2021 Land Rover Range Rover

The 2021 Range Rover is in the final model year of the fourth generation (L405, 2013–2021) and carries over the P400 3.0L turbocharged Ingenium inline-six with 48V mild-hybrid assist as the volume powertrain across HSE and Westminster trims, rated 395 hp.

The P400 inline-six peaks at 406 lb-ft on a broad, low-rpm plateau, strong for the full-size luxury SUV segment's base/volume engine and ahead of the P525 V8's lower peak torque figure despite the V8's higher horsepower.

Land Rover's factory-claimed 0–60 mph time for the P400 short-wheelbase volume configuration is 5.9 seconds — brisk for a nearly 5,900-lb SUV but behind the supercharged V8 variants and quicker full-size luxury SUV rivals.

The Ingenium inline-six with belt-integrated 48V starter-generator delivers smooth, quiet low-speed torque fill and near-silent stop-start cycling, consistent with reviewer praise for L405-generation refinement. Held below the high-80s because the six can sound coarse under full throttle and exhibits mild turbo lag off the line compared with the smoother V8.

The ZF 8HP eight-speed automatic shifts smoothly and unobtrusively in normal driving with well-chosen ratios for cruising. Not higher because it can be slow to kick down for sudden overtakes and prioritizes calm shift behavior over outright responsiveness.

Rated at the 3,500 kg / 7,716 lb maximum common across the 2021 lineup, near the top of the SUV normalization band and matched by few full-size luxury SUV rivals.

Permanent full-time all-wheel drive with a two-speed transfer case and genuine low range is standard across every 2021 trim, paired with Terrain Response 2 and an available electronically locking rear differential — sophisticated, standard-fit AWD with no trim-level restriction.

Hardware is genuinely elite for a luxury SUV: air suspension raising ground clearance to roughly 11.7 in, approximately 35.4 in of wading depth (best-in-class at the time), approach/departure angles of 34.7°/29.6°, low-range transfer case and an electronic rear locker. Short of the high-80s because there is no dedicated off-road trim and volume HSE/Westminster cars ride on large road-biased wheels that limit how much of the chassis capability is usable.

An unusually broad 2021 US lineup spans six distinct engines — the P360 and P400 mild-hybrid inline-sixes, the P400e plug-in hybrid, the TD6 diesel V6 (HSE trim only), and the P525/SVAutobiography Dynamic supercharged V8s — covering efficiency, electrification and outright output within one nameplate.

EPA rates the volume P400 mild-hybrid inline-six at 20 MPG combined — modest for a 5,800+ lb full-size luxury SUV and near the bottom of the gas SUV normalization band, though ahead of the V8-powered variants it shares a lineup with.

City is the P400's weakest cycle — the 48V mild-hybrid system smooths stop-start and idle but cannot propel the vehicle on electric power alone, so nearly 5,900 lb of SUV is accelerated on gasoline from every stop.

Highway is the P400's best cycle at 23 MPG thanks to a tall-geared 8-speed automatic, though it still sits in the lower half of the gas SUV normalization band given the vehicle's size and weight.

A large 27.5-gallon fuel tank offsets the modest MPG rating, giving roughly 550 miles between fills — genuinely strong for the segment and well up the gas SUV normalization band, matching the Range Rover's long-distance touring brief.

At EPA's standard 15,000-mile assumption the P400 costs about $4,100/yr in premium fuel — above the top of the gas SUV normalization band (max $3,600), reflecting both the modest 20 MPG combined rating and the premium-fuel requirement.

Premium gasoline is recommended (not strictly required per EPA labeling) for the P400 inline-six, placing it in the middle band — no flex-fuel or regular-fuel option, but not a hard premium-only mandate either as on the supercharged V8 variants.

The L405-generation Range Rover (2013–2021, including the 2021 model year) has never been crash-tested by NHTSA — low US sales volume for this price tier means the agency has not run it through its New Car Assessment Program.

IIHS has not published any crashworthiness tests, front-crash-prevention results, or award status for the 2021 Range Rover — a full-size luxury SUV at this volume and price point falls outside the agency's testing program. No independent structural or injury-measure data exists either way, so the absence of an award reflects an untested vehicle rather than a documented weakness.

Automatic emergency braking, blind-spot monitoring and active lane control are standard across the range, but adaptive cruise control is unequipped on the Range Rover Standard and HSE trims (HSE is the volume trim) and only becomes standard from the Westminster Edition up — a key feature gated to upper trims.

No IIHS front-crash-prevention test (vehicle or pedestrian, day/night) has been published for this model, so performance can't be confirmed against a rated benchmark; AEB is standard equipment and JLR's contemporary driver-assist hardware is functional but not reviewed as class-leading.

Blind Spot Monitor is standard on the HSE (volume) trim and up, alert-only rather than an active-intervention system; rear cross-traffic alert is bundled with the same Blind Spot Assist equipment rather than sold separately.

Consumer Reports' instrumented active-driving-assistance comparison found the Jaguar/Land Rover Adaptive Cruise w/Steer Assist system performed worst of any system tested at keeping the vehicle centered — or even within the lane — on city streets, and Edmunds separately calls the driver aids 'behind the curve in refinement and functionality.'

Adaptive cruise control is not equipped on the Standard or HSE trims — the volume configuration — and only becomes standard from Westminster Edition up; where fitted, Consumer Reports rated the combined cruise/steer-assist system the weakest in its test field for lane centering and consistency.

No hands-free highway driving system (comparable to BlueCruise or Super Cruise) existed on the L405 Range Rover in the 2021 model year; the most advanced offering is conventional adaptive cruise with steering assist, which still requires hands on the wheel.

The 2021 Range Rover carries a 24-LED standard headlight unit across the range with an Adaptive Front-lighting System, and a 52-LED Matrix LED unit with pixel high-beam on upper trims; IIHS has not published a headlight rating for this model, so performance can't be confirmed against the agency's Good/Acceptable/Marginal/Poor scale.

Reviewers consistently praise the Range Rover's commanding driving position and glass area — Edmunds and KBB both cite excellent all-around outward vision, and US News notes an agreeable seating position and sightlines, aided by a surround-view camera system.

LATCH anchors are easy to locate but mounted tight against the seat upholstery, requiring real effort to clip in; only the two outboard rear positions carry LATCH (no center-seat anchor), and the low-mounted seatbelt buckle makes it hard for older kids to buckle themselves — offset by a long wheelbase that leaves generous room for rear-facing and convertible seats.

Standard SWB Range Rover is a 5-seat 2-row SUV; no 3-row option exists on this model.

Consistent across multiple 2020-2021 Range Rover (L405) dealer spec sheets.

Figure is consistent across 2019-2021 Range Rover spec sheets; command driving position trades some legroom for the tall H-point seating.

Tall roofline gives generous rear headroom for the segment.

Standard-wheelbase figure; LWB trims add roughly 7.5 in of rear legroom via a stretched platform.

The full-size Range Rover is a strict 2-row SUV in the US market — no third row is offered on any 2021 trim, SWB or LWB.

Behind-seat cargo volume is modest for a full-size luxury SUV, trading space for the sloping tailgate and bench-seat packaging.

Max cargo volume with seats folded sits in the lower half of the full-size luxury SUV band.

Competitive but unremarkable everyday storage — console bin, door pockets, and a flat load floor with seats down, without a standout innovation like a giga-console or in-bed trunk.

Heated leather front seats are standard and widely praised for long-haul support; higher trims add massage, 24-way adjustment, and heated/cooled rear seats.

The height-adjustable air suspension is repeatedly singled out as class-leading, absorbing road imperfections while keeping body motions controlled.

Acoustic glazing and extensive sound insulation make the cabin notably hushed at highway speed, a consistent reviewer theme for this generation.

Tri-zone climate control and heated front seats are standard; heated rear seats, ventilated front/rear seats, massage, and 4-zone climate are available moving up the trim ladder.

FYI item, not scored on its own — the entry price for the gas-powertrain lineup, which starts one rung above the diesel/PHEV HSE trims at the Westminster Edition.

FYI item feeding the effective ownership-cost figure, not scored standalone; Westminster Edition was the most common gas-class configuration for MY2021.

FYI item; Range Rover maintenance/repair spend runs well above the luxury-SUV norm, driven heavily by air-suspension and electrical issues, though the worst costs tend to land after year 5.

FYI item; Range Rover resale is weak even by full-size luxury SUV standards — among the poorest-depreciating vehicles on the market, which flows into a high effective ownership cost despite the moderate sticker price relative to its own flagship trims.

Below the segment band floor (5yr) — Land Rover's basic coverage is shorter than most rivals' separate bumper-to-bumper term.

Below the segment band floor (5yr) — unlike many rivals that pair a shorter bumper-to-bumper term with a longer dedicated powertrain term, Land Rover's single 4/50 warranty covers both alike, leaving the drivetrain with less dedicated coverage than most of the class.

No complimentary scheduled-maintenance plan is bundled with a new 2021 Range Rover purchase, which is the main driver of this score; the vehicle does get 4 years/50,000 miles of roadside assistance with trip-interruption benefits included as part of the basic warranty, which is the one real perk.

$103,500 volume-trim price minus its estimated resale value after 5 years (29.8% retained, or about $30,843) leaves about $72,657 in depreciation. Add the projected $8,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $81,457 in total.

Land Rover finished dead last among all brands in J.D. Power's 2021 U.S. Vehicle Dependability Study (244 problems per 100 vehicles vs. industry average), and Consumer Reports shows no detailed predicted-reliability data for the 2021 Range Rover due to insufficient owner survey sample, consistent with the brand's chronic bottom-tier standing. The flagship's complex air suspension, dual-screen electronics and Ingenium powertrains are frequent complaint sources.

Land Rover has placed last or near-last in J.D. Power's Vehicle Dependability Study in both 2020 and 2021, and RepairPal ranks the brand 31st of 32 manufacturers overall (2.5/5.0). This is a multi-year, consistent bottom-tier standing, not a single bad model year.

NHTSA lists multiple 2021 Range Rover campaigns: a backup-camera display failure, a PHEV engine-cooling water pump drive belt that can allow overheating, an engine oil/cam carrier inspection-and-replacement campaign, a PHEV pedestrian-warning-sound software fix, and a child-seat LATCH automatic-locking-retractor defect. That is more than a token count and includes two powertrain-adjacent campaigns, but none are of the catastrophic-fire or systemic-failure class that would justify the bottom band.

The 2021 Range Rover's volume gas engine is the Ingenium turbocharged 3.0L inline-6 mild-hybrid, a family widely documented for premature timing chain and guide wear, turbocharger failures, and oil dilution/consumption problems. This is an active, well-known problem powertrain rather than an unproven-but-clean design.

Reviewers consistently describe the cabin as a class leader for material richness: real wood and aluminum trim, high-grade leather, and a traditionally decadent front-seat environment, befitting its flagship-luxury price point.

Despite strong showroom materials, the brand's dismal initial-quality and dependability survey results (worst-in-industry problems-per-100-vehicles) point to real-world assembly and electronics niggles — reviewers specifically flag a laggy, unreliable dual-screen infotainment system — that are inconsistent with the top band.

Jaguar Land Rover's combined US dealer count (roughly 395 as of the surrounding period) is thin next to mainstream and even most luxury competitors, and recent owner reports cite extended multi-visit service stays and poor dealership support for electrical/software issues typical of this generation.

RepairPal rates the Range Rover 2.0/5.0 for reliability (15th of 19 in its class) with an average annual repair cost of $1,258 — well above the roughly $650 all-vehicle average — and owners report parts backorders running months even when competitor dealers hold stock.

2021 Range Rover uses the Touch Pro Duo system with two 10-inch screens stacked in the center stack (not the Pivi Pro single-screen system, which arrived with the 2022 redesign).

Touch Pro Duo's dual-screen layout is distinctive but was widely criticized through this generation for laggy menus and a steep learning curve versus single-screen rivals.

CarPlay/Android Auto were standard but wired for most of the 2021 model year on the full-size Range Rover; wireless projection was only beginning to roll out as a running change late in MY21/MY22 on some JLR products, not confirmed standard across the lineup.

Built-in navigation on the upper Touch Pro Duo screen is functional, but the native voice assistant of this generation was dated and most owners defaulted to phone projection for voice commands.

A Meridian sound system is standard, with an available flagship 1,600-watt 29-speaker Meridian Signature 3D Surround system on upper trims — a genuine premium-audio strength for this model.

A configurable 12.3-inch Interactive Driver Display is standard across the 2021 lineup, offering a crisp fully-digital gauge cluster.

Land Rover's Software Over The Air (SOTA) covered infotainment, apps, and some electronic-module updates for this generation, but whole-vehicle feature-adding OTA on the scale of segment leaders was not yet in place.

The Land Rover Remote app covers core functions (locate, status, remote lock, pre-conditioning) but richer features sit behind the InControl Remote Premium subscription rather than being bundled free.

USB-A ports in front and rear rows plus a household-style power outlet are typical of this generation; USB-C and widespread wireless charging were not yet standard fitment for 2021, with wireless charging limited to higher trims.

Keyless proximity entry, push-button start, and a hands-free powered tailgate are standard, giving full keyless convenience on the volume trim.

A 360-degree surround camera and front/rear parking sensors are available from HSE trim up, with a rear camera and sensors standard on base — solid but not standard-everywhere.

A head-up display is offered as an available option rather than standard equipment on the volume trim.

Wide rear door openings and LATCH anchors make car-seat installation straightforward, but the tall step-in height (partly offset by the air suspension's kneel/access-height function) and modest behind-seat cargo (31.8 cu ft) are compromises versus family-first rivals.

Forward collision warning, AEB, lane-keep assist, and blind-spot monitoring are available, but several driver-assist features are optional rather than standard on the base trim, and neither NHTSA nor IIHS has published a crash rating for this generation.

Class-leading ride quality, quiet cabin, and comfortable rear seating make multi-hour trips with a full family easy, even if outright cargo room trails some 3-row rivals.

A commanding, elevated seating position and smooth air suspension make low-speed driving relaxed, though the vehicle's size and weight add some effort in tight traffic.

20 MPG combined on premium fuel plus luxury-tier maintenance and tire costs make this one of the more expensive vehicles to commute in, even within the luxury SUV class.

A roughly 40-foot turning diameter and full-size footprint make this a handful in tight urban parking despite the help of available surround-view cameras.

Towing capacity of up to 7,716 lbs is respectable for occasional trailer/boat duty, but there is no bed or dedicated cargo-area work features, and this is not positioned as a work vehicle.

Land Rover/Range Rover carries a below-average reliability reputation in owner and reliability-survey data, and the vehicle is luxury-oriented rather than built or marketed for fleet/work abuse.

No onboard power outlets for tools, no upfit/rack ecosystem, and a leather-trimmed cabin that is not designed for jobsite wear.

Exceptional ride quality, a quiet cabin, comfortable seats, and available adaptive cruise/lane-centering ADAS make this a strong long-haul tourer.

Terrain Response 2, height-adjustable air suspension for extra ground clearance, standard AWD, and a deep wading capability give this a genuine off-pavement/adventure pedigree rare in the luxury SUV class.

A flat-folding second row, available roof rails, and a tow hitch cover most gear-hauling needs, though outright cargo volume is modest for the segment (31.8/68.6 cu ft).

The air suspension and active roll control keep the big SUV composed and secure through corners, but body lean and its ~5,000+ lb mass mean handling is reassuring rather than engaging.

Steering is accurate and well-weighted for a vehicle this size but is tuned for effortless cruising rather than feedback.

Brakes are adequate to haul down a ~5,000 lb SUV with a confident pedal, though stopping distances are unremarkable for the class given the vehicle's mass.

The mild-hybrid turbocharged inline-six (P360/P400) paired with the ZF 8-speed automatic is smooth and well-calibrated, with the MHEV system smoothing stop/start and low-speed response.

The inline-six is notably quiet and vibration-free under load, matching the cabin's overall hushed character.

Turning radius of 20.2 ft (SWB) converts to roughly a 40.4 ft turning diameter; LWB models are wider-circle due to the stretched wheelbase.

The commanding, elevated seating position and excellent outward visibility are a Range Rover hallmark, with wide seat/wheel adjustment range; the dual-screen Touch Pro Duo layout adds some control complexity versus simpler setups.

This generation prioritizes comfort and capability over driver engagement; it is pleasant and capable but not something enthusiasts seek out for its road-driving character.

Even the Westminster Edition entry point for the gas lineup comes with quilted leather, heated/ventilated and massaging front seats, a Meridian audio system, four-corner air suspension, surround cameras and a panoramic roof standard — generous relative to its own price point, though that starting price itself sits well above mainstream full-size luxury SUV rivals.

Capability (true low-range 4x4, air suspension, Terrain Response) and cabin richness are real, but the Range Rover's starting price undercuts neither the BMW X7 nor Mercedes GLS, and a comparably equipped X7 or GLS can be had for less — buyers are paying a brand/image premium on top of the hardware.

An unusually wide 2021 lineup spans diesel, gas I6, gas V8 and PHEV powertrains across SE/HSE/Westminster/Autobiography/Fifty/SV Autobiography trims, each offered in standard and long-wheelbase form, from $97,000 to $211,000.

A steady mid-pack seller in the full-size luxury SUV class — well behind the segment-leading Cadillac Escalade in volume, but demand was supply- rather than interest-constrained during the 2021 chip shortage, with waitlists rather than lot inventory.

One of the most aspirational nameplates in the SUV market since 1970, with strong celebrity/cultural cachet and a loyal following that sustains demand and resale interest even where reliability perception lags.

2021 fell squarely in the global chip shortage, when Range Rover dealers commonly added market-adjustment/ADM markups above MSRP rather than discounting — essentially no incentives or negotiating room for buyers that year.

2021 is the final model year of the L405 generation that launched for 2013 — an 8-year-old platform — with the fully redesigned fifth-generation Range Rover (L460) revealed in October 2021 for MY2022, making a 2021 purchase an outgoing design with a known, imminent replacement.

Reviewers consistently praised the cabin, ride and off-road breadth but flagged software glitches and reliability concerns; it was not a Car and Driver 10Best pick nor a frequent comparison-test winner against the BMW X7/Mercedes GLS, landing as well-regarded rather than class-leading.