Range Rover Evoque VS BMW X5
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
- Great new interior
- No price rise on 30d
- Loaded with tech
- Pricey seven seat option
- Warranty starting to look short
- No spare tyre
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|
It took decades to catch on, but Range Rover eventually inspired German carmakers to look outside big sedans to satisfy luxury car buyers. When BMW introduced its first SAV - Sports Activity Vehicle - the X5, the outrage was palpable. Nearly two decades later, the X5 is as indispensable to the BMW oeuvre as the 3 series.
The X5's sales statistics have been impressive, with 55,000 sold in Australia since 2001, and each generation outselling the previous one.
The fourth-generation X5 has arrived in Australia, with two diesels now and a petrol arriving early in 2019 before four-cylinder, plug-in hybrid and the head-butting X5 M arrive over the next year or two.
The G05 X5 is bigger, better-looking and loaded with new technology.
|Engine Type||3.0L turbo|
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 M50d is the more dynamic drive, but the 30d is an excellent all-round package, especially if you have the M Sport option pack onboard. The G05 X5 might be bigger but it hasn't lost its sense of driving fun. In fact, I'd say it's more fun than the F15 - it feels lighter on its feet.
What the G05 also has over the F15 is better value - BMW reckons there's an easy $11,000 of extra stuff in the 30d for no extra money and about $15,000 in the M50d for a price rise of about $5000. It feels a lot more luxurious, looks better inside and out and feels super techie.
It's not cheap and out of the two, I'd probably go for the 30d - it's not that much slower and you can spend a few bucks on the extensive options list.
Does the new X5 shape up against the fancy Porsche or the attractive Mercedes?
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 new X5, while bigger in most dimensions, hides its extra bulk well. The extra wheelbase length has improved its proportions slightly and BMW's new design language inside and out has delivered a fine-looking machine. The huge (sometimes chrome) grille is at first a bit hard to take but with time the car grows around it.
The new exterior design features a strong front end, classic X5 profile with a stronger, wavier character line along the flanks. The rear features a new-look set of LED tail-lights and satin finish rather than chrome exhaust tips.
You can tell the 30d from the M50d by the wheel arch extensions (among other things). The M50d's M Sport body kit features a different rear diffuser, side skirts and deeper front spoiler.
Inside is a new cabin that's high on quality with a choice of leather, wood and aluminium trim, including a very nice leather dashboard option. The base leather trim is known as Valcona and you can specify Merino, which is arguably better than the Nappa leather of some rivals. The cars I drove had a very premium feel, the materials a serious cut above the older F15 X5.
One interesting addition is the "Crafted Clarity" glass that comes in the Indulgence package. Obviously going for a very exclusive feel, the start stop button, shifter, volume control and rotary controller have a funky glass application. It could have looked awful but somehow it looks lifted from a Rolls-Royce and works really well.
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.
The X5 is a big car and delivers plenty of interior space. Interior images show an expansive cabin, with room for five in comfort. Front and rear passengers score two cupholders in each row, with plenty of storage bins and pockets throughout, including bottle holders and pockets in the doors. The rear armrest's clever folding cupholders liberate space for a phone-stowing tray.
Front passengers have plenty of room in all directions. Rear legroom is improved with the car's longer wheelbase - rear passengers are very well looked after.
The interior dimensions mean larger loads fit easily and if you have the air suspension you can drop the car to the weeds to make loading easier. An electrically retractable cargo cover will reduce the boot space dimensions but hide all your goodies and a set of rubber rails rise 3mm when the car is in motion to secure the load.
Luggage capacity is unchanged with the seats up at 650 litres, almost tripling to 1870L with the seats down.
The third row seat option must be combined with the air suspension, meaning you'll be paying around $7000 for the privilege of occasionally carrying people safely in the boot.
Gross vehicle weight ranges from 3010kg for the 40i to 3160kg for M50d. Turning circle is 12.6 metres and wading depth is 500mm.
Price and features
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).
The price list is in RRP and reflects either no change (30d) or a small percentage increase (M50d). A BMW dealer might offer you a drive away price, but how much that will cost you will depend on your taste for options. Our range guide takes in the first three variants of the G05 X5 - the 30d, 40i and M50d. Unlike its British rivals, there is no launch edition.
The 30d ($112,900 plus on-road costs) and 40i ($115,900 plus on-roads) models comparison reveals they're basically the same apart from the motor. If gadgets are your thing, the X5 certainly delivers, even in its unadorned entry-level spec.
Standard features include 20-inch alloys, two-piece power tailgate, panoramic sunroof, keyless entry via BMW's digital "smart key" (part of the standard comfort access system), push button start (or keyless go), LED headlights, daytime running lights, floor mats (I know!), a basic first aid kit, active cruise control, "2.5-zone" climate control air conditioning, GPS navigation system, front view camera, side view camera, limited self parking, basic tool kit, roof rails, and a front and rear parking sensor setup.
Moving up to the M50d at $149,900 plus on-road costs ($5000 more than before) adds an active M differential, laser headlights, dynamic handling package including adaptive suspension with active anti-roll system, rear-wheel steering, M Sport exhaust and brakes (blue rather than red brake calipers), 22-inch alloy wheels, aero package, M steering wheel, four-zone climate control, heated front seats, soft close doors, and heated and cooled front cupholders.
The new park assist function is particularly clever - if you have driven forward into a tight parking space or difficult garage, the system can remember the last 50 metres and back you out automatically, twiddling the electric power steering while you run the brake and accelerator.
BMW's Operating System 7.0 (the name iDrive appears to be fading) looks after the multimedia and sat nav system. The big 12.3-inch touch screen is mightily impressive. You can control it from the rotary dial controller, use air gestures or by swiping or tapping the screen. The sound system has anything from 10 to 20 speakers with an intermediate 16 speaker setup. There's a subwoofer - actually, there are two - lurking in the back. The system includes Bluetooth and DAB radio with USB connectivity. iPhone owners will be pleased to learn CarPlay is standard, while the rest of the smartphone world will be frustrated - Android Auto isn't available at all.
Colours include Alpine White, Carbon Black Metallic, Black, Mineral White, Phytonic Blue, Arctic Grey and Sunstone Metallic (gold). Curiously absent are silver, red and green and even the brown of past models seems unavailable.
On top of the basic specs, there are additional trim levels - M Sport, Indulgence, xOffroad and Performance Package.
The $4000 M Sport edition for the 30d and 40i includes M Sport brakes, adaptive M suspension, aero package and interior trim changes including an M Sport steering wheel.
The $9500 Indulgence Package adds ventilated front seats, crystal glass on some of the switchgear, heated seats front and rear, front seat massage function, merino leather and on the 30d soft-close doors and heated and cooled cup holder for each front passenger.
The $5000 Performance Package (30d and 40i only) puts you on 22-inch rims, adds an M Sport exhaust and includes metallic paint.
Finally, the $7500 xOffroad package - the first of its kind on an X5 - adds additional off road capability (sand, rocks, gravel etc.), rear diff with diff lock, extra gauges in the infotainment screen, adjustable ride height air suspension and the clever display key. That front and rear air suspension negates the need for a lift kit. Aluminium side steps are optional.
BMW also offers a range of 20 inch alloy wheels, as well as 19 inch and 22 inch rims. The 22s, it must be noted, are not run-flats so you cop a space-saver spare. The xOffroad pack does not come with off road tyres but you can purchase the right ones through BMW. Only 22-inch equipped X5's feature a spare tyre as the tyres are run flats on all other sizes.
The accessories and options list is extensive: Apple CarPlay for iPhone integration, a heated steering wheel, a roof rack setup, darker tinted windows, laser headlights and various other technological and comfort enhancements are available.
Missing from these lists are a seat belt extender, light bar, car phone, xenon, HID or projector lights (you get LED lighting as standard, range-wide!), an auxiliary heater, nudge bar, snorkel, bull bar, winch, self driving, autopilot, CD player, homelink, quad exhaust, television, digital TV tuner, DVD player, cargo barrier, boot liner, carbon fiber trim, MP3 player, a rear seat entertainment system or wifi hotspot.
Where is the BMW X5 built? Spartanburg, North Carolina.
Engine & trans
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.
At launch, you can have any engine size you like as long as you like 3.0-litre straight-sixes. Of course, each has its own specifications to arrive at very different horsepower and torque figures.
The 30d's engine specs are a 3.0-litre turbo diesel developing 194kW of power and 620Nm of torque.
Moving on to the 40i, this is a 3.0-litre twin turbo petrol knocking out 250kW of power and 450Nm of torque. Petrol vs diesel, the latter wins on torque, hands down.
Want even more? The M50d's 3.0-litre diesel has four turbos strapped to it - that's two times two - for a huge 294kW of power and 760Nm of torque.
They're all 4x4 at this stage, fitted with ZF's always-brilliant eight-speed automatic transmission. It is pretty much the best gearbox on the planet and super-reliable. At this stage, all wheel drive is all you get. A rear wheel drive sDrive X5 is likely later down the track in combination with a smaller four-cylinder engine - 4x2 buyers don't tend to want the extra power of the bigger engines.
The oil burners are fitted with a diesel particulate filter to help reduce emissions and the 30d's twin-scroll turbocharger helps improve low-down response. Advanced technology from injector to exhaust ensure diesel engine problems such as black smoke have long since been banished from modern BMW diesels.
The 0-100km acceleration times are impressive - 6.2 seconds for the 30d, 5.5sec for the 40i and 5.2sec for the M50d. The rolling acceleration performance figures of the M50d are epic.
Towing capacity is uniform across the range - you can drag 750kg of unbraked trailer and 2700kg of braked load. Maximum down load on the tow bar is 140kg.
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.
The X5's fuel mileage figures are based on the new WLTP standards which better reflect real-world use.
The 30d's diesel fuel economy is the best of the three initially on offer at 7.2L/100km. If you want your fuel consumption km/L, that's around 14km per 1000mL.
The petrol consumption figure on the 40i is the highest figure of the three at 9.2L/100km (or 10.9km/L).
Moving on to the M50d, for all that extra power and torque, the increase over the 30d is just 0.3L/100km to 7.5L/100km (13.3 km/L).
Fuel tank capacity differs slightly between the models - the diesels carry 80 litres while the petrol 40i can carry 83 litres.
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.
On the launch we had the 30d and M50d available, the former with various option packs.
I started with the M50d. Big fast SUVs are pretty common these days but little prepares you for the quad-turbo thrust from the 3.0-litre straight six. The 294kW/760Nm combination means you cover ground very quickly indeed, especially in the gears. Overtaking the famously large log trucks on the roads of northern Tasmania was easy, the torque slinging me down the road with little effort or fuss.
While the road noise from the tyres is noticeable, you can shut it out with the stereo and wind noise is only apparent above the legal limit. Which I never breached, obviously.
The adaptive drive system, which you can switch for economy, comfort or sport depending on your mood, genuinely affects the M50d's demeanour. With sharper everything, the M diff and rear wheel steering, you can have a lot of fun in the corners. We didn't have variable or active steering on the car and it was just fine without it. The active roll stabilisation is very impressive.
The 30d is a very good unit too. It's really not much slower than the M50d in a straight line but is far more relaxed, of course.
The one with the air suspension was supremely comfortable and quiet, raising and lowering itself depending on speed and conditions. The 30d was very accomplished on the loose gravel surface BMW bravely sent us over once I'd pressed the adaptive switch. The standard underbody protection is clearly very good - barely a ping from the gravel.
On both cars, the steering was a standout - the X4 M40i I came home to had a less than deft setup, with the weight in sport plus set too high. Neither 30d or M50d felt too heavy.
As an xOffroad package wasn't available, we haven't done an off road review. I can, however, guarantee you won't have to get out and operate hub switches.
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.
The new X5's significant safety features an airbag count of seven, AEB (auto emergency braking), lane departure warning, lane change warning, blind spot assist, electronic brake force distribution, reverse camera, DSC (sometimes called ESP), reverse cross traffic alert, speed limit assist and information, hill descent control, and a warning triangle (it is a BMW).
If you need to fit a baby car seat, there are two ISOFIX points and three child seat anchor points in the second row.
The X5 range scored the maximum five-star ANCAP safety rating when tested in late 2018.
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.
BMW's warranty remains - resolutely - at three years/100,000km. BMW is adamant that most customers aren't that bothered. Roadside assist is part of the bargain, from a flat battery to a crash. Rust and paint coverage is also included, although I can't say I've heard any complaints or common faults when it comes to recent X5 bodywork.
Like all BMWs, servicing is condition-based, but you can pre-pay your service cost for five years on the basic package for $1995. Service intervals are then set at 12 month/24,000km maximums. You can also increase your maintenance cost coverage with further levels of cover.
BMW now offers a Genius service at its dealerships, showing you through the features if you have any problems or issues working them out. Even the central locking is a bit complex for some - you can configure different settings in the iDrive system.
Reliability issues are seemingly rare on the X5, but you can purchase an extended warranty if any defects or complaints arise after the initial warranty period expires. As the car is brand new, things like automatic transmission problems, transmission failure or other dramas are yet to rear their ugly heads.
The owners manual will no doubt explain things like oil type and capacity. Resale value for the X5 appears strong over the years although the extra value in these new ones might mean some second hand bargains.