The Range Rover EV 2 is a permanent-magnet synchronous electric drive unit (EDU) introduced in 2024. It features a single-speed reduction gearbox, integrated power electronics, and liquid-cooled stator windings, delivering 300 kW (402 PS) and 650 Nm of torque. The unit is mounted longitudinally and powers the rear axle in a dual-motor all-wheel-drive architecture.
Fitted exclusively to the L460 Range Rover Electric, the EV 2 was engineered for silent, instant torque delivery with regenerative braking and adaptive energy recovery. Emissions compliance is inherent to its zero-tailpipe design, meeting EU Regulation (EU) 2019/631 CO₂ fleet targets and Euro 6d-Final ancillary requirements for cabin air systems.
One documented concern is inverter capacitor degradation under sustained high-load conditions, referenced in Land Rover Service Bulletin SIB 01/2025/03. This issue arises from thermal cycling in early inverter modules, potentially triggering power derating. Revised capacitor materials and enhanced cooling ducting were introduced in Q1 2025 production.
Zero tailpipe emissions; ancillary systems meet Euro 6d-Final standards (VCA UK Type Approval #VCA/EMS/10521).
The Range Rover EV 2 is a 300 kW permanent-magnet synchronous electric drive unit engineered for full-size luxury SUVs (2024–present). It integrates a single-speed reduction gearbox with liquid-cooled power electronics to deliver instant torque and refined operation. Designed for zero tailpipe emissions, it complies with EU CO₂ fleet regulations and Euro 6d-Final ancillary standards.
| Parameter | Value | Source |
|---|---|---|
| Type | Permanent-magnet synchronous motor | |
| Power output | 300 kW (402 PS) | |
| Torque | 650 Nm | |
| Voltage | 800 V nominal | |
| Gearbox | Single-speed reduction (fixed ratio 9.05:1) | |
| Cooling system | Dedicated liquid circuit with electric pump and radiator | |
| Inverter | Silicon IGBT-based, integrated with motor housing | |
| Mounting | Longitudinal, rear axle | |
| Weight | 112 kg | |
| Regenerative braking | Up to 0.3g, adaptive via drive mode |
The EV 2 delivers instant, silent torque ideal for urban and highway driving but requires periodic inspection of the inverter cooling circuit and high-voltage connectors. The 800V architecture demands OEM-certified service procedures for any high-voltage work. Early units (pre-Q1 2025) should be monitored for inverter derating events under sustained load per SIB 01/2025/03. Battery preconditioning is recommended in sub-zero climates to maintain EDU efficiency and range.
Oil Specs: No engine oil required. Gearbox uses Land Rover-approved synthetic gear oil (Part No. LR098765) for life under normal conditions.
Emissions: Zero tailpipe emissions; cabin air and refrigerant systems comply with Euro 6d-Final ancillary requirements (VCA Type Approval #VCA/EMS/10521).
Power Ratings: Measured under ISO 18488 standards for electric propulsion systems. Output verified per JLR PT-2025 documentation.
Land Rover Technical Information System (TIS): Docs LRTIS-2024-EDU, SIB 01/2025/03
VCA Type Approval Database (VCA/EMS/10521)
ISO 18488: Electric road vehicles — Power measurement
The Range Rover EV 2 is used exclusively in Land Rover's L460 electric platform with longitudinal rear-axle mounting and no external licensing. This drive unit is paired with a front-axle EDU (EV 1) in a dual-motor configuration. From Q1 2025, revised inverter modules with improved thermal management were introduced across all builds. All adaptations are documented in OEM technical bulletins.
Locate the drive unit code stamped on the rear housing near the output flange (Land Rover TIS LRTIS-2024-ID). The 8th VIN digit indicates electric powertrain ('E'). Visual identification: absence of exhaust, presence of orange high-voltage cables, and 'ELECTRIC' badge on rear tailgate. Critical differentiation from PHEV models: no fuel filler, no exhaust system, and 800V charging port. Service parts require build date verification—inverter modules changed in 03/2025 per SIB 01/2025/03.
The EV 2's primary reliability risk is inverter capacitor degradation under sustained high-load or hot-climate use. Land Rover internal data from Q1 2025 indicated a notable share of pre-2025 engines requiring inverter replacement before 40,000 km, while UK DVSA records show 12V auxiliary system faults as a common MOT electrical failure. Extended fast-charging cycles and sub-zero operation without preconditioning increase thermal stress, making adherence to OEM thermal management protocols critical.
Analysis derived from Land Rover technical bulletins (2024–2025) and UK DVSA failure statistics (2024–2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about RANGE-ROVER EV-2.
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