Range Rover is now available with electric propulsion, marking a major milestone for the brand.

Built in Solihull, the Range Rover Electric SUV features twin permanent magnet 260kW electric motors generating up to 550ps and 850Nm of torque. It has a range of up to 372 miles (WLTP), and, according to the company, a real world range of up to 333 miles (535km).

“Electric propulsion is perfectly suited to the exquisite refinement of Range Rover, elevating the sense of calm and secluded sanctuary for occupants,” said Martin Limpert, managing director, Range Rover. “We took our testing and development programs even further than originally intended to ensure Range Rover Electric is genuinely the most accomplished Range Rover ever.”

New technologies enable precise control in all environments, such as Intelligent Driveline Dynamics (IDD), which distributes rear torque from 100% to zero% to prevent loss of traction, and Integrated Traction Management (ITM), which controls motor speed within 50ms and manages slip up to 100 times quicker than an ICE vehicle equivalent.

Integrated Traction Management works in concert with the new Single Pedal mode, providing owners control to smoothly pull away on slopes up to 33° or complete a rolling climb on slopes up to 45°.

“The defining characteristic of Range Rover Electric is its ability to perform across every surface, with effortless comfort and refinement,” said Matt Becker, vehicle engineering director, JLR.

Using the fastest available 350kW rapid DC public chargers, Range Rover Electric can charge from 10‑80% in around 22 minutes or add 220km in 10 minutes (WLTP) when the vehicle is charging at its maximum charge rate.

The vehicle is powered by a usable 118.5kWh lithium‑ion double‑stack battery consisting of 344 prismatic cells delivering outstanding energy density. The advanced 800V architecture provides fast, adaptable split‑charging capability.

Twin permanent magnet 260kW electric motors feature silicon carbide semiconductors that enable switching speeds measured in microseconds. The SUV, the company said, will complete 0-60 mph in 4.3 seconds, with power enabling overtaking speeds from 50‑75mph in as little as 2.7 seconds.

Testing the Range Rover Electric

The Electric SUV has undergone virtual and physical testing and development around the world to ensure a customary Range Rover experience. Tested in ‑40°C temperatures in Arjeplog, Sweden, the heat of the Dubai desert and JLR’s own Eastnor Castle facility in the UK, Range Rover Electric has completed over 1,500,000km and over a quarter of a million hours of testing.

JLR’s new battery testing laboratory subjects complete battery systems to multi-axis vibration and shock testing at temperatures ranging from −40°C to +90°C. which, combined with the a high-strength aluminum enclosure, means that the Range Rover Electric’s battery can withstand impacts and harsh conditions, with safety systems that exceed industry standards.

New technologies have been designed to improve the Range Rover Electric’s efficiency and performance, including range prediction features and the ThermAssist thermal management system, which optimizes battery temperature to support driving range, charging speeds and battery longevity in extreme temperatures, with claimed gains of up to 25 miles of range and a 40% reduction in heating energy use. More than 300 patent applications have been filed for the vehicle.

Facilities 

To support production of Range Rover Electric, JLR has transformed its Solihull manufacturing facility, combining advanced manufacturing, digital technology and a major investment in electrification skills.

JLR’s wider manufacturing network, including its Electric Propulsion Manufacturing Centre in Wolverhampton, will support Range Rover Electric production.

Related news, Ford Hypercar completes first track tests

Ten-Nine Technologies is scaling production of its patented cathode additive Tenix, which it describes as “anti-aging for batteries”, as the battery industry’s shift toward manganese-rich chemistries accelerates.

As batteries charge and discharge, chemical by-products accumulate within the cells, contributing to degradation over time. Tenix is an additive designed to slow this ageing process by being incorporated directly into the cathode material during manufacturing, at a concentration of 0.5%-2% by weight – equivalent to around 0.5kg–2kg per 100kg of cathode material.

Tenix can be incorporated into existing cathode production lines. Ten-Nine said that at the current production capacity of 100 tons, it can supply enough Tenix to treat between 50,000 and 200,000 typical EV battery packs.

In third-party testing, Tenix delivered over 75% more charge-discharge cycles, extending a typical EV battery’s life from a 150,000-mile warranty baseline to more than 265,000 miles. That longer life translates into roughly 40% lower cost per kilowatt-hour delivered over a battery’s lifetime, while 10% lower internal resistance means faster charging and less energy wasted as heat.

Tenix can also cut a battery’s heat output by around 40% over its lifetime – a benefit that is becoming increasingly critical as AI-driven data centers push backup batteries harder than ever.

This momentum comes as the battery industry is increasingly shifting toward manganese-rich cathodes – a cheaper, more abundant and more geographically secure alternative to the cobalt- and nickel-heavy chemistries that dominate EV batteries today.

Manganese-rich cathodes also offer a more secure supply chain than the nickel- and cobalt-heavy chemistries they could replace. Manganese is mined widely across Africa, South America and Southeast Asia.

Paige Johnson, founder and CEO of Ten-Nine Technologies, said, “Just like people, batteries age. Products of chemical decomposition build up during use, limiting a battery’s performance and lifetime, and until now that’s just been treated as an unavoidable cost of doing business. I’m a chemist so I wanted to fix that at the source rather than build a whole new battery to work around it. Tenix has a unique surface chemistry that disrupts that aging process, giving batteries more power and significantly longer life.”

Ten-Nine is currently in evaluation trials with battery manufacturers that together represent more than half of the world’s battery production volume.

Related news, Mahle and University of Nottingham advance ammonia combustion for heavy-duty applications

A few weeks after firing up its engine for the first time in ORECA‘s workshops, the Ford Hypercar has completed its first on-track test sessions.

The LMDh prototype first carried out an initial low-speed run at the Paul Ricard Circuit’s Driving Center, before continuing its test program at Le Castellet Airport and then at the Paul Ricard Circuit, right next to ORECA’s Technocentre where the car was designed and developed.

Dan Sayers, WEC Hypercar program manager at Ford Racing said, “Reaching Paul Ricard and getting the car through its shakedown and three full days of running is exactly the milestone we set out to hit. Everything we did in the buildup – the dyno work in Dearborn, the fire-up in France, the countless hours in the sim – was about making sure that when we rolled out onto track, we were ready to be plug and play. There’s a long list of milestones still ahead of us before Q1 2027, but these past couple of weeks has given the team a lot of confidence and strong foundations to build on.”

From design to track

The prototype – the result of close collaboration between Ford Racing and ORECA –  was jointly developed by teams who have been working for several months at ORECA’s Technocentre to prepare for its return to competition in 2027.

Hugues de Chaunac, president of the ORECA Group, commented, “Seeing this Hypercar take to the track for the first time is a powerful moment for all the teams involved in this project. After several months of close collaboration with Ford Racing, these first real-world outings mark an important step in the car’s development. At ORECA, we are proud to contribute to the return of a brand as iconic as Ford to the highest level of Endurance racing, and we are eager to continue this journey with them through to their competitive debut in 2027.”

All six Ford Racing Hypercar drivers attended the test during the week. Logan Sargeant, Matt Campbell, Tom Blomqvist and Mike Rockenfeller took turns behind the wheel, while British drivers Sebastian Priaulx and Nick Yelloly were also on site to gather feedback and prepare for the next phase of testing.

Mark Rushbrook, global director of Ford Racing, said, “This is only the first step of a long and demanding development road, but the fact that all six of our drivers were on hand, working together and pushing this program forward, tells you everything about the spirit we’re building at Ford Racing.”

This first phase of testing marks an essential step in the development of the Ford Hypercar before starting a more intensive test program, in preparation for its homologation under LMDh technical regulations.

Ford Racing Hypercar driver Matt Campbell said, “I’ve been here for the whole test and from my side, it’s gone smoothly. I’ve seen fans online raving about how awesome the sound is, but from inside the cockpit, it’s on another level – it’s absolutely deafening! I’m genuinely excited for what’s ahead with this car. We know there’s a long road in front of us, but this has been a really positive start.”

The Ford Hypercar will continue its development program through several test sessions at European circuits through the end of 2026, before heading to the USA to continue its preparation. Ford Racing will make its return to the highest level of Endurance racing in 2027 with a two-car entry in the top category of the FIA World Endurance Championship (WEC).

Recent news, Lepas confirms UK specification for L6 electric SUV

Lepas has revealed the spec of its L6 EV all-electric C-segment SUV ahead of its UK launch in a few months’ time.

UK customers will be able to choose between two trim levels: Essence, which includes a comprehensive suite of technology, safety and comfort features; and Elevate, which adds further luxury, convenience and intelligent parking technology.

Both variants use a 65kWh lithium iron phosphate (LFP) battery and front-mounted electric motor to produce 160kW (217PS) and 275Nm of torque, with acceleration from 0-62mph in 7.9 seconds and a top speed of 111mph. Its 279-mile WLTP range is designed to cover everyday journeys as well as longer trips. When charging is needed, the 120kW DC capability charges from 30% to 80% in approximately 22 minutes.

The L6 EV is built on Lepas‘s LEX platform – a new-energy architecture developed around intelligence, efficiency and safety. The EV’s integrated 12-in-1 electric drive system has been designed for efficiency and smooth power delivery, with electric power steering and an electric brake booster as standard.

The L6 EV features Bosch IBP 2.0 braking technology, which has been developed to improve braking performance, energy recovery and pedal feel, while also reducing the pitching sensation sometimes associated with electric vehicles.

Lepas’s European chassis team carried out dedicated development work to refine the L6 EV for European roads, engineering it to combine smooth electric performance with the ride comfort and predictable handling expected by European drivers.

A standard 3.3kW vehicle-to-load (V2L) function also allows owners to use energy stored in the L6 EV’s battery to power compatible external electrical equipment – adding useful flexibility for outdoor activities and camping trips.

Order books for the L6 are expected to open in Q4 2026.

In related news, Chery has established a UK R&D center at UTAC Millbrook

A longstanding partnership between Mahle Powertrain and the University of Nottingham is advancing the development of ammonia combustion technology for applications where full electrification may not be practical.

Ammonia is receiving increasing attention as a potential zero-carbon fuel. However, it is known to pose significant technical challenges that have stalled its commercialization to date. These include poor combustion characteristics, NOX emissions and ammonia slip – a term used to describe unreacted ammonia (NH3) that escapes exhaust gas treatment systems without being fully used to convert harmful nitrogen oxides into harmless nitrogen and water. In addition, the fuel is as yet unproven for long-term durability at engine scale. Through five years of collaborative research, Mahle Powertrain and the University of Nottingham have made substantial progress in addressing and overcoming these issues, moving the technology beyond proof of concept and closer to practical deployment.

The partners have demonstrated stable combustion using pure ammonia in spark-ignited engines, while combining hydrogen co-fueling, ammonia cracking (a chemical process that breaks down ammonia into its basic parts: nitrogen and hydrogen) and advanced after-treatment to reduce NOX and ammonia slip to extremely low levels. The program is now progressing beyond laboratory-scale testing, with work underway on larger-capacity engines for real-world applications across marine, rail, stationary power generation and other heavy-duty sectors.

The university’s newly opened Hybrid Propulsion Systems Laboratory expands the capabilities of the University of Nottingham and Mahle Powertrain for industry-led propulsion research. The facility brings together advanced engine testing, hydrogen technologies, electrification and hybrid powertrain integration to support the transition from academic research to commercial development.

The partnership has evolved into a fully integrated engineering program, combining academic expertise with Mahle Powertrain’s experience of developing commercially viable propulsion systems. The two organizations say that the research program is proof of how collaborative research and development can accelerate technology readiness and reduce development risk for future OEM adoption.

Ammonia combustion is progressing from laboratory research toward commercially relevant heavy-duty applications, with Mahle Powertrain and the University of Nottingham addressing challenges including slow combustion, NOX emissions and ammonia slip. The work combines combustion development, hydrogen co-fueling, ammonia cracking and advanced after-treatment, with testing expanding from single-cylinder engines to larger platforms for applications including marine, rail, stationary power and off-highway machinery.

In related news, Horiba and UCL expand advanced propulsion research partnership

Addionics has announced new technology to extend usable range, enable faster charging and improve overall battery performance in cold-weather conditions.

Low temperatures can reduce the usable energy available from EV batteries while increasing energy consumption for cabin and battery heating. In severe winter conditions, this can reduce an EV’s range by up to an estimated 40%, while electric trucks may face reduced power and payload or route limitations.

Addionics’ Smart 3D Porous Current Collectors alter the battery’s internal transportation architecture, allowing electrolyte and lithium ions to move through the current collector. This creates additional pathways through the electrode, reducing transportation distances and improving active-material accessibility to help the battery retain performance at lower temperatures.

“By transforming the architecture of the battery cell, Addionics is removing some of the largest limitations that electrified systems have faced,” said Dr Moshiel Biton, CEO and founder of Addionics. “Batteries need to perform optimally in all locations and temperatures so that the products they power can be relied upon consistently. Addionics is at the forefront of making the once unachievable possible. We are enabling the always-on world to operate – all of the time, anywhere, even in the cold.”

In related news, Horiba and UCL expand advanced propulsion research partnership

UCL has appointed professor Thomas S Miller as the inaugural Horiba chair of advanced propulsion technologies in its Faculty of Engineering, effective September 2026.

This new chair expands the partnership between UCL and Horiba, which is dedicated to the decarbonization of the transportation sector, particularly through work on battery and fuel cell electric vehicles. Through this collaboration, Horiba has committed to providing support for a senior academic post and two doctoral research students within UCL’s Advanced Propulsion Lab (APL), helping to develop the next generation of clean propulsion technologies and the engineers who will deliver them.

Professor Miller commented, “The transition to net zero transportation depends on us developing a much deeper understanding of how electrochemical systems behave under real operating conditions. This role provides a unique opportunity to connect fundamental science with industry-relevant challenges, developing technologies and approaches that can be translated to deliver real-world impact. I am excited to build on the strong partnership between UCL and Horiba to advance this work.”

Located at UCL East on the Queen Elizabeth Olympic Park, the APL converges world-class expertise from chemical and mechanical engineering to enable the high-precision measurement and validation of electrochemical propulsion systems under real-world conditions. This interdisciplinary approach provides a platform for addressing challenges across the full system, delivering solutions that connect breakthroughs in basic research with practical technologies that can be deployed in the real world.

Professor Miller currently serves as director of the APL and is an internationally recognized materials scientist and electrochemist whose research focuses on electrochemical energy systems, including batteries, fuel cells and electrolysers. He is co-lead of the UCL Electrochemical Innovation Lab (EIL) and deputy director of UCL’s Global Industrial Technology Cooperation Centre. As Horiba chair, he will lead research and training to strengthen UCL’s ability to deliver technologies that enable cleaner, more efficient mobility.

Richard Carter, managing executive at Horiba UK, added, “Solving the complex challenges of transportation decarbonization requires closer collaboration between industry and academia than ever before. By combining pioneering research with real-world application, we can accelerate the innovations needed to create a cleaner, safer and more sustainable future.

Angharad Milenkovic, vice president (advancement) at UCL, concluded, “Philanthropy and partnership are critical to enabling the step change in research and innovation needed to address global challenges. Horiba’s support for this chair is a powerful example of how collaboration between industry and academia can accelerate progress, bringing exceptional talent like professor Miller to the forefront of work that will shape a more sustainable future.”

In related news, Chery establishes UK R&D center at UTAC Millbrook

Chery has announced that its new R&D center will initially focus on chassis dynamics and advanced driver assistance systems (ADAS) tuning and calibration for UK-specification vehicles. The work will take into account the UK’s varied road conditions, including roundabouts, narrow lanes, sharp corners, high traffic density and changing road surfaces, as well as local preferences for responsive steering and suspension. The facility will open in late autumn 2026.

Gary Lan, CEO of Chery International UK and vice president of the right-hand-drive division at Chery International, said, “The establishment of our UK R&D Centre of Excellence is the next step in our long-term plan for the UK. We waited over 20 years for the right time to enter this market, and our ambition has always gone much further than simply bringing vehicles here.

“UTAC Millbrook allows us to turn UK customer insight into product development, from ride and steering to active safety systems. It is another step in our long-term investment in the UK, and its work will become part of Chery Automobile’s wider global R&D activities.”

The selection of UTAC Millbrook builds on Chery Automobile’s existing relationship with UTAC Group, including a homologation joint venture established in 2024 and use of the Linas-Montlhéry facility in France for active and passive safety testing and homologation.

At UTAC Millbrook, Chery Automobile’s engineering teams will have access to more than 70km of purpose-built test tracks, including the Hill Route, Alpine Circuit and specialized durability and NVH surfaces, alongside battery testing laboratories, powertrain testing facilities, semi-anechoic chambers, and ADAS and autonomous vehicle testing capabilities.

Kirsty Andrew, vice president of UTAC UK, said, “The decision by Chery Automobile to establish its UK R&D Centre of Excellence at UTAC Millbrook is a significant commitment to engineering and vehicle development in the UK.

“Creating a standalone engineering center here means Chery Automobile can develop and validate vehicles against the particular demands of UK roads and UK drivers, with direct access to our engineering expertise and testing environments throughout that process. This is about much more than testing individual vehicles. We see this as the sustained momentum of a long-term engineering relationship with Chery Automobile, and we look forward to supporting the team as its capability and development activity at Millbrook grow.”

In recent news, BMW details Gen6 battery production process at Plant Woodruff

Poppe + Potthoff supplied Topaq system components for JCB’s hydrogen-powered Hydromax vehicle, which has set a new world land speed record for hydrogen-powered vehicles at the Bonneville Salt Flats in Utah. The components were used in the vehicle’s high-performance drivetrain.

With an officially measured average speed of 406.320mph (653.909km/h), the JCB Hydromax surpassed the previous record and established a new benchmark for hydrogen-based propulsion technologies. The record-breaking vehicle is powered by two hydrogen internal combustion engines delivering a combined output of 1,600 hp.

The drivetrain incorporates components from Poppe + Potthoff’s modular Topaq hydrogen supply system. As part of its close collaboration with JCB, P+P supported the vehicle development process from the initial testing phase through to the final integration of the components. The integrated system components included the high-pressure regulation unit (HPRU), parallel charging units (distribution rails), lines and adapters. Within the system architecture, these components ensure an efficient and demand-oriented supply of hydrogen to the internal combustion engines.

Optimized integration and interface design helped reduce system complexity while maintaining stability and safety. Testing during development and validation confirmed performance before the system was deployed in the JCB Hydromax, where it was subsequently demonstrated under the demanding conditions of a world-record attempt.

“JCB Hydromax demonstrates the capabilities of hydrogen-based propulsion technology in a truly unique way,” said Poppe + Potthoff CEO Markus Kerkhoff. “We are proud that our Topaq system components contributed to this extraordinary achievement. This record proves that hydrogen-powered drivetrains can deliver both reliability and outstanding performance, even under extreme operating conditions.”

In related news, JCB Hydromax sets new world land speed record of 406.320mph

Be sure to read the September issue of APTI, which will feature an in-depth look at JCB and its land speed record

YASA has secured UK government grant funding to design and develop a new generation of fully rare-earth-free and heavy-rare-earth-free axial flux electric motors.

As part of the program, YASA will lead Project Resilience in investigating two complementary technology pathways designed to reduce reliance on rare earth magnet materials while preserving the power density, efficiency and compact packaging required by future electrified vehicles.

Rare earth permanent magnets are widely used in high-performance electric motors, but their supply chains are highly concentrated geographically. This growing dependence can expose automotive manufacturers and suppliers to geopolitical uncertainty, export restrictions, price volatility and potential disruption as global demand for electric motors continues to increase.

Heavy rare earths are commonly used to help permanent magnets withstand the high temperatures and demanding operating conditions experienced within powerful electric motors. However, these materials can be particularly difficult and carbon intensive to extract and process.

At its core, Project Resilience will develop two complementary technology pathways designed to give vehicle manufacturers greater flexibility in selecting the most appropriate electric motor architecture for different applications.

For high-performance battery-electric and hybrid vehicles, YASA will investigate heavy-rare-earth-free permanent-magnet motor designs intended to maintain high levels of power density without increasing motor mass or package size.

In parallel, the company will also develop fully rare-earth-free axial flux technology for vehicle applications with different performance, cost and manufacturing requirements.

The two development routes will be built around common YASA stator technology, creating the potential for a modular electric motor architecture in which different rotor technologies can be selected according to the specific requirements of each vehicle program.

Tom Hillman, head of motor simulation at YASA, said, “Rare earth materials have played an important role in the development of powerful and compact electric motors, but the automotive industry must now prepare for a future in which availability, environmental impact and security of supply are increasingly important considerations.

“Project Resilience is about creating credible alternatives without losing sight of what vehicle manufacturers need from an electric motor. Different applications require different balances of performance, efficiency, packaging, cost and production volume, which is why we are developing two complementary technology routes rather than pursuing a single universal solution.

“Our axial flux architecture provides an exciting platform from which to explore these next-generation technologies. The aim is to help build a more sustainable and secure future for electric propulsion, while continuing to deliver the exceptional power density that defines YASA technology.”

Ian Constance, chief executive at the Advanced Propulsion Centre UK, added, “The projects announced today demonstrate the depth of innovation and engineering excellence that exists across the UK automotive sector. Through DRIVE35, we are supporting businesses to move promising technologies to commercial deployment and manufacturing at scale.

“This investment is about far more than individual projects. It is about strengthening the UK’s capability to design, develop and build the technologies that will define the vehicles of the future. By bringing together industry, government and academia, DRIVE35 is helping create the conditions for long-term growth, increasing investor confidence and reinforcing the UK’s position as one of the world’s leading destinations for automotive innovation.”

In related news, high-speed x-ray technology exposes hidden battery cell behavior