Ford Everest vs Range Rover Evoque

What's the difference?

I enjoyed my time with the Ford Everest Sport 4WD. It’s a great-looking vehicle with the engine specs to support families who like to adventure. It’s also big enough to haul a large family and those added child seat top-tethers in the third row offer flexibility, too.

The ride is a bit rough at times and it's thirsty in the city but it has enough to charm my family of three.

My seven-year old and my husband loved our blue truck and my son doesn’t want to see it go!

The Range Rover Evoque is more highly specified and more luxurious than ever, and this plug-in hybrid version makes the most of what’s on offer with its slick but familiar feel from behind the wheel. 

Unfortunately, it does have an eye-watering price tag to go with its classy design and the options list is a bit rude, all things considered, but the core offering is a solid luxury buy for city-slickers, nonetheless. 

What makes the Evoque P300e stand out for me is its impressive EV driving range and excellent charging specs which make it as convenient as possible to make the most of its electrified features.

It’s up to the buyer whether these conveniences and the Range Rover badge are worth swapping into a car a full size down from its luxury plug-in rivals for the same money.

The Everest Sport means business. It’s big and brutish-looking with its squared-off shape and a bunch of black accents across the handles, badging, 20-inch wheels and massive grille.

These accents up the beasty factor and I love the look of this SUV. Especially in our test model's 'Blue Lightning' paintwork, which is exclusive to the Sport variant. 

The cabin continues the exterior's robust look, especially in the dashboard and vertical 12-inch touchscreen multimedia set-up.

The massive honeycomb-like air vents look cool but there’s still something of a workhorse vibe inside thanks to the styling and feel of the black leather-accented upholstery and trims. 

Everything gives off a strong ‘vinyl’ feel and the soft touchpoints look hard thanks to their plastic-looking grain. But it’s a pleasant cabin to be in and the overall finish still looks high-quality.

The Evoque has always been a car all about its sleek, city-slicking design, an iconic piece of modern SUV art from Jaguar Land Rover head of design, Gerry McGovern.

With its shapely proportions, clever descending roofline, and a silhouette which successfully reflects a miniaturised version of the Range Rover, the Evoque is at once classy with a faint suggestion of toughness under the skin.

The blacked-out grille, slimline headlights, and contemporary strip across the tailgate all serve to add intrigue to this SUV, and the extra detailing in the front bumper, shapeliness of the bonnet, and contrast black trims (with extra contrast panels on our test car matching the gloss black wheels) serving to add to its premium appeal.

It’s important to remember, while the Evoque slides into a busy small SUV landscape now, it was one of the first to make a premium car so successfully appealing in this small SUV space way back in 2011 with the first Evoque, following Land Rover’s historic trend of being in front of the SUV curve.

Rival small SUV designs may have caught up in the minds of many with the likes of the Audi Q3, BMW X2, and Volvo XC40 shining in recent years, but few have won as many design accolades as the Evoque.

Range Rover seems to be leaning into a more upper luxury trend, not just with the pricing, but with the vibe of the car’s interiors, too.

The new generation Evoque, for example, took a big jump in the look and feel of its interior appointments when it launched in 2019, and over time has only consolidated its market positioning.

The HSE grade which our P300e hybrid arrives in is lavish on the inside, with lovely suede-like seats, intricate contrasting grey cloth trims in the doors (do I detect an influence from Volvo here?) and a plush-looking dash, all finished in soft-to-the touch materials.

Attention to detail, like the silver bezels which adorn the centre console and media screen, add to the premium flair which lifts the Range Rover badge above the Land Rover one, and I do like the way the additional function screen seamlessly melts into the piano finish and integrated dials. While it’s always a nightmare to keep gloss piano finishes clean, it looks oh-so primo.

It’s a little odd the P300e has analogue dials, which seems to miss the premium edge which a fully digital dash might provide although the 7.0-inch centre dash screen has a great resolution and speed, as well as a mostly well laid out operating system.

I found the R-Dynamic modes, which can sharpen up the accelerator response and steering buried two menus deep, unnecessarily hard to find, as were various EV information screens and other less important functions.

The biggest issue I have with the cabin’s practicality is getting in and out, which comes down to the 226mm ground clearance. But that is 100 per cent a user issue!

The side-steps and grab handles are a must have and my seven-year old needed them, too. No doubt, you'll be helping younger kids into their seats.

Besides the tall trucky-ness, the cabin in the first two rows feels roomy with ample leg- and headroom for my 168cm height. It's only when you venture into the third row that legroom is compromised for an adult, although access to this row is still very good.

All seats are rather firm and there's not stacks of under-thigh support in any row but the front seats are powered with additional lumbar support as well as heat and ventilation functions which adds dramatically to comfort on a long trip.

Amenities and storage are pretty good in all three rows. The front has two glove boxes, a shallow-ish middle console, phone holder, big storage bins and drink bottle holders in each door, two permanent cupholders and, my personal faves, a pair of retractable cupholders in the dashboard and a sunglasses holder.

In the middle row there are map pockets, drink bottle holders in each door and two retractable cupholders in the fold-down armrest. There aren't any luxury features but the roof-mounted directional air vents and fan control is appreciated by my kid.

The third row gets two shallow and skinny cupholders and the left-hand side also features a long but thin nook, which may be for a tech device. There are also roof-mounted directional air vents and reading lights.

Technology is found in each row and looks good while still being useful. The vertical 12-inch touchscreen multimedia system is easy enough to use but it takes a while to get used to its positioning.

It sits lower than I'd like and isn't angled towards the driver which makes accessing controls that have been embedded in the screen, like seat functions and air-flow direction, a bit of a pain while on the go.

The wireless Apple CarPlay is easy to connect to but dropped out twice during our test. There is also Android Auto for those users and built-in satellite navigation.

The charging options are very good throughout the car with the first rows getting a USB-A and USB-C port. The front also gets a wireless charging pad and a 12-volt socket. While the third row and boot feature a 12-volt socket each.

The boot space is mostly user-friendly but because the boot lip sits quite high it can be annoying to load heavier items in or fit a top-tether strap.

Capacity is good and with the third row in use. You get 259L of storage, which is adequate for a smaller grocery run but that capacity jumps up to 898L when the third row is stored.

There is a small space underneath the floor that could house your manual and log book, if you wanted to free up your glove box. This model has a powered tailgate function.

While it still plays the role of Range Rover’s smallest SUV, the current Evoque is much bigger than the car it replaced in 2019. I would go so far as to say it’s deceptively large on the inside.

Front occupants are treated to a cabin which now feels almost as wide as an actual Range Rover, with plenty of room for elbows on either side, which are, of course, met by lovely soft-touch surfaces.

The raised console helps with the upmarket feel, as does the plush dash. The standard 14-way adjust front seats help to accommodate most passengers, with my only criticism being the large A-pillars and height of the dash can make it feel a little bit claustrophobic compared to some rival luxury SUVs.

Storage is offered through a set of large door pockets, a centre console box, dual bottle holders behind the shift lever, and a healthy nook underneath the climate controls, which also hosts a wireless charging bay.

The rear seats share the same comfortable rim as the front ones, and also have large pockets in the doors. Despite the descending roofline, I had just enough room for my head at 182cm tall although it is notable the space in the PHEV feels smaller with the raised floor needed to accommodate the batteries.

I had a little airspace for my knees behind my own driving position, too. The main drawback for rear passengers is the large transmission tunnel, making it difficult to accommodate an adult in the centre position.

There are adjustable air vents for rear passengers, but it is frustrating Land Rover has chosen to make rear USB-C charging ports an arbitrary $270 option.

The boot is also deceptively large for such a small SUV, measuring in at 472 litres (VDA), it’s above average for the small SUV class and fits the full CarsGuide luggage set, provided you remove the parcel shelf as it's just a smidge too high.

You'll also need to keep your charging cables in the boot, as there's no underfloor storage, the entire space being taken up by a space-saver spare wheel.

While we’re on the topic of excess, the Evoque HSE P300e certainly reflects it in the price tag. This plug-in starts from a whopping $105,060 price-wise putting it in the same league as luxury PHEV rivals a full size up.

Because there are no small luxury segment small SUVs in this league currently, we’re in fact forced to compare the Evoque to cars like the Volvo XC60 Recharge (from $100,990), BMW X3 xDrive30e ($107,000), or the particularly good-value Lexus NX 450h+ (from $88,323).

All are larger than our Evoque here, so it’s automatically at a disadvantage, and as is the usual case with Land Rover products, there’s an extensive and occasionally rude options list which can add thousands more to the price.

Our test vehicle, for example, had over $10,000 worth of options attached to it, only three of which (dual-zone climate with second row vents - $1000, and the additional Type 2 charging cable - $528) I would bother to add.

The included equipment at the HSE grade is good, with 20-inch alloy wheels, 14-way electrically adjustable front seats, Matrix LED headlights, a 10-inch tiltable ‘Pivi Pro’ touchscreen with wireless Apple CarPlay and Android Auto connectivity, as well as built-in navigation, and a second screen for the climate and car functions.

There’s also a semi-digital dash (oddly, with analogue dials for engine rpm and road speed, but a 7.0-inch digital element for everything else), the choice of either leather or suede interior trim, a leather-bound steering wheel, and keyless entry with push-start ignition. 

It’s nice to see the Matrix LEDs as standard here, as well as a swish set of screens and a premium feeling interior. But it’s also frustrating things like digital radio ($520), a head-up display ($1690), data plan ($1040), and USB-C for the rear seats ($351) are optional on a car north of $100,000, especially since most of these are standard on its rivals.

One major catch is how long you might be waiting for one. Some dealer sources tell us customers will need to wait up to 12 months for delivery at the time of writing, so be prepared for this if you want one.

The Ford Everest Sport on test is the four-wheel drive variant and has a 3.0L V6 turbo-diesel engine that produces a power output of 184kW and 600Nm of torque.

That hefty power supports the 3.5-tonne braked towing capacity this model has, meaning you can have your weekend adventures and haul the family around, too.

The Evoque now sports Jaguar Land Rover’s hybridised ‘Ingenium’ engine family across the range, and the set-up which appears in the plug-in hybrid model might be the most interesting.

It consists of a 1.5-litre three-cylinder combustion engine which is said to produce 147kW/280Nm, and an electric motor powering the rear axle producing 80kW, the two of which combine for an impressive quoted total output of 227kW/540Nm, driving all four wheels.

The motor sources its power from a 15kWh lithium-ion battery pack under the floor of the car, which provides a claimed 62km of fully-electric driving range.

Land Rover also replaced the mechanical brake pedal with a drive-by-wire one to allow for improved ‘blended’ regenerative braking.

It's big but is it thirsty? The answer is, sometimes.

The official combined cycle fuel consumption figure is 8.5L/100km. But after a fair bit of travel, consisting of mostly open-road driving, my real-world average came in at 7.6L/100km, which is amazing for such a massive car.

In fact, I had to triple check my figures to make sure I had calculated it correctly!

During urban trips the on-board read-out sits closer to 15L/100km, which is something to consider if you're an urban dweller.

Based on the official combined cycle number and large 80-litre fuel tank, you should see a theoretical driving range of 941km, which is good for road tripping families.

Claimed energy consumption on the combined WLTP cycle for the Range Rover Evoque P300e is 2.0L/100km. As with all plug-in hybrids though, this will heavily depend on how it is driven.

The 15kWh battery is said to provide a 62km driving range (again, on the WLTP cycle), which seems healthy for a PHEV, and I was pleased to find that my car was reporting about 56km on a full charge, not far off the claim.

Importantly, the Evoque has stellar charging specifications, which make it ideal for a city-slicker with minimal time to conveniently charge.

I was shocked to find a DC charging port when I flipped open the panel, which is capable of charging the tiny battery up in just 20 minutes (at a peak rate of 35kW), while on a slower but easier-to-find AC charger, it can extract 7kW allowing a charge time of around two hours.

This is well above par for a plug-in hybrid, and makes charging quick, painless and convenient, even for those who can’t charge at home.

As a result of this ease-of-charging and therefore minimal time spent in the hold or hybrid modes, my car reported an astounding 1.0/100km of fuel consumption during my week, covering mostly urban kilometres.

The only drawback is the need to fill this small turbo engine with mid-shelf 95RON fuel.

The Everest Sport delivers its power responsively once you’re up to speed. Overtaking or keeping your pace consistent on hills is no issue but this car reminds you of its size when you start moving from a standstill. It’s not quick.

There’s a serious lull between accelerating and actually shooting forward. So, allow more time for roundabouts or crossing traffic.

The steering sits right in the middle – not too firm or loose. Which means it doesn't handle like a truck and has a nice on-road feel.

Coupled with a relatively small 11.8m turning circle it’s quite nimble to manoeuvre and you won’t be daunted by city driving.  

The ride comfort is a little bit rough but not totally unexpected given its relatively high centre of gravity. You get some consistent vibrations through the seats and the suspension feels bouncy when hitting corners. I still feel confident going over bumps but you will feel them.

Cabin noise is low key most of the time but you can get a fair bit of wind noise at higher speeds. Otherwise, it’s easy to hear and chat between all three rows, which is excellent for a large SUV.

Because of the higher seating position and wide windows, visibility is awesome – another big plus for a big, three-row SUV.

Despite almost being five metres in length (with the tow bar), you don’t notice the size when it comes time to park because the turning circle is good and the 360-degree camera system is also nice and clear. You fill out a space but getting into the space isn’t an issue.

The second-gen Evoque is still the lovely, luxury, small SUV it was when it launched in 2019, and this plug-in hybrid version only serves to improve the formula, adding sleek electric driving characteristics to the already-smooth turbo engine and torque converter automatic.

Interestingly, and like its Volvo XC60 rival, the electric motor is located on the rear axle, giving this car the odd characteristic of being rear-wheel drive when driven electrically, or predominantly front-wheel drive when driven in combustion mode.

Speaking of modes, this car does the bulk of the management, with only three driving modes available to the pilot. These include the default ‘hybrid’ mode, which as the name suggests, blends the two power sources with more of an emphasis on electric driving when the battery is charged.

There's also an electric mode, which will only use the rear axle motor until the battery runs out, and a ‘Hold’ mode which will still blend the two sources but predominantly rely on the combustion engine to maintain the car’s state of charge.

You might want to use the last mode if you're travelling long-distance, to maintain the electric range for where it is most efficient - in low-speed stop-start driving.

The regenerative braking is not adjustable, having just a single mild level. It’s far from the single-pedal driving you can experience in a fully electric car, but Land Rover has made the brake pedal fly-by-wire so it can blend increased regen with the mechanical brakes.

It makes for a familiar experience from behind the wheel for those coming straight out of a purely combustion vehicle.

The electrified brake pedal does have the consequence of removing a bit of feel for a keen driver, and the same can be said for the rather slow steering tune in the default settings which makes the Evoque feel more luxurious and less sporty or reactive than it could be.

It’s a shame, because the two power sources combine to make for a thumping amount of power when you stick your boot in, and the all-wheel drive system and nicely balanced suspension keep this little SUV well under control in the corners.

As with my original Evoque range review in 2019, though, it is notable how heavy this SUV feels, particularly compared to some rivals like the Audi Q3.

The heftiness suits the Evoque's expanded dimensions and even more upmarket feel, but despite the power on offer it’s not an agile SUV to be carving corners in.

At least the ride quality and quietness is superb, making the Evoque an ideal SUV for driving around the centre of pothole-stricken Sydney, with a notable amount of poise. At the end of the day, isn’t that what this Range Rover was built for?

Despite its long options list, thankfully all key safety equipment is standard on the Evoque. Active items include auto emergency braking, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, traffic sign recognition, driver attention alert, a clear exit monitor, and adaptive cruise control.

Only two items which could be considered under the safety umbrella remain on the options list (the options list becoming a recurring theme in this review), a 360-degree parking camera ($500), and the ‘ClearSight’ rear view mirror, which is able to show a camera view out the rear if the mirror is obscured by luggage or people in the cabin ($1230).

Elsewhere, the Evoque scores two ISOFIX child seat mounting points on the outer rear seats, and three top tethers across the rear row.

There are six airbags, and despite notably missing a front centre airbag, which is often required for a maximum safety rating to today’s standard, the Evoque maintains the maximum five-star ANCAP safety rating it was awarded in 2019. For the record, it scored very highly across all categories.

The Everest comes with a usual warranty term of five-years/unlimited km and you can pre-purchase servicing for the first four-years or up to 60,000km for $1385 or an average of $347 per service, which is good for the class.

Servicing intervals are at every 12 months or 15,000km, which is also reasonable.

Participating dealers will also provide a complimentary loan car when your vehicle is being serviced.

Roadside assistance is included for the first 12 months, extending up to seven years if you have your car regularly serviced at an authorised Ford dealer.

As of April, 2021 all Land Rover products are finally covered by an industry-standard five-year and unlimited kilometre warranty, matching its key rivals, and beating out BMW which persists with an old three-year warranty promise. Five years of roadside assist is also included for the duration.

When it comes to servicing, the P300e is available to be purchased with a five-year plan ($2650 - $530 annually) which covers 102,000km of visits.

This pack is well worthwhile as Land Rover servicing is generally quite expensive when purchased a-la-carte.