Bentley Bentayga VS Range Rover Evoque
- Magnificent twin-turbo petrol V8
- Superbly comfortable
- Surprisingly dynamic for its size
- A little awkward looking
- Low on standard advanced safety equipment
- Boot is smaller compared to rivals
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
When Bentley revealed its Bentayga in 2015 the British brand called it “the fastest, most powerful, most luxurious, and most exclusive SUV in the world."
See, that first Bentayga packed a W12 engine, but the SUV we have here was introduced in 2018 with a twin-turbo petrol V8 and a reduced price tag.
So how does this more affordable and less powerful Bentayga stack up to Bentley's lofty ambitions?
Well you’ve come to the right place, because along with speed, power, luxury and exclusivity I can also talk about the Bentayga V8’s other attributes, such as what it’s like to park, drop children off at school in, do the shopping in and even go through a 'drive thru' in.
Yes, the Bentley Bentayga V8 came to live with my family for a week and as with any house guest you quickly find out what’s great about them… and then there are those times you walk in on them not looking their best.
|Engine Type||4.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Range Rover Evoque
The original Range Rover Evoque was a victory. It was the right car, in the right place, at the right time.
As the years rolled on though, competitors caught up, and Land Rover launched its stunning Velar in the segment above. The unthinkable had happened. The Evoque looked dated.
At long last, Land Rover has launched the second-generation version. Can it replicate even a fraction of the success of the first? We drove it at its Australian launch to find out if it has what it takes.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Bentayga is Bentley’s first attempt at an SUV and the Bentayga V8 is a more recent addition to the line-up that provides an alternative to the W12, hybrid and diesel models.
There’s no doubt the Bentayga V8 delivers an exceptionally good driving experience from its power and athleticism to the serene cabin and comfortable ride.
Where the Bentley Bentayga V8 appears to be lacking is in cabin technology which compared to other luxury SUVs is becoming outdated, and in standard advanced safety equipment. We’d expect this to be addressed in future revisions of the SUV.
Does the Bentayga fit the ultra-luxury SUV bill? Tell us what you think in the comments section below.
Range Rover Evoque7.8/10
The second-generation Range Rover Evoque is a lot of things. It’s stunning to look at, better to drive, more practical, and more luxurious than ever before.
While it’s also hugely expensive and has lost some of the charm that came with its once-small visage, it achieves something far more important for the Evoque name, and that’s keeping it relevant in an increasingly congested luxury space.
Do you think the second-generation Evoque has reclaimed its ‘design icon’ throne? Share your thoughts in the comments below.
Also check out Andrew Chesterton's thoughts from the Evoque's international launch.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The Bentayga is unmistakably a Bentley, but I have my doubts whether this first attempt by the British brand to build an SUV has been a design success.
To me, the rear three-quarter view is its best angle with those trademark rear haunches, but front-on reveals an overbite I can’t ‘unsee’.
But then again perhaps I’m the one with bad taste, I mean I think Lamborghini's Urus SUV, which uses the same MLB Evo platform, is a work of art in its design, staying faithful to the sports cars in the family, while acquiring a brave look of its own.
I also found the interior of the Bentayga V8 disappointing. Not in terms of overall craftsmanship but rather its outdated technology and plain styling.
The 8.0-inch screen is almost identical to the one used in the Volkswagen Golf in 2016. But the Golf received its Mk 7.5 update in 2017 and with it a stunning touchscreen which hasn't made it into the Bentayga yet.
The steering wheel, too, has identical switchgear to the $42K Audi A3 I reviewed two weeks ago and you can add the indicator and wiper stalks into that mix as well.
While the fit and finish of the upholstery was outstanding, there was a lack of interior refinement in some places. For example, the cupholders, had rough and sharp plastic edges, the gear shifter was also plastic and felt flimsy, while the fold-down armrest in the back seats also lacked refinement in the way it was constructed and lowered without damping.
At just over 5.1m long, 2.2m wide (including the wing mirrors) and a little over 1.7m tall the Bentayga is big but it’s the same length and width as the Urus, and a bit taller. The Bentayga’s wheelbase is only 7.0mm shorter than the Urus’s at 2995mm.
The Bentayga isn’t the longest of the Bentleys, that’s for sure. The Mulsanne is 5.6m end-to- end and the Flying Spur is 5.3m in length. So, the Bentayga V8 is almost ‘fun-size’ in Bentley terms, even though it’s large.
The Bentayga is made in the United Kingdom at Bentley’s home (since 1946) in Crewe.
Range Rover Evoque9/10
Put simply – the Evoque has returned to put competitors back where they belong. It is truly stunning for an SUV. To my eyes, at least, it has dethroned the Volvo XC40 as the most attractive small SUV on the market.
Sure, it’s more Victoria Beckham than Bear Grylls, but the Range Rover brand has crept beyond upmarket from its hose-out interior roots – and the Evoque owns it.
Land Rover has managed to morph the seamless, slick lines of the Velar onto the Evoque's petite and chunky frame. Design touches like LED headlights (now standard), contrast bodypanels and flush doorhandles add to this car’s stunning visage as you get closer.
Still, it’s undeniably an Evoque and has held onto design pillars like the ‘high beltline’ that rides from the headlamps to the tail-lights and descending roofline.
Inside, the Evoque has also continued to push upmarket with leather-trimmed surfaces from the base S up. It still has the signature chunky door inserts with recessed handles and window/mirror controls and has lovely seats no matter the grade with a premium-feel raised centre console stack.
It’s also in the centre where the Evoque has gained the elegant ‘Touch Pro Duo’ set-up from its larger sibling the Velar, totally de-cluttering the space.
Smart design touches are abound with well-textured and hidden storage areas throughout.
It all looks incredible, but there are a few downsides worth noting. The Evoque now has the huge steering wheel from the rest of the Range Rover range, making the helm feel more cumbersome than it was in its predecessor, and the abundance of gloss surfaces results in a potentially glare-heavy and difficult to keep clean cabin.
Don’t like the cars in the pictures? No problems, Land Rover offers no less than 17 different interior trim packages with five different textured highlights and numerous headlinings and wheel trims for pretty much any taste.
The Bentayga V8 may be an SUV, but that doesn’t immediately make it a god of practicality. While roomy up front for the driver and co-pilot, the rear seating is not exactly limo-like, although at 191cm tall I can sit with about 100mm of space. Headroom is slightly limited by the edges of the panoramic sunroof for rear riders, too.
Storage in the cabin is adequate with two cupholders and small door pockets in the back, and another two cupholders and larger door pockets in the front. There’s also a shallow centre console storage bin and two wells for loose items in front of it.
The Bentayga V8’s boot with the rear seats in place has a cargo capacity of 484 litres – that’s measured to the cargo cover, but to the roof its 589 litres.
That boot space is still smaller than the Lamborghini Urus’s 616 litres and there’s much less boot space than the Audi Q7 and Cayenne which both have 770 litres measured to the roof, too.
Making life easier is the load-height lowering system which is operated with a button located in the boot.
The tailgate is powered, but the kick-open function (standard on say an Audi Q5) is an option you’ll have to pay for on the Bentayga.
As for power outlets and charging, the Bentayga’s falling out-of-date here, too. There is no wireless charger for phones, but there are two USB ports up front and three 12-volt outlets (one in the front and two in the rear row) on-board.
Range Rover Evoque8/10
The Evoque is on a heavily updated platform with its very bones having been altered to future-proof it for hybrid drivetrains.
This has resulted in a 20mm increase to its wheelbase, which is reflected directly into its now-gigantic cabin.
Aside from the invasively large steering wheel, the driver is greeted with an airy and spacious cabin with plenty of room for elbows across the thick centre console and chiseled out door cards.
Almost every surface greets you with a soft material, although the window line is quite high, making resting your arm there impractical.
There are storage spaces everywhere. Bottle holders in the doors, cupholders in the centre console, a massive top-box with a split opening and power sources within, a decently-sized glove box and a huge trench hidden underneath the second-screen.
The designers have had the foresight to put lovely textures on the base of storage surfaces to prevent items like phones, wallets and even pens from finding their way onto the floor.
Rear passengers are greeted with no shortage of legroom, dual rear air-vents, pockets on the back of the front seats and trenches in the doors.
Seat trim and comfort are easily as good as the front seats, and despite the declining roofline, headroom is plentiful for someone my size (I’m 182cm tall).
An odd annoyance I noted was the lack of handles above the doors. Almost every car has these. Not sure why this one doesn’t.
Don’t be deceived by the Evoque’s squashed rear window. I found on my test drive its surprisingly easy to see out of it, and then, there’s the boot.
The boot is truly gigantic, the Evoque’s new platform has made it 20cm wider than it was before, but it’s the volume that’s staggering. At 591 litres with the rear seats up it easily pulls punches with SUVs a size up.
There’s also an elastic belt and netted area for securing small objects. There are a few small catches to this voluminous space, and that’s that the rear seats don’t fold fully flat, making for a smaller total space and there’s only a space-saver spare wheel on offer under the boot floor.
Price and features
That’s the question those who can’t afford a Bentley Bentayga V8 want to know the answer to, and the one that those who can don’t ask.
I’m in the first group, so I can tell you the Bentley Bentayga V8 has a list price of $334,700. Our car had $87,412 in options which we’ll take a look at, but all up including the on-road costs, our test car had a price of $454,918.
Standard features inside include leather upholstery in a choice of five colours, 'Dark Fiddleback Eucalyptus' veneer trim, a three-spoke leather clad steering wheel, ‘B’ foot pedals, Bentley embossed treadplates, an 8.0-inch touchscreen with Apple CarPlay and Android Auto, sat nav, a 10-speaker stereo, CD player, digital radio, four-zone climate control and shifting paddles.
Exterior standard features include 21-inch wheels, black painted brake calipers, air suspension with four height settings, a choice of seven paint colours, gloss black radiator grille, black lower bumper grille, LED headlights and LED tail-lights, twin quad-exhaust and a panoramic sun roof.
Our car was fitted with options galore which is common in vehicles loaned to the media. Car companies often use these cars to showcase available options rather than represent a typical customer specification.
There’s the 'Artica White' paint from the bespoke Mulliner range costing $14,536; 'our' car's 22-inch wheels weigh in at $9999, as do the fixed side steps; the tow bar and brake controller (with Audi Q7 badging, see the images) is $6989; body coloured lower bodywork is $2781 and LED puddle lights are $2116.
Then there’s the acoustic glazing for $2667, front seats with the 'Comfort Specification' for $7422 and then $8080 for the 'Hot Spur' main hide and 'Beluga' secondary hide leather upholstery, the $3825 piano black veneer trim and if you want the Bentley logo embroidered into the headrests (as per our car) it costs $1387.
Does it represent good value for the price? Not by regular standards, but Bentleys are anything but regular cars, and those that buy them tend not to look at prices.
But, as I do with every car I review (whether it costs $30,000 or $300,000), I ask the manufacturer for a list of options fitted to the test car and the as-tested pricing, and I always include those options and their costs in my review.
Range Rover Evoque8/10
Now this is a tough one, because to its credit, Land Rover has made many of the essential items standard. That having been said, as I’m writing this I’m looking at an options list that’s 15 pages long.
There’s also the fact that once you consider the three trim levels, six(!) engines and two body options you’re left with a monumental 26 possible permutations of this car – and that’s before you start delving into those options.
To break it down, the Evoque has three familiar grades. The S, SE and HSE. From there you pick an engine.
The entry-level S, starting at $62,670 (before on-road costs) can only be had with the base four engines (P200, P250 petrol, D150, D180 diesel) and comes standard with 18-inch alloy wheels, a 10-inch multimedia system with Apple CarPlay and Android Auto support as well as built-in sat nav, leather interior with 10-way electrically adjustable front seats, manually adjustable climate control, a six-speaker stereo, auto-dimming rear view mirror, a reversing camera as well as front and rear parking sensors.
Stepping up to the mid-spec SE from $68,610 gives you the choice of all six (P200, P250, P300 petrol, D150, D180, D240 diesel) engines.
It has all the equipment of the S but with the addition of the ‘Touch Pro Duo’ second multi-function touchscreen controlling all the vehicle functions, ‘premium’ LED headlights with auto-high beam control, 20-inch alloy wheels, 14-way electrically adjustable front seats and a digital dashboard.
The top-spec HSE costs from $90,230, and can be had with only the top two engines (the P300 petrol and D240 diesel). It includes everything from the SE, as well as a more sophisticated “active driveline” all-wheel drive system, capable of sending all of the engine’s torque to any one wheel, powered tailgate, differently-styled 20-inch alloy wheels, upgraded 'Windsor extended leather' interior trim, 'Atlas bezel' steering wheel (a metal liner), the ‘ClearSight’ interior rear view mirror, 10-speaker premium audio system, and keyless entry.
From there you pick whether you want the sporty R-Dynamic body-kit at a cost of $1680 on any grade and then start ticking boxes on the expansive options list.
Items notably excluded from the standard features list on any grade like an electronically adjustable steering column and DAB+ digital radio are present, but are pricey options. As are bespoke interior trims and 16-way electronically adjustable heated and cooled premium leather seats.
Almost any feature can be had on any grade as an option. If you really want you can have a base S with premium leather seats and huge wheels. There’s something to be said for how customisable the range is, but with so many options it makes ordering a car overwhelming.
The now-expected active safety items are now standard from the S up, but an option any grade should have ticked is the ‘Driver Assist Pack’ (costing between $2840 on the S to $490 on the HSE) which includes the rest of the suite at a reasonable cost.
For a limited time, Land Rover is offering a ‘First Edition’ with either of the mid-spec engines, the D180 and P250 at $91,550 and $91,300 respectively.
They have the lion’s share of options boxes ticked for you and essentially include items like the R-Dynamic and black contrast packs for free. Although at the top-end of the price scale, when you consider the inclusions, they aren’t bad value.
It has to be said that although the Evoque range can be specified to any buyer’s imagination, Land Rover has managed to make an already expensive small SUV even more expensive, placing it in another price league altogether when tallied up against the Audi Q2 (from $41,950), BMW X2 (from $46,900) and Mercedes-Benz GLA (from $44,700).
Engine & trans
The scores I’ve awarded to the Bentayga V8 so far haven’t been impressive, but now we come to the twin-turbo 4.0-litre V8.
Derived from the same unit found in the Audi RS6 this turbo-petrol V8 makes 404kW/770Nm. That’s enough grunt to get this 2.4 tonne beast from parked in your garage to 100km/h in 4.5 seconds, provided your driveway is at least 163.04m long, which for some owners would be entirely possible.
That’s not as quick as the Urus which can do it in 3.6 seconds, but while the Lamborghini shares the same engine it’s tuned to make 478kW/850Nm and that SUV is about 200 kilos lighter.
Shifting gears wonderfully in the Bentayga V8 is an eight-speed automatic which suits the Bentley better with its seamless but not-in-a-huge-hurry gear swaps than the same unit in the Urus.
While there are those who think a W12, as found in the first Bentayga, is more in line with Bentley’s ethos, I think this V8 is superb in its power delivery and sounds subtle but magnificent.
The braked towing capacity of the Bentley Bentayga is 3500kg.
Range Rover Evoque7/10
As previously mentioned, the Evoque has almost too many engine options. There are three petrols and three diesels, ranging from so-so to perhaps overpowered in the case of the P300.
Starting with the diesel the entry-level engine offered on most grades is the D150 which offers 110kW/380Nm, you can then step up to the mid-spec D180 which ups those figures to 132kW/430Nm and then to the top-spec D240 which offers 177kW/500Nm.
On the petrol side, things kick off with the P200 at 147kW/320Nm, then there’s the P250 with 183kW/365Nm and, finally, the top-spec P300 which has a rather silly 221kW/400Nm.
The top two engine options also offer a mild hybrid 48V electrical system which is capable of cutting the engine under 17km/h and feeding power back into auxiliary systems, although it is not capable of running the car under its own power. The brand says the system allows for a six per cent reduction in fuel consumption.
To make things more complicated, a three-cylinder mild-hybrid and plug-in hybrid variants are expected to join the line-up some time in 2020.
A 4.0-litre twin-turbo petrol V8 pushing a 2.4-tonne SUV loaded up with people and possibly towing a horse float is going to want to be fed fuel – lots of fuel.
And that’s even if engine has cylinder deactivation like the one in the Bentayga V8 which can cut out four of the eight when not under load.
Officially, combined fuel consumption for the Bentayga V8 is 11.4L/100km, but after 112km of fuel testing on a combination of motorways, suburban and city roads I measured 21.1L/100km at the petrol pump.
I’m not surprised. For most of that I was in Sport mode or in the traffic, or in both at the same time.
Range Rover Evoque8/10
The Evoque has reasonable official claimed/combined consumption figures across all its engine options. Diesel engines are more impressive consuming 5.1L/100km for the base D150, 6.8L/100km for the D180 and 6.3L/100km for the D240.
Petrols are not quite as good, with stated figures of 8.1L/100km for the P200 and P250 and 8.2L/100km for the P300.
Every new-generation Evoque has a 65-litre fuel tank.
Comfortable and (believe it or not) athletic, sums it up. And the only thing stopping me from throwing in another word such as effortless is the forward visibility, which is what I noticed the moment I steered it out of the dealership and into the traffic.
But first let me give you the comfortable and athletic good news. The Bentayga felt nothing like it looked to drive – my eyes told me it should be more sumo wrestler than ninja to steer but they were wrong.
Despite the hulking dimensions and not insignificant weight, the Bentayga V8 felt surprisingly lithe with great handling for an SUV this size.
That the Urus, which I test drove a few weeks beforehand, also felt athletic seemed less a surprise in that the styling suggested it was agile and quick.
Thing is it shouldn’t be a surprise given the Urus and Bentley share the same MLB EVO platform.
Four standard drive modes let me change the character of the Bentayga V8 from 'Comfort' to 'Sport'. There’s also a ‘B’ mode which is a mix of throttle response, suspension and steering setting which Bentley nominates as the best for all-round driving conditions. Or you can ‘build-you-own’ drive mode in the 'Custom' setting.
Keeping the comfort mode on makes the ride composed and supple. Self-levelling air suspension with continuous damping is standard but flick the dial to Sport and the suspension firms, but not to the point where the ride is compromised.
I spent most of my almost 200 kilometres testing it in Sport mode which did nothing to help fuel economy but made my ears happy with the V8 burble.
Now, about that forward visibility. The design of the Bentayga’s nose is the cause of my issue here; specifically the way the wheel guards are stepped down out of view from the bonnet.
All I knew was that I was about 100mm wider that it looked from the driver’s seat – I don’t like that kind of guess work when piloting half a million dollars down a narrow street or car park. As you’ll see in the video I came up with a solution to the issue.
I’m not going to let that nose get in the way of a poor score, however. Besides owners will get used to it after a while.
Aside from that, the Bentayga was quite easy to parallel park with light steering and good rearward visibility and large wing mirrors, while multi storey shopping centre car parks were also surprisingly fuss free to steering through – this is after all not an overly long large SUV.
There was one ‘drive thru’ excursion and again I’m happy to report I emerged with hamburgers and without scratches at the other end.
So, I’m happy to throw effortless in there after all and you can add serene – that cabin felt bank vault-like insulated from the outside world. Don’t ask me how I know that.
Range Rover Evoque8/10
This Evoque is better to drive in almost every way compared to its predecessor. It’s smoother, more confident in corners, more composed on rough terrain, and some combination of the new engines and re-calibration of the nine-speed auto has made most of the turbo-lag issues reported on its predecessor a thing of the past.
Unlike many SUVs, the Evoque doesn’t suffer from the feeling of impending understeer, and it’s surprisingly capable when trudging along unsealed roads and even off-road tracks.
Although there’s no mechanical control of a low-range gearbox, Land Rover’s computer-controlled Terrain Response 2 system might surprise you as to how capable it really is, especially on the top two engine variants with their enhanced torque vectoring abilities.
Diesel engines in particular are surprisingly quiet, and while it could be argued that the P300 petrol engine is overpowered for something this size, it was genuinely difficult to get the wheels to lose traction on tarmac.
One criticism I would level at this new Evoque is that in its quest to become the most practical small luxury machine on four wheels, it’s lost something along the way. It’s so big and heavy now it feels as though you’re just driving a cropped down Velar.
That’s all very luxurious, but I’ll miss the nimble, agile feeling that was a large part of what made the first Evoque so endearing.
The Bentayga V8 has not been assessed by ANCAP testing but being based on the same platform as the five-star rated Audi Q7 I have no reason to suspect the Bentley would perform any differently and not be safe from a structural perspective.
We’re tough on budget cars that don’t come standard with AEB and likewise on high-end vehicles, and the Bentley Bentayga V8 doesn’t escape here.
AEB is not standard on the Bentayga V8 and if you want other forms of advanced safety equipment such as lane keeping assistance, adaptive cruise control and rear cross traffic alert you’ll have to option them across two packages – the 'City Specification' for $12,042 and the 'Touring Specification' which was fitted to our car for $16,402.
The Touring specification adds adaptive cruise, lane keeping assistance, AEB, Night Vision and a head-up display.
For child seats you’ll find two ISOFIX points and two top tether anchor points across the second row.
Range Rover Evoque8/10
Thankfully there’s the ‘Driver Assist Pack’ which bundles all the active safety items into one reasonably-priced place. It costs between $2840 on the S to just $490 on the HSE and is easily the best value item on the options list.
The Evoque scored a maximum five-star ANCAP safety rating in time for its launch, which applies to all variants.
There are six airbags and the rear seats benefit from ISOFIX child-seat mounting points on the outboard seats and top-tethers across all three positions.
Range Rover Evoque6/10
Land Rover offers a three-year 100,000km warranty which is frustratingly short, though if you believe what BMW has to say on the matter, this won’t bother premium buyers.
Still, with Volkswagen now offering a five-year warranty, the pressure will hopefully mount on premium automakers to start offering a little more in this space.
Land Rover does offer 24 hour roadside assist for the length of the warranty.
The new Evoque has condition-dependent servicing, meaning the car’s on-board computer will notify you when it’s time to have it serviced. This will happen at least once every 12 months.
This car’s predecessor allowed you to add service packs of up to five years at the time of purchase, as well as an optional extended warranty. We’ll seek clarification and pricing on these and update this story when we have confirmation on both.