2025 Land Rover Range Rover

The volume 2025 Range Rover SE runs the P400 3.0L turbocharged Ingenium inline-six with 48V mild-hybrid assist at 395 hp; the 2025 range tops out with the 606-hp SV P615 twin-turbo V8. 2025 is a carry-over year within the fifth (L460) generation that began for 2022.

The P400 six peaks at 406 lb-ft from just 2,000 rpm, a strong plateau for a full-size luxury SUV's base engine; the PHEV's combined 590 lb-ft is the lineup high.

Land Rover's US 0–60 claim for the short-wheelbase P400 is 5.5 s (the long-wheelbase P400 is 5.8 s) — brisk for a ~5,700-lb SUV, though well behind the V8 and PHEV variants.

The Ingenium inline-six is inherently balanced and the 48V belt starter-generator smooths stop-start and low-rpm torque fill, giving the near-silent delivery the car is known for. 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 — imperceptible upshifts and sensible gear choice in normal driving. Not higher because it favors calm over decisiveness and can be slow to kick down for a sudden pass.

The volume P400 is rated at 7,716 lb (3,500 kg) and the P530 V8 reaches 8,200 lb when properly equipped — at the very top of the SUV band; Advanced Tow Assist is available.

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 — top of the band with no trim caveats.

Genuinely elite hardware for a luxury SUV: air suspension lifting to about 11.6 in of clearance, ~35.4 in wading depth with Wade Sensing, 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 US powertrains for 2025 — P400 mild-hybrid I6, P550e plug-in hybrid with 51 mi EPA electric range, P530 twin-turbo V8 and SV P615 V8 — covering efficiency through outright output. Not higher because the battery-electric Range Rover isn't on sale and the 2024 P440e was dropped, leaving one PHEV tune.

The volume P400 is EPA-rated 21 MPG combined — respectable for a ~5,700-lb full-size luxury SUV but in the lower part of the gas SUV band.

The 48V mild-hybrid helps with stop-start but can't move the car on its own, so city economy stays modest at 19 MPG.

Highway economy of 24 MPG 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 tank offsets middling economy, giving roughly 500 miles between fills — a genuine strength that suits the Range Rover's long-distance touring role.

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 relative to the vehicle's six-figure price and depreciation.

Every 2025 Range Rover powertrain requires premium unleaded, with no regular, flex-fuel or diesel option in the US. The P550e's home charging softens this for short-trip owners, but the volume P400 gets no such relief.

NHTSA has published no 5-Star Safety Rating for the 2025 Range Rover, a carry-over year of the fifth-generation (L460) car introduced for 2022; per the framework, a vehicle never rated by NHTSA records 0. Low-volume six-figure SUVs are routinely skipped by NCAP, so this reflects absence of a test rather than a known weakness.

The 2025 Range Rover holds no IIHS Top Safety Pick or TSP+ award and has no published IIHS 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 2025 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 complete AEB/ACC/LKA/BSM/RCTA set on the base car. It stops just short of the Lexus LX and Escalade (88) because JLR's habit of moving assistance content into packs makes fitment less dependable year to year.

IIHS has run no front crash prevention test on the Range Rover, so there is no Superior/Advanced rating to cite 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 that the IIHS protocol rewards, which caps this 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 rather than pack-bundled. 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) gives true lane centering on the base car. It lands mid-band because reviewers consistently 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 2025 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 is compromised by thick D-pillars and a high deck, but the standard 3D Surround Camera, ClearSight Ground View and available ClearSight rear-view mirror, plus standard all-wheel steering, compensate thoroughly.

Huge rear door apertures, a flat floor and generous second-row legroom make installing and loading 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 leather seat-bight trim, there is no IIHS LATCH rating, and the four-seat long-wheelbase rear configurations lose the middle position.

The volume P400 SE Standard Wheelbase is a five-seater; a third row requires the Long Wheelbase body.

Mid-band front headroom for a large SUV; the standard panoramic roof takes a little height.

Published front legroom is short for a full-size SUV and falls just under the bottom of the SUV band.

Generous second-row headroom thanks to the tall, upright roofline.

Second-row legroom near the top of the SUV band even on the standard wheelbase.

The volume SWB has no third row; the LWB 7-seat option offers a third row with 35.8 in of legroom that is usable for teens, so the item lands at the top of the low band rather than at the floor.

Cargo space behind the rear seats is modest for a full-size SUV of this length.

Maximum cargo trails the X7, GLS and especially the body-on-frame Escalade/Navigator.

Powered split tailgate with Tailgate Event Suite seating, a deep center console with available cooler, and wireless charging; door and console storage is competitive rather than inventive.

Heated and ventilated front and rear seats with deep power adjustment and available massage; reviewers consistently praise long-haul comfort in both rows.

Standard twin-valve air suspension with Adaptive Dynamics delivers a segment-leading plush yet controlled ride.

Acoustic laminated glass and active road-noise cancellation make it one of the quietest SUVs on sale.

Heated/ventilated seats in both rows, heated wheel, multi-zone climate with cabin air purification and remote pre-conditioning come standard on the SE.

The 2025 Range Rover (fifth-generation L460) opens with the P400 SE mild-hybrid inline-six on the standard wheelbase. At roughly $109.5k 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; a typically equipped SE lands near $118k, consistent with the $110,100 base figure some sources quote and the $117,200 LWB 7-seat SE. Far above the SUV band, so it scores zero.

Edmunds projects nearly $8,850 in maintenance plus $4,200 in repairs over five years for the P400 SE, well above the $9,500 top of the SUV band. Air suspension, complex electronics and dealer-only service make this one of the costliest SUVs to keep running.

The Range Rover is one of the fastest-depreciating vehicles on sale. Edmunds puts the P400 SE's 5-year depreciation at about $83,200, and CarEdge has the nameplate keeping only 26% of its value. That is below the 40% floor of the SUV band.

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

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

Roadside assistance with trip-interruption, onward-travel and hotel benefits is included for the 4-year warranty period, along with connected-services trials. There is no complimentary scheduled maintenance, which is a notable gap on a $110k SUV with class-high service costs, so it sits at the bottom of the roadside-only band.

$118,000 volume-trim price minus its estimated resale value after 5 years (30% retained, or about $35,400) leaves about $82,600 in depreciation. Add the projected $13,052 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $95,652 in total.

The two main sources disagree. J.D. Power's model-level quality score is average, but Consumer Reports, which uses owner surveys, rates the L460 Range Rover the least reliable luxury SUV. Owner complaints centre on electrical and software faults (Pivi Pro, 12V drain), air suspension and driver-assist sensors. 2025 is a carry-over year in the fourth season of the L460 generation, so neither picture changes for this year. The score leans toward CR because its survey speaks most directly to long-term dependability.

Land Rover has finished at or near the bottom of both major US dependability rankings for years in a row. That is a long-running pattern, not one bad year. It is the weakest brand record among full-size luxury SUV rivals.

There are many recalls across the L460 generation, and several touch safety systems. Four NHTSA campaigns cover MY2025 alone: a second-row seat-belt buckle, a gear-shift module indicator, a sunroof trim piece that can come loose, and a driver airbag clockspring that can corrode. Owners also report heavy TSB activity for software and air-suspension problems. The record is worse than the segment's typical recall activity, but most campaigns are assembly or component defects rather than one systemic powertrain failure.

The volume P400 uses the 3.0L Ingenium inline-six mild hybrid, which has no major red flags so far but has no high-mileage record yet. It is paired with the ZF 8HP automatic, one of the most proven transmissions in the industry. The BMW-sourced 4.4L twin-turbo V8 in the P530 is a well-established engine. The P550e PHEV's large battery has no long-term US track record. The troubled 2.0L Ingenium four is not offered in this model.

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

Body assembly at Solihull is good. The L460 shell is stiff and quiet, and panel gaps and door closure are solid. However, two MY2025 recalls trace to assembly faults: moisture getting into the shift module, and a mis-made buckle. Owners also report scattered interior rattles and electronic glitches, which keeps the score below German rivals.

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

This is among the most expensive SUVs in the country 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 wear or fail.

A large curved-glass center screen is standard across the range.

Pivi Pro is quick and logically laid out, but the 2024 removal of physical HVAC controls pushes more functions into the screen.

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

Standard connected navigation and voice control with Alexa integration; capable but most owners still default to phone projection.

Meridian audio is standard, the SE V8 gets Meridian Surround for 2025, and a 35-speaker Meridian Signature system with noise cancellation is available.

A 13.7-inch configurable Interactive Driver Display is standard.

JLR's Software-Over-The-Air covers multiple vehicle modules beyond infotainment; 2025 updates delivered infotainment and suspension-display fixes.

The Land Rover Remote app covers remote climate, lock and locate, but connected services become subscription-based after the included term, and the Activity Key wearable was dropped for 2025.

Standard wireless charging and USB-C ports in both rows; no household AC outlet on the gas model.

Proximity entry with deployable handles, push-button start, remote start via app and a gesture-operated powered tailgate are standard; no phone-as-key, and the Activity Key was discontinued for 2025.

3D surround camera, ClearSight Ground View and automated parking are standard, with rear-wheel steering easing tight spaces.

A full-color HUD is optional on the volume SE and standard on Autobiography and SV.

A roomy second row (40.4 in legroom) and air-suspension access height ease car-seat duty, but the volume SWB seats only five and its 40.7 cu ft cargo hold is modest for strollers plus luggage.

Euro NCAP/ANCAP five stars and a full ADAS suite are standard, but neither NHTSA nor IIHS has rated the vehicle in the US.

Heated and ventilated seats in both rows, multi-zone climate and a whisper-quiet ride make long trips easy; cargo with seats up is the limiting factor.

Smooth mild-hybrid I6, plush air ride and rear-wheel steering make it relaxing in traffic despite its size.

Premium-fuel 21 MPG combined and luxury-grade consumables make it expensive per mile.

At 198.9 in long and 80.6 in wide it is large, but all-wheel steering yields a compact 35.9 ft turning circle and the surround cameras are excellent.

A 7,716-lb tow rating, low-range transfer case and strong torque give real capacity, though few owners would use a six-figure luxury SUV as a work tool.

Weak predicted reliability, costly repairs and delicate luxury trim make it a poor fit for hard use.

Roof rails, cargo tie-downs and available tow hardware, but no onboard AC power on the gas model and little work-oriented upfit ecosystem.

Segment-leading ride and quiet, superb seats, adaptive cruise and roughly 500 miles of range make it an elite mile-eater.

Permanent AWD with low range, Terrain Response 2, air-suspension lift to about 11.6 in and 35.4 in wading make it genuinely capable off pavement.

Split tailgate, roof rails, a hitch and 83.5 cu ft max cargo help, but volume trails the X7, GLS and body-on-frame rivals.

Composed and secure for a 5,240-lb SUV thanks to all-wheel steering and adaptive air springs, but it prioritizes isolation over agility.

Light, accurate steering with little road feel, tuned for ease rather than feedback.

Brakes are progressive and secure but stopping distances are typical of a heavy SUV; no 2025 instrumented figure was retrieved.

The 48V mild-hybrid I6 delivers seamless stop/start and smooth, strong torque through the 8-speed automatic.

Near-silent at cruise with active noise cancellation; the six gets a little gruff only when worked hard.

Standard all-wheel steering gives a turning circle tighter than many mid-size SUVs.

Commanding seating position with wide adjustment and access-height lowering, though front legroom is short (39.9 in) and climate controls moved into the touchscreen for 2024+.

Its appeal is effortless serenity and presence rather than excitement; the P400 is brisk but not thrilling.

The P400 SE comes well equipped as standard: four-corner air suspension, all-wheel steering, Terrain Response 2, a 13.1-inch Pivi Pro screen, Meridian audio, heated and ventilated front seats, and a full driver-assist suite. However, it starts about $20k above a GLS 450 or X7, and a long options list still charges extra for items like head-up display, massage seats and upgraded audio.

You pay a large premium for presence, ride isolation and real off-road hardware rather than for content per dollar. Steep depreciation and high upkeep reduce the value further. It is fair value only if the badge and cabin are the point.

This is one of the broadest lineups in the segment: SWB and LWB bodies, 5- or 7-seat layouts, and four powertrains (P400 mild-hybrid I6, P550e PHEV, P530 V8 and P615 SV V8), across SE, Autobiography and SV trims. New for 2025 is a lower-priced P550e SE plug-in hybrid. Prices span roughly $108k to $250k+, though nothing is aimed at budget buyers.

US sales have climbed every year of this generation and reached a series high in 2025, despite JLR's tariff-related shipment pause and its cyber-attack production halt. That is strong acceptance at a six-figure price, though volume remains below the Escalade's.

The Range Rover is among the most aspirational nameplates in the SUV world, with a loyal repeat clientele. Two things keep it out of the top of the band: Land Rover's poor reliability reputation, which hurts owner satisfaction, and some of the steepest depreciation in the luxury segment.

There are modest, conditional programs: $2,000 owner-loyalty or conquest cash tied to financing, plus LRFS lease support. Transactions otherwise run close to sticker, and SV allocations effectively never discount.

The fifth-generation L460 launched for model year 2022, so 2025 is its fourth year with no facelift yet; the 2025 changes are powertrain and lineup tweaks. The MLA-Flex platform and design remain current, but the car is mid-cycle and the battery-electric Range Rover is pending.

US News ranks the 2025 Range Rover #1 of 9 luxury large SUVs, and JD Power places it #2 in Large Premium SUV. Reviewers consistently praise its ride isolation, cabin and design, but price and predicted reliability remain recurring criticisms.