4.5 out of 5 4.5
Parkers overall rating: 4.5 out of 5 4.5

First drive of Land Rover’s all-new flagship

Land Rover Range Rover SUV (22 on) - rated 4.5 out of 5
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At a glance

New price £99,970 - £193,620
Used price £78,645 - £159,280
Fuel Economy 23.5 - 333.8 mpg
Road tax cost £510 - £520
Insurance group 50 How much is it to insure?


  • Comfier and better to drive
  • Two body lengths, now available with seven seats
  • Long electric-only range for PHEV versions


  • You'll have to wait until 2024 for EV version
  • Price has risen sharply over old model
  • Optional extras are expensive

Land Rover Range Rover SUV rivals

3.1 out of 5 3.1

Written by Ben Miller on

As one of the pioneers of the segment, the Range Rover has become the default choice of luxury SUV for many. However, in recent times competition has become incredibly fierce, with most major luxury brands offering an alternative.

So, it might come as a surprise to see the latest version doesn’t look a whole lot different from the outside. Look past this and you’ll find the Range Rover’s subtle evolution hides a complete transformation under the skin.

To compete with the likes of the BMW X7Mercedes-Benz GLS and Audi Q8, along with more exclusive offerings such as the Bentley Bentayga and Rolls-Royce Cullinan, Land Rover has thrown the kitchen sink at the Range Rover.

Is the Range Rover any good?

Given new Range Rovers only come around once per decade, there’s a lot riding on this latest one. Luckily, the firm has knocked it out the park.

This all-new car is packed full of technology to help it not only be more comfortable, but also corner better than it has any right to. New infotainment makes it easier than ever to stay connected and it’s more opulent than ever inside.

What’s it like inside?

There’s a big step up in quality compared with the old car, and the bespoke models built by Land Rovers Special Vehicles (SV) division offer the scope for detailing, paints, finishes and individualisation to rival the Bentley et al.

It’s far less fussy inside than the Bentayga, with far fewer buttons and a light, airy feel helped by huge windows and, in our test car, light materials.

There are myriad seating options this time around. The core car seats five. Go long wheelbase and you’ve the choice of two rows, or three rows, seating seven. Even the short wheelbase car has generous rear space for adults, with good head and leg room while the boot is impressively large.

The Pivi Pro infotainment is driven via a 13.1-inch landscape-oriented touchscreen and it’s a joy to use, with clear, crisp graphics, no lag and intuitive functionality. 

It also interacts seamlessly with the physical controls clustered around the gearlever. The digital driver’s display is equally beautiful to look at and to use, and while it offers a choice of display set-ups, anything racier than an old-school twin pair of dials just feels wrong in a Range Rover. 

What’s the Range Rover like to drive?

On the move it’s effortless, even at speed. You sit high, of course, with fantastic visibility. The steering isn’t as vague and light as before, with the precise, intuitively weighted system building confidence immediately. This is especially impressive given the new four-wheel steering system that boosts agility and makes tight manoeuvres so much easier.

Despite lots of clever chassis tech, there is still some body lean although it is very much in keeping with the traditional Range Rover feel. Grip levels are high, so it’s possible to comfortably carry plenty of speed down a B road should you wish. Those after more thrills should look at a Porsche Cayenne or Bentley Bentayga.

Comfort should always be a Range Rover priority, and the new car doesn’t disappoint. It’s delightfully supple, ironing out the road’s surface incredibly well, especially at speed. Only the odd pothole will generate a bit of a thud, but it’s much less pronounced that in its predecessor or rivals such as the X7 and GLS. With very little wind, road or engine noise, it’s a truly excellent long-distance cruiser.

There’s a new BMW-sourced twin-turbo V8, dubbed P530, and there’s much to like about it. It sounds good, pulling with a refined V8 gargle, and its hefty combination of torque and power serve to make the Rangie feel lighter than it is.

But the D350 is majestic, and suits the car down to the ground. It’s barely any slower out on real roads, incredibly civilised for a diesel and lends the car a wonderfully laidback character. That it’s also more cost-effective both to buy and to run just adds to the appeal and makes it an easy pick for us.

All engines drive through a pretty faultless eight-speed auto, and the four-wheel drive system is equally fluent on-road and off it, where its low-range ratios give the Range Rover the kind of loose-surface ability most rivals can only dream of.

We tested out the four-wheel drive system on steep, rocky trails which, though not easy, barely scratched the surface of the car’s ability. Rivals would have surely floundered nonetheless, lacking as they do the Rangie’s formidable arsenal of off-road-ready systems. 

What models and trims are available?

There are three Range Rovers to choose from. The standard wheelbase, the long wheelbase and the long wheelbase with seven seats.

Trim levels on the standard include (in ascending price order) SE, HSE, Autobiography, First Edition and SV.

There are fewer options with the long wheelbase models. The seven seater is cheaper and comes with just SE, HSE and Biography trims. Whereas the five-seat long wheelbase is the most expensive model. It’s only available in uber luxury Autobiography, First Edition and SV trim levels.

The Range Rover will be available as a pure electric, hybrid or combustion engine car, although the EV version isn’t due until 2024. However, every other combination will be available from launch in May 2022. The line-up will look like this.

P400 petrol: The entry-level Range Rover uses a 3.0-litre six-cylinder, with mild-hybrid technology. It develops 400hp, averages 29.7mpg and puts out 215g/km of CO2.

P530 petrol: The V8 option remains, but is now a BMW-sourced 4.4 bi-turbo, tuned to deliver 530hp for a 0-60mph time of 4.4sec.

D300 and D350 diesels: Both of these models are powered by Land Rover’s 3.0-litre straight-six diesel, but with two states of tune: the D300 makes 300hp while the more muscular D350 musters develops 350hp. CO2 emissions are 198g/km.

P440e and P510e PHEVs: These plug-in hybrids are the first step to electrification for the fifth-generation Range Rover. Its 3.0-litre petrol is mated to a 105kW motor for 450 or 510hp and are good for 26g/km of CO2 in WLTP testing.

All models are four-wheel drive and come with an eight-speed gearbox, with a low-range transfer ‘box for effective off-road ability. You get all of the Land Rover systems, too, such as dynamic air suspension, Terrain Response 2, and a 900mm wading depth. This ability might not be a priority for many Range Rover drivers, but it’s still an important part of the car’s DNA.

Plug-in hybrid range and charging

Both PHEV models are powered by a large 38kWh lithium-ion battery for a relatively long range for a plug-in hybrid. They are claimed to offer a 62-mile electric range and Land Rover says that three quarters of customers’ journeys could be driven on silent electric power during daily duties.

Unlike most contemporary plug-ins, the Range Rover P440e and P510e can be fast-charged at up to 50kW DC, meaning they can be topped up in less than an hour (or five on a 7kW wallbox at home).

What else should I know?

UK sales are expected to begin in May 2022 and UK prices have been confirmed to start at £94,400, which is quite a rise from the outgoing model which starts at £83,525.

Click through to our verdict page to see how we rate the new Range Rover so far

Land Rover Range Rover SUV rivals

3.1 out of 5 3.1

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