First look: new 2022 Range Rover

First look: new 2022 Range Rover

It really isn’t very often that an all-new Range Rover is launched, so this is A Big Deal in the automotive world. But yes, this is all-new, trust me – Land Rover is certainly going for the ‘evolution rather than revolution’ school of design here… You see the Range Rover has a retention rate practically unheard of elsewhere in the industry – meaning that after a few years, owners generally tend to upgrade to the newest model rather than chop and change between brands. This is great for Land Rover as they get loyalty from customers – a very rare thing in the car world. But it does mean that they can’t really go too wild with the styling changes.

The 2022 Range Rover in numbers

  • 5.5 – 6.5 seconds to 60mph
  • 7 seats now available on LWB 
  • 52 mm longer than previous version (but 11mm narrower)
  • 300 – 530 PS engine options
  • 900 mm wading depth (same as Defender)
  • 2,505 kg (P400 SWB)
  • £94,400 – priced from


“Which is why from the front it’s very easy to mistake the new for the old – the headlights, grille and lower intake are all broadly similar to the 2018 facelift of the last model, but just slimmer, sleeker and more modern. The bonnet still has the clamshell design with a lower centre section. It’s when you get around the side that things get a little more interesting. Yes there’s still the side gill set into the leading edge of the front doors (to break up the long expanse of bodywork and give it a feature) but now it’s a U-shape with an infill which can be customised. You’ll also notice that the sides are much smoother – this is thanks to the new flush door handles which pop out for use and aids the aerodynamics which are improved by 12% (and that means better fuel economy due to reduced drag).

The biggest visual change though is at the rear. The back end tapers inwards as before, but there’s now a gloss black panel across the tailgate that joins up and runs into the tail lights which are gloss black when not in use. It’s a bold design and certainly gives the rear a more modern look. The lower rear bumper and side sills now stick out slightly as well, giving a more aggressive profile to the car and even a hint of diffuser to the rear. Even the base model comes on 21-inch alloy wheels as standard and there are a range of upgrades available up to 23-inch in diameter – the largest ever fitted to a Range Rover.


Engine-wise they’re broadly the same as before with one large difference. So starting off with the diesels there’s the D300 and D350 – 300 and 350hp, 650 and 700Nm respectively from the 3.0-litre inline-six Ingenium engine. Then there’s the 3.0-litre petrol inline-six P400 with, you guessed it, 400hp and 550Nm. That’s all as expected, but at launch the only other offering is the petrol V8 – but this is no longer the 5.0-litre supercharged unit that has seen service for so many years – under the bonnet of the P530 now sits a BMW 4.4 litre twin-turbo V8 with 530hp and 750Nm of torque. This is an interesting move, but certainly necessary as the old lump had no way of passing new emissions regulations.

A few months after launch the Range Rover hybrid models will be launched – expected to be the biggest sellers. There will be the P440e and P510e plug-in hybrid models and they both have a 38.2kWh battery which means they have a WLTP electric-only range of 62 miles – Land Rover claim this means 75% of journeys will be done without the engine ever turning on – very impressive and means that owners will effectively have an EV until they need to do a longer journey at which point they can still do it without range anxiety. The 50kW charging capability means that it can fast-charge the battery in under an hour too, should you need it.


As you’d expect, the Range Rover has been given all the best tech that the JLR group has to offer under the skin, in order to keep this the best and most luxurious SUV whilst also being supremely capable off-road as is the Range Rover’s remit. The Wading mode allows it to drive through water up to 900mm deep (same as the Defender), it has departure and approach angles of 29deg and 34.7deg and it can drive at angles of up to 45deg – that’s good enough to embarrass most ‘dedicated’ 4x4s. Ground clearance of 295mm can be raised a further 145mm in the highest of the suspension settings.

When you’re on the road a 48V anti-roll system helps to keep body roll in check, while the agility is helped by the four-wheel-steering system. This also helps the turning circle which is now about the same as a VW Golf – seriously impressive for such a large machine. There are Bilstein dampers which help to control the air suspension and there’s now a five-link rear axle for the first time. Serious tech for a serious machine.

Speaking of size, as before there’s a SWB and LWB model – the SWB has grown slightly over the old model by 50mm, but it has a wheelbase that is 75mm longer which aids in rear legroom. If you want even more room though, the LWB is the one to go for as that has another 200mm between the wheels, giving a rear cabin to rival a limo. For the first time you can option your LWB Range Rover with seven seats as well, which places the second row of seats more where they are on the SWB, then adds another two seats behind which can fold into the boot floor. The 5-seat LWB can, as before be optioned with executive seating, which adds a huge centre console between the reclining rear seats and is second only to a private jet for comfort.


There are the usual trim levels available, from the SE standard wheelbase, through HSE, Autobiography, a limited First Edition and then the SV model at the top. This gains all the options and bespoke trim colours etc, befitting a car that rivals the Bentley Bentayga and Rolls Cullinan. But all models get the same new interior with a stunning 13.1-inch infotainment screen using the excellent Pivi Pro operating system seen in the Defender. There’s another screen for the driver binnacle, but in a welcome reversal the second touchscreen in the centre console has gone, with the climate controls all now being dials and buttons again. This is very welcome and I predict more manufacturers will be going back to physical buttons in due course (Audi already has with the e-tron GT).


So the King is dead, long live the King? Looks that way. At its peak the previous generation model was selling 60,000 units a year with an average price of £100,000, which is frankly insane. The new model is bound to do much of the same, especially when the hybrid models can be ordered. I’d wager that a LWB, 7-Seat P440e hybrid model is going to become a very common sight around London. Personally I’d be getting a SWB Autobiography P510e hybrid in blue with a tan interior. Lovely. Prices start at £94,400 for the SWB D300 SE, rising to £131,300 for the LWB Autobiography P530 V8.


  • Boat tail rear design
  • Rear wheel steering gives turning circle of a Mini
  • 7 seat option
  • Rear Event seating
  • Panoramic roof standard
  • Next generation noise-cancelling system five times more effective than previous version
  • Powered doors
  • Not permanent 4×4 (reduce drive train drag by 30%)
  • Enhanced dynamics and ride
  • Battery electric range of up to 62 miles
  • Optimised positioning of battery packs on hybrids
  • Most aerodynamic Range Rover ever
  • Pure electric version available in 2024