Compared to the P400e’s main plug-in rivals, this figure falls short of the Lincoln Aviator Grand Touring’s 21 miles, and is only just better than the Volvo XC90 T8’s 18 miles. So even on your best behavior, 19 is probably as good as it gets. We topped off the batteries twice during our test, and each time achieved 16 miles in mixed city and highway conditions. We’ll say it again: the EPA rates the Range Rover P400e at just19 miles of all-electric range. Though the hybrid tends to run out of steam higher up in the rev range and can get a bit buzzy sounding under heavy acceleration, it’s still a great (and more efficient) alternative to the six-cylinder. Here, the P400e’s low-end punch and smooth delivery put it closer in ability to the standard mild-hybrid inline-six and its 355 horsepower output. The Range Rover’s two V8 models are undoubtedly the most performance-oriented of the range. Below 3,000 rpm, you struggle to even hear the engine, and the switch from EV to gas power happens almost imperceptibly (although other staffers experienced less graceful changes). Though the Range Rover offers fantastic torque-filled response, it’s the four-cylinder’s calm demeanor that we love the most. It’s not just the power that’s impressive. Despite its two-pot disadvantage, the PHEV powertrain puts out 43 more hp and 107 lb-ft more than the six-cylinder. The whole system is good for 398 horsepower and a hearty 472 pound-feet of torque. Rather than using any of these options, the P400e instead relies on a 2.0-liter four-cylinder, supplemented by a 13 kWh battery and 141 horsepower electric motor. The biggest Range Rover has several engine options, including the base 3.0-liter inline-six cylinder, two high-horsepower versions of Jaguar Land Rover’s 5.0-liter V8, and 3.0-liter V6 diesel. Regardless of what’s stuffed under the hood, a Range Rover’s powertrain has to have some degree of refinement.
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