2023 Land Rover Range Rover

2023 is the second, largely carry-over year of the fifth-generation (L460) Range Rover that launched for 2022. The volume SE runs the P400 3.0L turbocharged Ingenium inline-six with 48V mild-hybrid assist.

The P400 six makes 406 lb-ft across a broad plateau, strong for a full-size luxury SUV's base engine.

Instrumented tests of the L460 P400 cluster between 5.5 and 6.2 s (Land Rover quotes 5.8 s 0–100 km/h); 5.7 s is the central figure. Brisk for a ~5,700-lb SUV, though well behind the V8.

The inherently balanced Ingenium six, with an electric supercharger and 48V belt starter-generator filling low-rpm torque, delivers near-silent, lag-free power. Held below 90 because the six sounds strained near redline.

The ZF-sourced 8-speed automatic shifts almost invisibly and picks gears sensibly; it favours calm over urgency and can be slow to kick down for a pass.

Land Rover rates the conventional 2023 Range Rover powertrains at 7,716 lb (3,500 kg) braked, near the top of the SUV band.

Full-time AWD is standard on every trim, with a two-speed transfer case (true low range), Terrain Response 2, all-wheel steering and an available electronic active rear locking differential.

Elite hardware for a luxury SUV: air suspension lifting to about 11.6 in of clearance, 35.4 in wading depth, low range and an active rear locker. Not in the 90s because there's no dedicated off-road trim and volume cars ride on 21–23 in road tires.

Three distinct US powertrains for 2023: the P400 mild-hybrid I6, the P440e plug-in hybrid and the P530 twin-turbo V8 (also in the SV). There is no battery-electric version yet.

The volume P400 is EPA-rated at 21 MPG combined for 2023, unchanged from 2022. That is low in the gas SUV band, as expected for a ~5,700-lb full-size luxury SUV.

The 48V mild hybrid smooths stop-start but can't move the car on its own, so city economy stays modest.

26 MPG highway is the P400's best cycle, mid-low in the gas SUV band.

A large 23.8-gallon (90 L) tank offsets middling economy, giving about 500 miles between fills — a real strength for long-distance touring.

The EPA estimates $3,900 a year in premium fuel for the P400 at 15,000 miles — above the top of the gas SUV band, though small next to the vehicle's six-figure price.

Every 2023 Range Rover gas powertrain is rated on premium unleaded, with no regular, flex-fuel or diesel option in the US. The volume P400 gets no plug-in relief.

NHTSA lists the 2023 Range Rover (fifth-generation L460, second model year of the generation launched for 2022) but has published no star rating in any crash mode; per the framework, a never-rated vehicle records 0. This reflects NCAP not testing a low-volume six-figure SUV rather than a known structural weakness.

The 2023 Range Rover holds no IIHS Top Safety Pick/TSP+ award and IIHS has published no crashworthiness results for the L460, so it cannot reach the award band. It sits low in the no-award band on absence of evidence; the bonded-aluminium MLA-Flex structure earned a five-star Euro NCAP rating (Nov 2022), so poor results are not expected.

The volume 2023 SE (P400) ships with Emergency Braking, Lane Keep Assist, Adaptive Cruise Control with Steering Assist, Blind Spot Assist, Rear Traffic Monitor, Clear Exit Monitor, Driver Condition Monitor, Traffic Sign Recognition and the 3D Surround Camera standard — the full AEB/ACC/LKA/BSM/RCTA set on the base car. JLR's pack-based equipment structure keeps it just below the most transparent rivals.

IIHS has run no front crash prevention test on the 2023 Range Rover, so there is no Superior/Advanced vehicle-to-vehicle or pedestrian rating. Emergency Braking with pedestrian and cyclist detection is standard and scored well in Euro NCAP's AEB tests, but nothing public verifies US night-time pedestrian performance, keeping it in the adequate band.

Blind Spot Assist intervenes with corrective steering rather than only a mirror warning, and Rear Traffic Monitor and Clear Exit Monitor are standard on the SE. Trailer-aware coverage comes via optional towing packs (Advanced Tow Assist), keeping it just below the top of the band.

Lane Keep Assist is standard and Steering Assist (bundled with the standard adaptive cruise) provides lane centering on the base car. Mid-band because reviewers describe JLR's lane-keep tuning as abrupt and naggy, with more wander on curves than BMW or Mercedes systems.

Full-speed-range Adaptive Cruise Control with stop-and-go and Steering Assist is standard and pairs well with the air suspension on long highway runs. Reviewers note late braking on cut-ins and a less decisive resume than the Mercedes GLS or BMW X7.

No 2023 Range Rover trim, up to the new SV, offers hands-free highway driving; Steering Assist is hands-on with a torque-sensing wheel check. No answer to the Escalade's Super Cruise or Navigator's BlueCruise.

Pixel LED headlights with adaptive high beam are standard, with Digital LED units available higher up the range — strong hardware. Without a published IIHS headlight rating there is no verified Good result to justify the top band.

The upright command driving position, flat hood with visible corners and deep side glass give excellent forward sightlines for a vehicle this size. Thick D-pillars and a high deck hurt rearward vision, but the standard 3D Surround Camera, ClearSight Ground View, available ClearSight mirror and standard all-wheel steering compensate.

Large rear door apertures, a flat floor and generous second-row legroom ease car-seat installation, and the volume SE keeps a three-place bench with outboard LATCH positions. Lower anchors sit behind firm seat-bight trim, there is no IIHS LATCH rating, and the new-for-2023 LWB seven-seat third row is tight for seats.

The volume P400 SE SWB is a five-seat body; the third row is LWB-only, as it has been since the 2022 L460 launch.

Generous but not class-leading front headroom for the full-size luxury SUV class.

Published front legroom is modest on paper for a vehicle this large, landing at the bottom of the SUV band.

Tall upright roofline gives plenty of second-row headroom.

Roomy second row on the SWB; the LWB body stretches it further for chauffeur use.

The volume SWB has no third row; a seven-seat layout exists only on the pricier LWB 7 Seat trims, where it is genuinely usable for adults with power-folding seats.

Usable, well-shaped load bay but not outsized for the class; the split tailgate with event seating aids usability.

Solid fold-flat capacity with a 77.8-in floor to the front seats.

Practical console and door storage, split tailgate with deployable Event Suite seating, and optional refrigerated console; no truck-style innovations.

Heated 20-way front seats, sliding/reclining rear seats and available massage and ventilation give long-haul comfort in both rows; occasional unprompted massage activation noted.

The standard air suspension is the segment's benchmark, smoothing broken pavement even on 23-inch wheels.

Active road-noise cancellation through headrest speakers plus double glazing make the cabin near-Rolls-Royce quiet.

Heated front and rear seats, multi-zone climate and heated wheel are on the SE, with ventilation, massage and four-zone climate widely available.

The 2023 Range Rover, second year of the fifth-generation L460, opens with the P400 SE mild-hybrid inline-six on the standard wheelbase. At over $100k delivered it sits far above the top of the SUV band.

The P400 SE is the volume configuration, but Range Rovers rarely leave the lot unoptioned; with common comfort/convenience packs and wheel upgrades a typical 2023 SE lands near $110k, between the $105,975 SWB and $111,975 LWB 7-seat list prices.

A 2023-specific projection was not retrievable, but the bracketing years of the same L460 generation and powertrain project almost identical figures, well above the $9,500 top of the SUV band. Air suspension, complex electronics and dealer-only service keep it among the costliest SUVs to maintain.

KBB's used-market data shows the 2023 P400 SE has already lost 33–39% of its original MSRP in three years; continuing the Range Rover's typical steep year-4/5 decline puts 5-year retention in the high 30s, between the 26% and 33% projections recorded for the adjacent model years and still below the SUV band's 40% floor.

Land Rover's New Vehicle Limited Warranty runs 4 years/50,000 miles, the luxury-segment norm.

Land Rover offers no powertrain warranty longer than its basic coverage, so the engine and driveline get only 4 years/50,000 miles — below the band's 5-year floor and a real weakness given the model's repair costs.

Roadside assistance is included for the 4-year warranty term along with InControl connected-service trials, but Land Rover USA sells scheduled maintenance as a prepaid plan rather than including it. Some dealer pages still advertise 5-yr/60k complimentary maintenance under 'EliteCare', a Jaguar-era term, so the bottom of the roadside-only band is the defensible score.

$110,000 volume-trim price minus its estimated resale value after 5 years (38% retained, or about $41,800) leaves about $68,200 in depreciation. Add the projected $12,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $80,600 in total.

The sources disagree. J.D. Power rates the 2023 model's quality and reliability at 81/100, but that is an early-ownership score. Consumer Reports gave no rating for 2022–2025, and its owner data on the L460 generation later put the Range Rover at the bottom of the luxury SUV class. In the 2026 J.D. Power dependability study, which measures 2023 models at three years old, Land Rover had 274 problems per 100 vehicles, among the five worst brands. 2023 is the second year of the L460 generation and still has launch-era electrical and software complaints, so the score leans toward the owner-survey evidence.

Land Rover finished last of all brands in J.D. Power's 2023 dependability study, at 273 problems per 100 vehicles, and stayed near the bottom in 2024 at 268. That follows last-place finishes in 2021 and 2022, so this is a lasting pattern. It is the weakest brand record among full-size luxury SUV rivals.

Eleven NHTSA campaigns cover MY2023. Several are serious: a blocked cam-carrier oil channel that can damage the engine, a missing turbo oil-drain gasket that leaks oil, a corroding driver airbag clockspring that can stop the airbag deploying, an under-welded second-row seat frame, a damaged taillight link that can turn off brake lights, and two DC/DC converter campaigns. Water getting into the rearview camera was a further recall. Some campaigns cover very few vehicles, but together they cover engine, airbag, structure and lighting, which is well beyond typical segment activity.

The volume P400 uses the 3.0L Ingenium inline-six mild hybrid with the ZF 8HP automatic. The gearbox is proven, but the engine has no long high-mileage record yet, and the wider Ingenium family has a mixed reputation. MY2023 is also covered by an engine-oil-channel recall (cam carrier) and a turbo oil-leak campaign, so the score sits slightly below the later years. The BMW-sourced 4.4L V8 in the P530 is better established.

This is the category's clear strength. The L460 cabin is widely treated as the benchmark for the segment, with semi-aniline leather, Kvadrat wool and Ultrafabrics options, open-pore wood veneer, metal trim and well-damped switchgear. Even the SE trim feels like a flagship. The only common criticism is the feel of the touch-sensitive steering-wheel buttons.

The L460 body is stiff and quiet, and its panel gaps are good. J.D. Power's 81/100 quality score is average for the class. However, 2023 is still an early year of the generation. Factory faults led to recalls (an under-welded seat frame, a missing turbo gasket, a loose sunroof finisher, and a rearview camera that lets water in). Owners also report Pivi Pro infotainment crashes and false warnings.

The network is thin, at roughly 190 US Land Rover retailers versus about 345 for BMW and 380 for Mercedes-Benz, with gaps outside major metros. J.D. Power's 72/100 dealership-experience rating for the 2023 Range Rover is middling. Owners widely report long repair waits caused by high failure rates and parts backlogs.

This is among the most expensive SUVs in the US to keep running. Four-corner air suspension, rear-axle steering and dealer-only electronic modules mean large bills once the warranty ends. There is almost no aftermarket for the parts of this generation that most often fail.

Large floating curved screen standard across the range.

Pivi Pro looks sharp and offers haptic feedback, but 2023 reviewers found it sluggish with confusing menus; 2023 still keeps a lower climate panel with dial controls (removed for 2024), though its touch-capacitive surfaces drew criticism.

Wireless Apple CarPlay and Android Auto are standard on every trim.

Native connected navigation and Alexa integration are standard, but Edmunds found the voice controls failed most commands and lacked natural-language ability.

A 13-speaker Meridian system is standard and the 19-speaker 3D Surround and 35-speaker Signature systems are available; the base system is merely good for $100k.

A 13.7-inch configurable Interactive Driver Display is standard.

EVA 2.0 electrical architecture supports software-over-the-air updates for many modules, but early-generation 2023 updates were largely fixes rather than new features.

InControl Remote offers remote climate, lock and locate plus the wearable Activity Key, but key functions are subscription-gated after the trial period.

Wireless charging and USB-C ports for both rows are standard, with Wi-Fi hotspot; no household outlet on the volume trim.

Proximity entry with approach unlock and walk-away locking, power soft-close doors and gesture/power tailgate are standard; Activity Key wristband available.

3D Surround Camera, front/rear sensors, side cameras and ClearSight Ground View are standard on the SE.

A full-color HUD is available, but on the 2023 P400 SE it is an option rather than standard, per the order/feature data.

Wide rear doors opening nearly 90 degrees, a flat floor and 40.4 in of rear legroom make car seats easy; the high step-in is helped by air-suspension access height, but the SWB is five-seat only.

Strong standard ADAS (AEB, Blind Spot Assist, Clear Exit Monitor, adaptive cruise with steering assist) and Euro NCAP five stars, but no NHTSA or IIHS ratings to verify US crashworthiness.

Heated sliding/reclining rear seats, multi-zone climate, a near-silent cabin and segment-best ride make long trips easy for five; luggage space is decent rather than vast.

Smooth mild-hybrid six, invisible shifts, light-feeling all-wheel steering and a commanding view make it relaxing in traffic; laggy infotainment is the main irritant.

21 MPG combined on premium fuel and costly consumables (23-in tires, air suspension) make it expensive per mile.

At 199 in long and 81 in wide it is big, but all-wheel steering trims the turning circle to about 36 ft and the 3D surround camera and ClearSight Ground View help in tight spots.

A 7,716-lb tow rating, 406 lb-ft and a two-speed transfer case make it a strong tow vehicle, but it is a luxury SUV with no bed and a modest payload.

Luxury interior materials, complex air suspension and electronics, and Land Rover's below-average reliability record make it ill-suited to hard work use.

Cargo tie-downs, roof rails and an available deployable tow bar and towing assist, but no onboard household power or washable work surfaces.

Benchmark ride and quiet, superb seats, roughly 500 miles per tank and standard adaptive cruise with steering assist make it an elite mile-eater.

Standard AWD with low range, Terrain Response 2, air suspension to ~11.6 in clearance and 35.4-in wading make it a genuine go-anywhere vehicle, if an expensive one to scratch.

Split-folding rear seats lowered from the cargo bay, a split tailgate and roof rails accommodate bulky gear; capacity is good but not class-leading on the SWB.

Active anti-roll bars and all-wheel steering keep the 5,700-lb SUV surprisingly composed, though body lean and modest grip remind you of its mass.

Well weighted and accurate for a luxury SUV, with little genuine feedback through the big wheels.

Smooth, progressive brakes suited to chauffeur-style stops; stopping distances are merely average for the heavy class and no 2023 instrumented figure was retrieved.

The 48V mild-hybrid inline-six with electric supercharger delivers lag-free, silky torque and the ZF 8-speed shifts almost invisibly.

The balanced six is near-silent at cruise and active noise cancellation masks it further; it only sounds coarse at full throttle.

Standard all-wheel steering gives a turning circle well below what its size suggests.

Commanding seating, wide adjustment and a clean dashboard; 2023 retains a physical lower climate panel (deleted for 2024), though its glossy touch surfaces and menu-buried functions draw complaints.

More engaging than its size suggests and the V8 is thrilling, but the volume P400 encourages a relaxed, wafting pace rather than enthusiasm.

The 2023 P400 SE comes with four-corner air suspension, all-wheel steering, Terrain Response 2, a 13.1-inch Pivi Pro touchscreen, Meridian audio, heated and ventilated front seats and a 360-degree camera. Generous, but rivals at this price match much of it and the desirable comfort packs still cost extra.

Buyers pay a large premium for presence, ride isolation and genuine off-road hardware rather than content per dollar; at $102k–$106k base and ~$110k as typically equipped, the BMW X7, Mercedes GLS and Cadillac Escalade offer comparable luxury and more space for less. Steep depreciation and high upkeep further erode value.

A broad lineup: SWB and LWB bodies, 5- and 7-seat layouts, P400 mild-hybrid I6, P440e plug-in hybrid (new for 2023 in the US) and P530 V8 powertrains across SE, Autobiography, First Edition and SV trims, with deep personalisation.

Range Rover sold about 16,000 units in the US in 2023 as supply recovered from the launch-year chip shortage — solid for a six-figure flagship and on a rising trajectory (it grew to ~22,000 in 2024), but well behind the Escalade and GLS in absolute volume.

The Range Rover is among the most aspirational nameplates in the SUV world with a loyal repeat clientele; Land Rover's poor reliability reputation and weak residuals keep it out of the top of the band.

In 2023 the new-generation Range Rover was still supply-constrained with order backlogs, so most transactions ran at or near sticker and manufacturer purchase incentives were scarce; discounts only emerged as supply caught up later in the model year and into 2024.

The fifth-generation L460 was revealed in October 2021 and launched for model year 2022, so 2023 is only its second year on the current MLA-Flex platform, with the P440e plug-in hybrid joining the US lineup; no redesign is anywhere near.

Reviewers broadly hailed the new-generation Range Rover as the benchmark full-size luxury SUV for ride, refinement and design; US News rated the 2023 model 9.5/10, though price and predicted reliability keep it from being a universal comparison-test pick.