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
- Aggressive styling
- Genuine practicality
- Ferocious performance
- Half-baked exhaust system
- Far from fuel-efficient
- Substandard warranty
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|
Way back in 2009, the X5 was the first SUV to get the go-fast treatment from BMW’s high-performance M division. At the time, it was a crazy thought, but in 2020, it’s easy to see why Munich went down the (then) road less travelled.
But just exactly how good is the X5 M Competition? We had the unenviable task of putting it to test to find out.
|Engine Type||4.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
After spending a day with the BMW X5 M Competition, we can’t help but wonder if it’s the ultimate vehicle for families.
On one hand, it nails the practicality brief and is loaded with standard equipment, including the key advanced driver-assist systems. On the other, its performance in a straight line and around corners is otherworldly. Oh, and it looks sporty and feels luxurious, too.
That said, we could absolutely live with the high fuel bill if this was our daily driver, but there’s only one problem: does anyone have a spare $250,000?
Is the new BMW X5 M Competition the ultimate family vehicle? Tell us what you think in the comments below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
In our humble opinion, the X5 is one of the best-looking SUVs on the market today, so it’s no surprise the X5 M Competition is a knockout in its own right.
Up front, it cuts an imposing figure thanks to its version of BMW’s signature kidney grille, which has a double-slat insert and is finished in gloss-black like most of the exterior trim.
That said, it’s the front bumper that sucks you in with its large air dam and side air intakes, all of which have honeycomb inserts.
Even Laserlight headlights add a touch of menace thanks to their integrated dual-hockey-stick LED daytime running lights, which look plain angry.
Around the side, the X5 M Competition is a little more restrained, with the 21- (front) and 22-inch (rear) alloy wheels the obvious giveaway, while the more aggressive side mirrors and air breathers are a lesson in subtlety.
At the rear, the visual aggro is most apparent thanks to the sculpted bumper, which incorporates a chunky diffuser that plays host to the bi-modal exhaust system’s black chrome 100mm tailpipes. Utterly delicious, we say.
Inside, BMW M has put its best foot forward to make the X5 M Competition feel that little bit more special than the X5.
The eyes are immediately drawn to the multifunction front sports seats, which manage to be super supportive and super comfortable at the same time.
Like the middle and lower dashboard, door inserts, armrests, knee rests and door bins, they’re covered in supple Merino leather (Silverstone grey and black in our test vehicle), which even has honeycomb insert stitching in some sections.
Black Walknappa leather trims the upper dashboard, door shoulders, steering wheel and gear selector, with the latter two unique to the X5 M Competition, alongside the red start-stop button and M-specific seat belts, scuff plates and floor mats.
A black Alcantara headliner adds some more luxury to the equation, while our test vehicle’s gloss carbon-fibre trim ensures there’s some sport in it, too.
Technology-wise, there’s the 12.3-inch touchscreen, which is powered by the now-familiar BMW Operating System 7.0, although this version gets M-specific content. That said, it still has gesture and always-on voice control, but both fall short of the rotary dial’s greatness.
The 12.3-inch digital instrument cluster and windshield-projected head-up display get the biggest M makeovers, though, with the new M Mode giving them a focused theme (and turning off the advanced driver-assist system) for spirited driving.
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.
Measuring 4938mm long, 2015mm wide and 1747mm tall, the X5 M Competition is well and truly a large SUV, and that means good things for its practicality.
Cargo capacity is generous, at 650L, but can be increased to a truly massive 1870L with the 40/60 split-fold rear bench stowed – an action that can be done via the boot’s manual-release latches.
The boot has six tie-down points for securing loads, as well as two bag hooks and two side storage nets. There’s also a 12V power outlet, but the best part is the power-operated parcel shelf, which stows itself underfloor when not in use. Awesome!
There are plenty of genuine in-cabin storage options, too, with both the glovebox and central bin of the large variety, while the front door bins can carry an astounding four regular bottles. The rear door bins can fit three apiece.
The two cupholders at the front of the centre console actually have heating and cooling, which is pretty hot/cool (bad pun intended).
The second row’s fold-down armrest has a pair of basic cupholder as well as a shallow tray, which joins the small driver-side cubby as the two most random storage spaces on hand, while map pockets are attached to front seat backrests.
Given the size on offer, it’s no surprise the second row is nice place to sit in. Behind my 184cm driving position, more than four inches of legroom is on offer, while headroom is also generous, at two inches, despite the standard fitment of a panoramic sunroof.
Better yet, the transmission tunnel is quite short, meaning there’s plenty of footwell to go around, which will come in handy given the rear bench can accommodate three adults abreast with relative ease.
Child seats are also a cinch thanks to the outboard seats’ top-tether and ISOFIX anchorage points – and the generous aperture of the rear doors.
Connectivity-wise, there’s a wireless smartphone charger, a USB-A port and a 12V power outlet ahead of the aforementioned front cupholders, while a USB-C port is found in the central bin.
Rear occupants only get access to a 12V power outlet, which is below their central air vents. Yep, the kids won’t be happy with the lack of USB ports to recharge their devices with.
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).
Priced from $209,900 plus on-road costs, the new X5 M Competition is $21,171 dearer than its non-Competition predecessor and commands a $58,000 premium over the M50i, although buyers are compensated for the extra spend.
Standard equipment not already mentioned includes dusk-sensing lights, rain-sensing wipers, auto-folding side mirrors with heating, soft-close doors, roof rails, a hands-free power-operated split tailgate and LED tail-lights.
Inside, satellite navigation with live traffic, wireless Apple CarPlay support, DAB+ digital radio, a 16-speaker Harman/Kardon surround-sound system, keyless entry and start, power-adjustable front seats with heating, a power-adjustable steering column, four-zone climate control, an auto-dimming rearview mirror and ambient lighting feature.
Our test vehicle is finished in stunning Marina Bay Blue metallic paintwork, which is one of several no-cost options.
Speaking of which, the options list is surprisingly short, but a highlight is the $7500 Indulgence Package, which bundles in some features that should be standard at this price point, such as cooled front seats, a heated steering and heated rear seats.
The X5 M Competition’s main rivals are the wagon versions of the yet-to-be-released second-generation Mercedes-AMG GLE63 S and Porsche Cayenne Turbo ($241,600), which has been kicking around for a couple of years now.
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.
The X5 M Competition is motivated by a monstrous 4.4-litre twin-turbo V8 petrol engine, which punches out a formidable 460kW of power at 6000rpm and 750Nm of torque from 1800-5800rpm, with the former up 37kW, while the latter is unchanged.
Once again, a near-perfect eight-speed torque-converter automatic transmission (with paddle-shifters) is responsible for swapping gears here.
This combination helps the X5 M Competition sprint from a standstill to 100km/h in a supercar-scaring 3.8 seconds. And, no, that is not a typo.
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 M Competition’s fuel consumption on the combined-cycle test (ADR 81/02) is 12.5 litres per kilometre, while its claimed carbon dioxide (CO2) emissions are 286 grams per kilometre. Both are a little keen considering the level of performance on offer.
In reality, though, the X5 M Competition really likes a drink – a very large drink. We averaged 18.2L/100km over 330km of driving, which predominately took place on country roads, while the rest was an even split between highways city and traffic.
Yes, there was plenty of spirited driving, so a more balanced real-world figure would be lower – but not by much. Indeed, this is a vehicle you buy if you don’t care how much it costs to fill up.
Speaking of which, the X5 M Competition’s 86L fuel tank takes 95RON petrol at minimum.
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.
Surprise, surprise: the X5 M Competition is an absolute hoot in a straight line – and around corners.
The level of performance on tap is unhinged, with the 4.4-litre twin-turbo V8 serving up body shot after body shot.
Off the line, the X5 M Competition hunkers down and then delivers its 750Nm just above idle (1800rpm), holding it all the way to 5800rpm. That’s a staggeringly wide torque band, one that ensures it will relentlessly pull in any gear.
And just as the torque curve springs back into action, peak power arrives at 6000rpm and reminds you that you’re dealing with 460kW underfoot. Make no mistake, this is a truly epic engine.
A lot of the credit has to go to the eight-speed torque-converter automatic, though, as it is almost flawless. We particularly like its responsiveness – it literally kicks down a ratio or two before you think you’ve pushed the accelerator pedal hard enough.
That said, it often has a hard time recognising when the fun is over, holding onto lower gears for longer than required before eventually upshifting.
And while it’s smooth, it is still quick in operation. Just like the throttle, the transmission has three settings, which progressively up the ante. For the latter, the softest setting is too soft, while the medium setting is just right, and the hardest setting is best left for the track.
Needless to say, we adore this combination, but one word of warning: the bi-modal sports exhaust system doesn’t serve up enough aural pleasure. There’s no mistaking this for anything but a booming V8 soundtrack, but characterful crackles and pops are absent.
Now, put your hand up if you assume every M model has a bone-crunching ride… Yes, us too… But the X5 M Competition is surprisingly the exception to the rule.
It comes with Adaptive M Suspension Professional, which consists of double-wishbone front and five-link rear axles with adaptive dampers, which mean there’s bandwidth to play with, although BMW M usually targets sportiness over comfort, even for their softest setting.
Not this time, though, as the X5 M Competition rides a lot better than expected, no matter the setting. Simply put, it’s compliant when other M models are not.
Does this mean it deals with all road imperfections with aplomb? Of course not, but it’s more than liveable. Potholes aren’t nice (but when are they?), and its firmer tune makes speed bumps more challenging to deal with as a passenger, but they’re not deal-breakers.
Despite the apparent focus on in-cabin comfort, the X5 M Competition is still an absolute beast through the bends.
When you’ve got a 2310kg kerb weight, physics are well and truly working against you, but BMW M evidently said, ‘To hell with the science’.
The results are mind-boggling. The X5 M Competition has no right being this agile. In the twisty stuff, it feels like a much smaller car to drive.
Yes, there’s still body roll to contend with in the corners, but most of it is cancelled out by the stunning active anti-roll bars, which do their best to keep things balanced. Handling is also improved by the chassis’ increased torsional stiffness.
Of course, the X5 M Competition’s electric power steering also deserves a shout-out here. It’s super direct, so much so that it’s almost twitchy, but we really love how sporty it feels. Feedback through the wheel is also excellent, which makes cornering even easier.
As always, the steering has two settings, with Comfort well-weighted, while Sport adds a little too much heft for most drivers.
This set-up goes a step further with all-wheel steering, which adds a lot of the agility. It sees the rear wheels turn in the opposite direction to their front counterparts at low speed to improve manoeuvrability, and in the same direction at high speed to optimise stability.
And, of course, the rear-biased M xDrive all-wheel-drive system provides prodigious grip alongside the Active M Differential, which makes the rear axle a better performer when powering out of corners with earnest.
As we found out on some very icy country roads, the electronics let the driver get away with just enough fun (or terror) before stepping in and keep things on track. M xDrive also has a looser Sport setting, but needless to say, we didn’t explore due to the prevailing conditions.
Given the outputs on hand, the X5 M Competition comes with an M Compound Brake system that consists of massive 395mm front and 380mm brakes discs with six- and single-piston callipers respectively.
Braking performance is strong – and it needs to be – but of greater interest is this set-up’s two pedal-feel options: Comfort and Sport. The former is relatively soft from the get-go, while the latter gives plenty of initial resistance, which is right up our alley.
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.
ANCAP awarded the diesel versions of the X5 a maximum five-star safety rating in 2018. As such, the petrol X5 M Competition is currently unrated.
Advanced driver-assist systems impressively extend to autonomous emergency braking, lane-keep and steering assist, blind-spot monitoring, front and rear cross-traffic alert, adaptive cruise control with stop and go functionality, speed-limit recognition, high-beam assist, driver attention alert, tyre pressure and temperature monitoring, hill-start assist, hill-descent control, park assist, surround-view cameras, front and rear parking sensors, among others. Yep, there’s not much missing here…
Other standard safety equipment includes seven airbags (dual front, side and curtain plus driver’s knee), the usual electronic stability and traction control systems, anti-lock brakes (ABS) and brake assist (BA), among others.
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.
Like all BMW models, the X5 M Competition has a three-year/unlimited-kilometre warranty, which is well behind the five-year standard set by Mercedes-Benz and Genesis in the premium segment.
That said, the X5 M Competition also comes with three years of roadside assistance.
And its service intervals are every 12 months/15,000km, whichever comes first. Several capped-price servicing plans are available, with the regular five-year/80,000km version costing $4134, which, while expensive, is not surprising at this price point.