Range Rover Evoque vs GWM Haval H6GT

What's the difference?

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 new GWM Haval H6 GT Ultra PHEV has got to be one of the few plug-in hybrids that makes sense to me, given I live in a regional area. The longer electric driving range and DC charging capability offers far more convenience and practicality than the usual plug-in hybrids I’ve sampled.

It’s well-priced and has enough features for the average family. So, while I don’t love everything about it, it offers decent value for money.

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 H6 GT is the better-looking cousin to the regular H6 SUV because the swoopy rear end adds some much-needed personality.

It's the 19-inch alloys, Michelin tyres and red brake calipers that add to the sporty vibe.

It looks quite large for the segment and while I’m not a massive fan of the heavy plastic moulding around the base of the car, it’s got enough charm to appeal to a wide audience.

Head inside though and you're immediately hit by a strong plasticky presence, whether it be from actual plastics in the dash and door panels or the synthetic feeling of the upholstery itself.

The sunroof and red-stitched 'GT' on the seats add something but its all rather plain and lacks some personality inside.

I do like though that there’s no transmission tunnel, which means more legroom for middle seaters in the rear.

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.

The most practical aspect of the H6 GT's cabin is its sheer size. It's a spacious cabin for the class and that translates to lots of passenger room in each row. Which is only let down by the relatively small boot capacity of 392L (when all five seats are in use).

The boot does feature a level loading space, a 12-volt power socket, retractable cargo cover and a powered tailgate. The latter I always appreciate with kids in tow.

There are lots of individual storage options with the front featuring a glove box large enough for an owner's manual, a middle console, two cupholders and two drink bottle holders. There's also a large shelf underneath the centre console, a dedicated phone cradle and a sunglasses holder.

In the rear there are two drink bottle holders, two map pockets and a couple of cupholders in a fold-down armrest. So plenty of choices for passengers.

Surprisingly, the most comfortable seats are in the rear which feature thick padding, good lumbar support and long seat beds. The electric front seats have heat and ventilation functions, as well as adjustable lumbar support but the lumbar sits too low and the seat backs curve in too far for them to be called comfortable on a longer journey.

The tech is made up of a 12.3-inch touchscreen multimedia system and 10.25-inch digital instrument panel and while they look nice, they're basic at best. The multimedia system is simply laid out but lacks any real customisation and doesn't have sat nav.

The touchscreen can be laggy and there is wired Apple CarPlay and Android Auto. GWM has confirmed that wireless phone mirroring is due sometime later this year.

Charging options include four USB-A ports (but no USB-C ports), two 12-volt sockets and a wireless charging pad but the pad didn't always work for my iPhone 15 Pro Max (whether that is a user or software issue, I'm not sure).

There is only one grade available for the H6 GT, which is the Ultra and it's available with two powertrains - a 2.0L turbo-petrol engine or the 1.5L turbo-petrol plug-in hybrid powertrain of our test vehicle.

Its sharp drive-away pricing of $53,990 makes it very competitive against its rivals. The BYD Sealion 6 Premium sits at $52,990 MSRP and you have to jump into the Mitsubishi Outlander PHEV Exceed ($69,290 DA) if you want to match on some of the standard equipment of the H6 GT Ultra.

While the PHEV offers a class-leading electric driving range of up to 180km, it features pretty much the same equipment as it's non-hybrid sibling but is $9000 more expensive.

The premium features include a panoramic sunroof, synthetic leather and suede upholstery, electric front seats with heat and ventilation functions, a heated steering wheel, a powered tailgate, powered and heated side mirrors and rear tinted glass.

Technology includes a keyless entry/start, 10.25-inch digital instrument cluster, dual-zone climate control, 12.3-inch touchscreen multimedia system, coloured head-up display, four USB-A ports, two 12-volt sockets, a wireless charging pad, FM/AM radio, Bluetooth, and wired Apple CarPlay and Android Auto.

However, it doesn't have a spare tyre (just a repair kit) or sat nav and there's no wireless phone mirroring. At least, not yet but GWM has confirmed that they are working on getting the phone functionality up and running sometime later this year.

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.

The new H6 GT Ultra has a plug-in hybrid powertrain that combines a 1.5-litre four-cylinder turbo-petrol engine with three electric motors, two at the front and one at the rear.

Together they produce a combined power output of 321kW and 762Nm of torque. That gives this 4WD a 0-100km/h sprint time of 4.9 seconds. So it's a quick SUV but somehow it doesn't manage to feel 'blow-your-hair-back' quick.

The engine is paired with a two-speed dedicated hybrid transmission (DHT) and the switch between the electric and engine components is practically seamless.

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 new H6 GT has a ternary lithium battery with a large 35.43kWh capacity. It also has a Type 2 CCS charging port, which is pretty rare but welcome on a plug-in. This system can accept up to 6.6kW on an AC charger and up to 48kW on a fast DC charger, which is great.

It means you can plug in at a DC fast charger during a road trip like a normal EV and that improves overall efficiency.

The combined fuel cycle figure is just 0.8L/100km and with the 55L fuel tank, you’ll get a theoretical driving range of over 1000km. That’s just something to consider right there. The considerable pure electric driving range of up to 180km also ensures that you can do your daily errands and school run without really touching the fuel tank. 

Which I totally proved this week after doing 469km of open-road driving and my daily 'urban' errands and only using 2.3L of fuel all week. I had two full charges during my week and that means my real-world usage beats the claimed figure at 0.49L/100km. Haval H6 GT for the win.

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?

The new powertrain took a few days to get used to because it doesn't behave like some of the PHEVs I've driven before. The emphasis is on EV driving rather than the ICE components. The pedals are quite stiff which takes a moment to adjust to, but the auto-hold braking and strong regenerative braking means it's difficult 'creep' forward like you can in a regular ICE car.

The one-pedal function is true one-pedal driving and if you time your deceleration right, you won't touch the brake pedal. You'll either like that or you won't but it's been nice to use this week.

The power delivery is prompt and there's a lot of power available. It doesn’t feel wicked quick like a performance EV but it certainly has enough punch to satisfy. You don’t notice when it switches between the engine or motor, which makes it a very smooth powertrain.

The steering is a little spongy but responsive enough to feel spry for quick lane changes. It's just not particularly dynamic on a winding road with the combination of the firmer suspension and soft steering.

Road noise can creep up at higher speeds and there is an annoying whirring sound from the motors that my son likened to a dull aeroplane engine roar.

The suspension is on the firmer side and you notice the bumps but you also don’t wince when you hit one. Visibility is okay but the thick A-pillar can get in the way when you're scanning the road at intersections, and the back window is narrow. A digital rear-view mirror would be a handy feature for the model.

The H6 GT Ultra PHEV is pretty easy to park because it has a clear 360-degree view camera system and parking sensors at the front and rear. The 12-metre turning circle makes it pretty friendly in a carpark, too. 

The Haval H6 GT has a maximum five-star ANCAP safety rating from testing done in 2022 and scored 90 per cent for adult protection, 88 per cent for child protection, 73 per cent for vulnerable road users and 81 per cent for safety assist.

It features seven airbags, including a front centre airbag. 

There are seatbelt reminders (all seats), hill-start assist, tyre pressure monitoring, front and rear parking sensors, surround-view camera system, adaptive cruise control with stop and go, rear cross-traffic alert, lane keeping aid, lane departure alert, rear collision warning, forward collision warning, traffic sign recognition and a driver monitoring system.

The autonomous emergency braking (AEB) with cyclist, pedestrian, car and junction turning assist is operational from 5.0 - 85km/h (up to 150km/h for car detection).

There are two ISOFIX child seat mounts and three top tether anchor points and the rear seat is wide enough to accommodate three child seats side by side.

The driver assist features seem to work smoothly most of the time but I did find the driver attention monitor a bit annoying, as you get a few more chimes than you need and the lane keeping aid feels too jerky.

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.

GWM offers the H6 GT with a seven-year unlimited kilometre warranty, which is becoming the normal term for the class and you will enjoy five years of roadside assistance through Allianz.

There is also a five-year capped-price servicing program that costs $1680, which is competitive. The first service is at 10,000km but subsequent intervals are spaced at every 12 months or 15,000km.