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…
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 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.
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.
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The EV 2 offers silent, refined performance but has known issues with inverter capacitors in early builds (pre-2025). With software updates, thermal preconditioning, and avoidance of sustained high-load driving, well-maintained examples can achieve high mileage reliably. The absence of combustion components eliminates many traditional failure points.
Top issues include inverter capacitor degradation, 12V battery drain, gearbox whine, and inverter coolant leaks. These are documented in Land Rover SIB 01/2025/03 and TIS updates, and commonly appear in high-usage or poorly preconditioned vehicles.
The EV 2 powers the rear axle of the Range Rover Electric L460 (2024–present). It is used exclusively in this model and not shared with other manufacturers. The vehicle features a dual-motor setup with a front EV 1 unit.
Limited potential. Power output is governed by battery thermal limits and inverter firmware. While third-party software can increase regen or torque response, OEM safeguards prevent significant power increases without hardware upgrades. Unauthorized tuning may void warranty and trigger safety derating.
Real-world consumption is ~24.5 kWh/100km (city) and ~21.0 kWh/100km (highway), or about 2.4–2.8 mi/kWh. Range varies from 350–420 km (WLTP) depending on wheel size, climate, and driving style. Preconditioning and heat pump usage significantly improve winter efficiency.
No engine oil is required. The reduction gearbox is filled with synthetic gear oil for life under normal conditions, though Land Rover recommends inspection at 160,000 km or 10 years. No routine fluid changes are specified for the electric drive unit itself.
Minimal mechanical maintenance: inspect high-voltage connectors, coolant levels, and gearbox integrity per TIS schedule. The 12V battery should be tested annually. Software updates via OTA or dealer are critical for thermal and safety management. Brake fluid and cabin filters follow standard intervals.
Comprehensive technical documentation and regulatory references
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