845 km (WLTP) of range, while undercutting rivals like the Lotus Eletre R in top-tier trims. Not that anyone even knew the Lotus existed.

The Range Rover isn’t particularly interested in competing on straight-line performance, mainly because it’s not that quick. So the brand shifts focus to what it does best, positioning the Range Rover Sport as an excellent all-rounder by retaining its off-road capability. You are paying for the 900mm wading depth and serious all-terrain engineering as much as you are for the badge on the bonnet.

Exterior Design

Like the new full-size Range Rover Electric, the Sport has taken a safe approach, looking identical to the petrol one. If you want something brand-spanking new, wait until the Range Rover GT arrives.

The brand avoided adding blue trim or EV badges here, opting instead for clean, reductive surfacing, flush deployable door handles, and a laser-welded roof panel. Visual markers for the electric model also include an aerodynamically optimised flush front grille, active lower cooling ducts that close to smooth airflow, and bespoke 21-inch or 22-inch alloy wheels. These aero measures yield a drag coefficient of 0.29 Cd. Then, at the rear, an uninterrupted horizontal light graphic spans the tailgate, accentuating the vehicle’s broad shoulders.

Overall length is 4,946 mm, which makes it longer than the Mercedes-Benz G 580 with EQ Tech and shorter than the Cadillac VISTIQ. It’s marginally shorter in overall length and wheelbase compared to the BMW iX5 60 xDrive, but it’s also taller and wider, which should help with cabin occupancy and driving dynamics when eventual comparisons are made between the two new models.

	2027 Range Rover Sport EV	BMW iX5 60 xDrive	Mercedes-Benz G 580 with EQ Tech	Cadillac VISTIQ
Overall Length	4,946 mm	4,994 mm (+48 mm)	4,624 mm (-322 mm)	5,222 mm (+276 mm)
Width (Mirrors Folded)	2,047 mm	2,000 mm (-47 mm)	1,931 mm (-116 mm)	2,026 mm (-21 mm)
Overall Height	1,820 mm	1,748 mm (-72 mm)	1,986 mm (+166 mm)	1,808 mm (-12 mm)
Wheelbase	2,997 mm	3,035 mm (+38 mm)	2,890 mm (-107 mm)	3,094 mm (+97 mm)
Drag Coefficient ($C_d$)	0.29 $C_d$	0.28 Cd	0.44 Cd	~0.31 Cd
Unladen Kerb Mass	2,770 kg	2,825 kg (+55 kg)	3,085 kg (+315 kg)	2,869 kg (+99 kg)

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Interior and Practicality

I spent approximately 20 minutes in the Range Rover Sport Electric on track, but I did have some time to poke around the interior while the cars were stationary. It follows the exterior design changes (or lack of) by looking exactly the same as the petrol and hybrid models in the line-up.

Still, it can be easy to criticise EVs for their battery requirements and the space that they can take up. By integrating the 118.5-kWh battery low into the MLA-Flex chassis, Range Rover ensured the electric transition doesn’t eat into the practicality buyers expect from the Sport model. I had no trouble fitting inside or sitting in the back seats at 6ft tall.

By the numbers, occupants are greeted with generous proportions. Front-row passengers get 985 mm of headroom (with the sunroof equipped), 1,545 mm of shoulder room, and 1,024 mm of legroom. The second row is similarly accommodating, offering 990 mm of headroom, 1,500 mm of shoulder room, and 961 mm of legroom.

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The dashboard layout is centred around a 13.1-inch curved glass touchscreen display, complemented by a 13.7-inch digital driver display behind the steering wheel. The floating screen design integrates cleanly into the architecture, giving the cabin a sleek, uncluttered visual aesthetic. It comes equipped with wireless Apple CarPlay integration, pairing sharp graphics and responsive touch inputs with effortless smartphone connectivity.

Beyond physical space and technology, the electric powertrain’s true party trick inside the cabin is its acoustic isolation. As I noted during the gravel and aerodrome driving tests below, the interior remains whisper-quiet and peaceful, shutting out the external noise of rough surfaces.

In terms of cargo, the boot is accessed through a loadspace door aperture measuring 793 mm high and up to 1,121 mm wide at its lower edge. Keeping the second row in place provides 789 litres of luggage capacity and a 970 mm loadspace length. Folding the rear seats flat extends the load length to 1,827 mm across a 1,400 mm wide floor, expanding the total cargo volume to 1,814 litres.

Powertrain, Battery, and Charging

Built on the MLA-Flex platform, the Range Rover Sport Electric uses a dual-motor powertrain with permanent-magnet motors mounted on the front and rear axles. That’s pretty standard for today’s day and age, and the same could be said about what this system outputs: 404 kW (550 PS) of power and 850 Nm of torque. It delivers this through a single-speed automatic transmission to a permanent all-wheel drive system.

Energy is supplied by a Lithium-ion Nickel Manganese Cobalt (NMC) battery pack with 118.5 kWh of usable capacity. Operating on an 800-volt architecture, the battery is integrated directly into the floor structure. This layout increases torsional rigidity by 61 per cent and lowers the vehicle’s centre of gravity by 73 mm compared to plug-in hybrid variants.

Under test conditions, the battery yields an official NEDC combined range of 600 km, with a manufacturer-quoted real-world range estimate of 535 km.

	Specification	Range and Charge Time
800V DC Rapid Charging	350 kW Peak	220 km added in 10 mins (NEDC)
800V DC Fast Charge State	350 kW Peak	10% to 80% in 22 mins
400V DC Charging	250 kW Peak	158 km added in 10 mins (NEDC)
Three-Phase AC Charging	22 kW Onboard Charger	96 km added in 60 mins (EU)

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Driving Dynamics

To see how the mechanical specs translate beyond a spec sheet, Range Rover staged our drive at the Goodwood Motor Circuit and its surrounding aerodrome. While it was a test environment and more real-world tests will need to be done before I comment much more on range and the like, it was a good chance to put the SUV through its paces.

Starting on the slalom, the integration of the four-wheel steering proved precise, delivering quick, steady, and smooth changes in direction. Despite the vehicle’s large physical footprint, the weight mostly disappeared from behind the wheel during rapid directional shifts. It’s exactly what the Range Rover Sport has been known for for decades. Surefootedness is what I like to call it. Sure, basic physics says that the heavier the vehicle, the more it will roll, but with all that weight low in the chassis, underpinned by a double wishbone front suspension with a virtual lower swivel axis alongside a 5-link rear axle, and a clever 48V system to manage weight transfer, it does remarkably well.

Once we were off the circuit tarmac and onto the aerodrome’s rough gravel surfaces, the cabin’s acoustic isolation became immediately apparent. These lower-speed sections also provided a chance to test the regenerative braking system. While the vehicle lacks steering wheel paddle controls or an adaptive regeneration mode from the get-go, the two available settings (light and standard) are executed well. Engaging the standard single-pedal drive reveals a perfectly calibrated system that avoids being overly grabby and brings the large SUV to a complete, chauffeur-style stop without even needing the friction brakes. When you do rely on full mechanical stopping power to wash off speed for the 2,770 kg kerb mass, deceleration is handled by a dual-diameter braking system utilising 380 mm front discs with four-piston opposed calipers and 355 mm rear discs with single-piston 46 mm sliding calipers.

That precise throttle and brake calibration was further tested on the off-road circuit, specifically when scaling a steep, stepped incline known as the Dragon Steps. Navigating this obstacle required slow, patient throttle inputs, allowing the vehicle’s computers to calculate traction needs. While the chassis occasionally bounced over the articulation points, the electric powertrain managed the ascent and descent with controlled composure.

Returning to the circuit tarmac gave us a chance to plant our foot for a moment using Dynamic Launch Mode. Releasing the 850 Nm of torque in full propels the Ranger Rover Sport Electric from 0 to 100 km/h in 4.5 seconds. Rather than delivering an erratic, head-snapping punch of power typical of some modern EVs, the acceleration feels inherently sporty yet highly refined. That’s a nice way of saying that it’s not that quick. But has anyone ever bought a Range Rover Sport for its straight-line speed? It’s more about the smoothness of the acceleration, the ability to shift, and to handle what is a very heavy SUV with enough pace to overtake at will.

The final, and most unconventional, dynamic test involved driving the Range Rover Sport Electric directly through the narrow centre fuselage of a parked aeroplane. Threading the wide body between the aircraft’s internal seats showcased the absolute low-speed steering precision of the platform.

Man of Many’s Verdict on the Range Rover Sport Electric

With more than 60,000 hours of testing and four years of development under its belt, the gamble to hold back until the technology was right appears to have paid off for the Range Rover Sport Electric.

By choosing to develop its own electric motors and battery architecture in-house rather than relying on off-the-shelf components, Range Rover has protected the Sport’s core identity.

It answers the initial question we posed ourselves, and it’s clear that the electric transition here is not simply an exercise in pleasing the emissions police. The integration of the 118.5-kWh battery and dual motors fundamentally enhances the vehicle’s surefootedness, cabin refinement, and low-speed off-road precision. It doesn’t need to win a spec-sheet battle for the fastest sprint time because it excels at what it was designed to do: provide effortless, refined capability across any terrain.

The starting price of AUD$226,518 before on-road costs is a significant financial outlay, especially when you consider the range starts from AUD$$146,799 before on-road costs. However, buyers are getting exactly what they are paying for. It’s an authentic Range Rover first and an electric vehicle second, retaining genuine all-terrain engineering, such as a 900 mm wading depth alongside unparalleled cabin isolation. For those who waited for a battery-powered luxury SUV that doesn’t abandon its heritage, the new Range Rover Sport Electric delivers.