Put your foot down as you move out of town and that theme of refinement remains largely intact. The transition between electric and petrol power is for the most part seamless, and while the four-cylinder Ingenium engine might have felt out of its depth were it the sole source of power in a car as large and heavy as this, coupled with the electric motor there’s no shortage of poke. Combined, the two powerplants make for a total output of 398bhp and 472lb ft of torque, which translates to a claimed 0-60mph time of 6.4sec, while flat out the Range Rover will hit 137mph. To put that in perspective, Land Rover says the P400e is the second-quickest Range Rover after the petrol V8 model.
Under hard acceleration, the four-cylinder engine doesn’t sound as smooth or refined - not to mention as aurally pleasing - as the larger six- and eight-cylinder petrol and diesel powerplants, but it’s far from being coarse or unpleasant. Settle down to a cruise and engine noise fades away into the background.
On the faster, undulating back roads that made up the vast majority of our test route, the Range Rover’s air springs lend it a rather floaty, spongy ride, while faster corners give way to a large amount of body roll. Combined with a slower steering rack that’s obviously been set up with comfortable, laid-back motoring in mind, it leaves you with the sense that if you could actually see the car’s response to being told to drive with any enthusiasm, you’d be met with something resembling a reluctant eye-roll. It’s not that this Range Rover can’t be hustled down a challenging road, it’s just that such behaviour isn’t particularly becoming of a big, comfortable, luxury SUV - and that’s just fine.
As for the cabin, it’s all much as it was before. This means plenty of leather and wood panelling, masses of head and leg room in the back and generous adjustability in the seats and steering column. The most notable change here is the addition of the new dual-screen infotainment system first seen on the smaller Velar. While it looks great and is intuitive enough to use, it’s not the most responsive or fluid touchscreen we’ve come across, though that really is a small gripe in such a materially rich cabin.