![]() Range figures are based upon production vehicle over a standardised route. CO 2, fuel economy, energy consumption and range figures may vary according to factors such as driving styles, environmental conditions, load, wheel fitment, accessories fitted, actual route and battery condition. Only the base Range Rover is cheaper, starting at $90,900.The figures provided are as a result of official manufacturer's tests in accordance with EU legislation with a fully charged battery. Within the Range Rover family, the plug-in is actually the most affordable engine at the HSE trim level, undercutting the inline-six-cylinder P400 by a few hundred dollars. There is a lot to like about the Range Rover, but for most, not enough to justify the extra money. While the Range Rover has the nicest interior of the bunch, the Aviator boasts a fantastic, modern-looking cabin and the Volvo is arguably a step above that. Of course, you can justify some of the premium with the Range Rover’s unmatched off-roading abilities, but not much beyond that. The Lincoln Aviator Black Label Grand Touring starts at $87,800 and the Volvo XC90 T8 Plug-In is much cheaper at $73,300. Neither vehicle is a perfect eye-to-eye rival to the Range Rover, but for buyers considering a plug-in luxury SUV, the options are scant. If home charging isn’t available to you, then you should pass on the Range Rover PHEV.Īt $95,950, the Range Rover is quite a bit more expensive than either of its two main plug-in competitors, though it’s also a class above them both. The obvious takeaway here is that you have to plug in this car every day to squeeze any sort of value from it. That said, on gas alone, the plug-in Range Rover is the least efficient member of the family, at 19 combined mpg. This is a much better figure than the base Range Rover’s 21 mpg combined. The plus side is the P400e’s combined 42 miles per gallon equivalent (when the batteries are full). ![]() ![]() The Range Rover’s figure isn’t bad within the context of its competitors, but the range isn’t significant enough to make the PHEV a no-brainer purchase. Compared to the P400e’s main plug-in rivals, this figure falls short of the Lincoln Aviator Grand Touring’s 21 miles, and is only just better than the Volvo XC90 T8’s 18 miles. So even on your best behavior, 19 is probably as good as it gets. We topped off the batteries twice during our test, and each time achieved 16 miles in mixed city and highway conditions. We’ll say it again: the EPA rates the Range Rover P400e at just19 miles of all-electric range. Though the hybrid tends to run out of steam higher up in the rev range and can get a bit buzzy sounding under heavy acceleration, it’s still a great (and more efficient) alternative to the six-cylinder. Here, the P400e’s low-end punch and smooth delivery put it closer in ability to the standard mild-hybrid inline-six and its 355 horsepower output. The Range Rover’s two V8 models are undoubtedly the most performance-oriented of the range. Below 3,000 rpm, you struggle to even hear the engine, and the switch from EV to gas power happens almost imperceptibly (although other staffers experienced less graceful changes). Though the Range Rover offers fantastic torque-filled response, it’s the four-cylinder’s calm demeanor that we love the most. It’s not just the power that’s impressive. Despite its two-pot disadvantage, the PHEV powertrain puts out 43 more hp and 107 lb-ft more than the six-cylinder. The whole system is good for 398 horsepower and a hearty 472 pound-feet of torque. Rather than using any of these options, the P400e instead relies on a 2.0-liter four-cylinder, supplemented by a 13 kWh battery and 141 horsepower electric motor. The biggest Range Rover has several engine options, including the base 3.0-liter inline-six cylinder, two high-horsepower versions of Jaguar Land Rover’s 5.0-liter V8, and 3.0-liter V6 diesel. Regardless of what’s stuffed under the hood, a Range Rover’s powertrain has to have some degree of refinement.
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