2024 Land Rover Range Rover

The volume 2024 Range Rover SE runs the P400 3.0L turbocharged Ingenium inline-six with 48V mild-hybrid assist at 395 hp. 2024 is a change year within the fifth (L460) generation that began for 2022: the P550e PHEV replaced the P440e and the 606-hp SV P615 V8 arrived.

The P400 six delivers 406 lb-ft across a broad 2,000–5,000 rpm plateau, strong for a full-size luxury SUV's base engine; the P550e's 590 lb-ft is the lineup high.

Land Rover's US 0–60 claim for the short-wheelbase P400 is 5.5 s (its 0–100 km/h figure is 5.8 s) — brisk for a ~5,700-lb SUV, though well behind the V8.

The Ingenium inline-six is inherently balanced and the 48V belt starter-generator smooths stop-start and fills low-rpm torque, giving near-silent delivery. Held below the 90s because the six sounds strained at full throttle and there's a brief pause off the line before boost builds.

The ZF-sourced 8-speed automatic is calibrated for smoothness — near-invisible upshifts and sensible gear choice. Not higher because it favors calm over decisiveness and can be slow to kick down for a pass.

The volume P400 is rated at 7,716 lb (3,500 kg) braked, and sources split on whether the P530 reaches 8,200 lb for 2024 — either way it sits at the top of the SUV band.

Full-time all-wheel drive is standard on every trim with a two-speed transfer case (genuine low range), Terrain Response 2, torque vectoring by braking, 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. Held short of the 90s because there's no dedicated off-road trim and volume cars ride on 21–23 in road tires.

Four distinct powertrains listed for 2024 — P400 mild-hybrid I6, P550e plug-in hybrid (up to 51 mi electric), P530 twin-turbo V8 and SV P615 V8. Not higher because there's no battery-electric version, and EPA lists no 2024 PHEV, suggesting its US availability that year was limited.

The volume P400 is EPA-rated 20 MPG combined for 2024 — one MPG below the 2025 rating and low in the gas SUV band, as expected for a ~5,700-lb full-size luxury SUV.

The 48V mild hybrid helps stop-start but can't move the car on its own, so city economy stays modest at 18 MPG.

24 MPG highway is the P400's best cycle but sits low in the band; the heavy, upright body limits gains at speed.

A large 23.8-gallon (90 L) tank offsets middling economy, giving roughly 475 miles between fills — a genuine strength for long-distance touring.

EPA estimates $4,100 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 and depreciation.

Every 2024 Range Rover 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 2024 Range Rover (fifth-generation L460, carry-over year of the generation launched for 2022) but has published no star rating in any crash mode; per the framework, a vehicle never rated by NHTSA records 0. This reflects NCAP skipping a low-volume six-figure SUV rather than a known structural weakness.

The 2024 Range Rover holds no IIHS Top Safety Pick or TSP+ award and IIHS has published no crashworthiness results for the L460 generation, so it cannot reach the award band. It sits at the bottom of the 'no award' band on absence of evidence rather than evidence of weakness; the bonded-aluminium MLA-Flex structure gives no reason to expect poor results.

The volume 2024 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 as standard — the full AEB/ACC/LKA/BSM/RCTA set on the base car. It stops just short of the Lexus LX and Escalade because JLR's pack-based equipment structure makes fitment less transparent year to year.

IIHS has run no front crash prevention test on the 2024 Range Rover, so there is no Superior/Advanced rating for vehicle-to-vehicle or pedestrian protocols. Emergency Braking with pedestrian and cyclist detection is standard, but nothing public verifies the night-time pedestrian performance the IIHS protocol rewards, capping it in the adequate band.

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

Lane Keep Assist is standard and Steering Assist (bundled with the standard adaptive cruise) provides true lane centering on the base car. It lands mid-band because reviewers describe JLR's lane-keep tuning as abrupt and nagging, 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 works well on long highway runs where the air suspension and isolation flatter it. Reviewers note late braking on cut-ins and a less decisive resume than the Mercedes GLS or BMW X7 systems.

No 2024 Range Rover trim, up to the SV, offers hands-free highway driving; Steering Assist is a hands-on aid with a torque-sensing wheel check. The flagship has no answer to Super Cruise in the Escalade or BlueCruise in the Navigator.

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 and three-quarter sightlines for a vehicle this size. Rearward vision suffers from thick D-pillars and a high deck, but the standard 3D Surround Camera, ClearSight Ground View, available ClearSight rear-view mirror and standard all-wheel steering compensate thoroughly.

Large rear door apertures, a flat floor and generous second-row legroom make installing car seats easier than in most rivals, and the volume SE keeps a three-place bench with two outboard LATCH positions. Lower anchors sit behind thick seat-bight trim, there is no IIHS LATCH rating, and four-seat long-wheelbase rear configurations lose the middle position.

The volume SWB P400 SE seats five; seven seats require the long-wheelbase body.

Unchanged L460 body; competitive but not class-leading front headroom.

Published front legroom sits below the SUV band despite the vehicle's size.

Generous rear headroom for adults.

Limo-like rear legroom even in the standard wheelbase.

The volume SWB has no third row; the optional LWB 7-seat adds a genuinely usable but snug third row with power folding.

Mid-pack cargo behind the rear seats for a full-size SUV.

Respectable but not cavernous max cargo for the SWB.

Split tailgate with Event Suite seating and available refrigerated front/rear compartments are clever, but the refrigerated boxes, tray tables and rear console screens are options rather than SE standard.

Supple, supportive seats in every row; 2024 SE has heated front/rear seats standard but ventilation and massage remain options (2025 made ventilation standard).

Standard adaptive air suspension delivers a gentle, segment-leading ride while keeping body motions in check.

Active noise cancelling plus heavy deadening makes it very quiet; some testers report creaks and rattles uncharacteristic of the class.

Heated front and rear seats, tri-zone climate and panoramic roof standard; ventilated seats, heated wheel and quad-zone climate are optional on the 2024 SE. One reviewer called the climate system underpowered.

The 2024 Range Rover (third year of the fifth-generation L460) opens with the P400 SE mild-hybrid inline-six on the standard wheelbase. At nearly $109k 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 SE lands near $117k, in line with the $114,875 LWB 7-seat SE list price. Far above the SUV band, so it scores zero.

KBB projects about $9,350 in maintenance plus $3,100 in repairs over five years for the 2024 P400 SE, well above the $9,500 top of the SUV band. Air suspension, complex electronics and dealer-only service make it one of the costliest SUVs to keep running.

KBB has the 2024 P400 SE losing $72,747 over five years, leaving a residual of about $36,100, or roughly a third of its delivered price. That is below the 40% floor of the SUV band, consistent with the Range Rover's reputation as one of the fastest-depreciating vehicles on sale.

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 (towing, trip-interruption and hotel benefits) is included for the 4-year warranty term, plus InControl connected-services trials, but scheduled maintenance is not complimentary — Land Rover USA sells it as a prepaid plan. That puts it at the bottom of the roadside-only band, a notable gap on a $110k SUV with class-high service costs.

$117,000 volume-trim price minus its estimated resale value after 5 years (33% retained, or about $38,610) leaves about $78,390 in depreciation. Add the projected $12,466 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $90,856 in total.

The sources disagree. J.D. Power rates the 2024 model's quality as average. Consumer Reports gave no rating for 2022–2025, but its owner data on the L460 generation puts the Range Rover at the bottom of the luxury SUV class. Owners mostly report electrical and software faults, air-suspension problems and sensor faults. 2024 is the third year of the L460 generation, and its long list of build-related recalls makes it look no better than other years. The score leans toward the owner-survey evidence.

Land Rover has ranked at or near the bottom of both major US dependability studies for years in a row. That is a lasting pattern, not one bad year, and it is the weakest brand record among full-size luxury SUV rivals.

Nine NHTSA campaigns cover MY2024. Several involve the powertrain or fluid leaks: oil-cooler hoses not secured, a cracking oil-filter housing that leaks onto the engine, and a loss of transmission oil pressure that can shift the car into neutral. Others cover a body-panel bonding defect that weakens the structure, a corroding airbag clockspring, and two DC/DC converter campaigns. Most of the 2024-only campaigns cover few vehicles, but together the record is worse than the 2025 model year and 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 high-mileage record yet. MY2024 also carries engine-oil-system recalls (oil-cooler hoses and oil-filter housing) and a transmission oil-pressure campaign, so the score is a little below the 2025 year. The BMW-sourced 4.4L V8 in the P530 is better established. The P550e PHEV battery has no long-term US record.

This is the category's clear strength. The L460 cabin is widely treated as the benchmark for the segment, with semi-aniline and Windsor leathers, Kvadrat wool and Ultrafabrics options, open-pore wood veneer, metal trim and very well-damped switchgear. Even the SE trim feels like a flagship.

The L460 body is stiff and quiet, and its panel gaps are good. However, MY2024 had several assembly faults at the factory: body panels not properly bonded, oil-cooler hoses not secured, and a sunroof finisher that can come loose. Owners also report scattered rattles and electronic glitches.

The network is thin, at roughly 190 US Land Rover retailers versus about 345 for BMW and 380 for Mercedes-Benz. Coverage outside major metros has gaps. Owners widely report long repair waits caused by high failure rates and parts backlogs. Flagship buyers get somewhat better loaner and concierge treatment.

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 that most often fail.

Large curved center screen standard on every 2024 trim.

Pivi Pro is quick with sharp graphics, but for 2024 the physical HVAC panel was removed and many functions are buried in menus.

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

Native navigation and Amazon Alexa integration are standard; useful but most owners default to phone projection.

Standard 14-speaker Meridian system is solid; the 34/35-speaker Meridian Signature with noise cancelling is among the best available.

Crisp, configurable 13.7-inch digital cluster standard on all trims.

Pivi Pro supports software-over-the-air updates for infotainment and multiple vehicle modules, though updates have mostly fixed bugs rather than added features.

InControl Remote app offers remote climate, lock and locate; the wearable Activity Key was still offered for 2024 (dropped for 2025). Connected services require subscription after the trial.

Multiple USB ports, wireless charging and Wi-Fi hotspot standard; additional wireless pads optional.

Keyless entry, deployable handles and power gesture tailgate; Activity Key wearable available for 2024.

3D Surround Camera, ClearSight Ground View and all-wheel steering standard; park assist available.

A head-up display is offered as an option on the 2024 SE and standard on upper trims.

Big rear doors, 40.4 in rear legroom and outboard LATCH make car seats easy, but the SWB seats five only and the high air-suspended step-in needs access height.

Strong standard ADAS (AEB, blind spot, lane keep, adaptive cruise) and Euro NCAP 5 stars, but no NHTSA or IIHS US ratings.

Plush ride, quiet cabin, heated rear seats and tri-zone climate standard; rear entertainment, ventilation and quad-zone are options on 2024 SE.

Smooth mild-hybrid six, cosseting air ride and all-wheel steering make it relaxing in traffic; touchscreen-only climate adds distraction.

20 MPG combined on premium fuel and costly consumables make it an expensive commuter.

A large footprint, but all-wheel steering yields a tight ~35.9 ft turning circle and surround cameras ease parking.

~7,700 lb towing, 406 lb-ft and a two-speed transfer box handle trailers well; luxury cabin limits true work use.

Luxury interior and below-average reliability record are ill-suited to hard work use.

Roof rails, loadspace tie-downs and a deployable tow bar option, but no household outlet or work-oriented features.

Superb mile-eater: plush, quiet, ~475-mile range and standard adaptive cruise with steering assist.

Standard AWD with two-speed transfer, Terrain Response 2, ~11.6 in max clearance and 900 mm wading make it a genuine off-roader.

40.7/83.5 cu ft, split tailgate, roof rails and tow hitch handle gear well; not as cavernous as body-on-frame rivals.

Composed and secure for its size thanks to air suspension and rear steer, but tuned for comfort with noticeable lean.

Light, low-effort steering; accurate enough but loose and numb.

Strong, confident brakes, though some three-row luxury rivals stop shorter from 60 mph; ~5,200 lb mass.

The mild-hybrid turbo six is smooth with strong low-end torque and seamless 8-speed shifts.

Near-silent at cruise; the six becomes audible only under hard acceleration.

All-wheel steering gives a remarkably tight turning circle for the size.

Commanding high seat with wide adjustment, but moving climate controls into the touchscreen for 2024 hurts control layout.

Effortless and characterful as a luxury cruiser rather than engaging.

The P400 SE comes standard with four-corner air suspension, all-wheel steering, Terrain Response 2, a 13.1-inch Pivi Pro screen (updated for 2024 with persistent climate sidebars and haptic feedback), Meridian audio, heated/ventilated front seats and a 360-degree camera. Generous, but rivals at this price match much of it and 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 ~$109k base and ~$117k as typically equipped, rivals like the BMW X7, Mercedes GLS and Cadillac Escalade offer comparable luxury and more space for less. Steep depreciation and high upkeep further erode value.

One of the broadest lineups in the segment: SWB and LWB bodies, 5- or 7-seat layouts, and P400 mild-hybrid I6, P530 V8, new-for-2024 P550e PHEV and SV V8 powertrains across SE, Autobiography and SV trims, with deep personalisation options.

Range Rover US sales grew to about 22,200 units in 2024 as JLR North America volume rose 23%, strong acceptance for a six-figure flagship and a clear driver of the brand's US results.

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.

Launch-era waitlists had eased by 2024, and some dealers discounted a few thousand dollars or offered loyalty/conquest and lease support, but most transactions still ran near sticker with few manufacturer purchase incentives.

The fifth-generation L460 launched for model year 2022, so 2024 is its third year on a current MLA-Flex platform; 2024 brought the new P550e PHEV, SV V8 and Pivi Pro refinements, with no redesign imminent.

Reviewers consistently praise its ride isolation, cabin and design; US News rates the 2024 model 8.8/10 and it won a J.D. Power Performance award for owner-rated design and performance, though price and predicted reliability keep it from being a universal comparison-test pick.