Range Rover Evoque vs Hyundai Tucson

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 updated Hyundai Tucson Elite Hybrid N Line offers families space, features and easy-enough handling for everyday stuff and the occasional weekend adventure pursuits.

The price point is higher than the previous non-hybrid model but you get a lot of bang for your buck and my family was comfortable this week.

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 Hyundai Tucson has seen a minor facelift on the exterior but most of the changes are in the cabin.

The N Line pack means that you get 19-inch alloy wheels over the standard 18-inch version as well as extended body panelling instead of black plastic trims. There is N Line badging across the car too, but N Line option pack does limit you to just four exterior colour choices.

The front features new stacked LED DRLs which tie in with the fang-like design of the rear LEDs. The origami-styled panelling looks more severe than the previous model which helps it stand out in a class that’s heavy on rivals. 

The cabin features a completely reconfigured dashboard and now sports a large curved display panel that houses those upgraded tech screens and a new 6.6-inch climate control panel.

The centre console has been redesigned to look like it’s floating and now adds an extra-large storage cubby underneath it.

The upgraded interior makes the Tucson a leader for the mid-sized SUV segment and is very pleasant to spend time in.

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 cabin up front is spacious with plenty of head- and legroom on offer. You also won’t jostle for elbow room either when you have a passenger.

The seats are comfortable with their heat function but you might still get fatigue on longer trips as you only get adjustable lumbar on the drivers side and it's simple at best.

The back seat has really good space for the class and no matter the passenger, they were comfortable back there. The seats in the rear are well-padded and access to this row is good for sliding in a child seat as the door aperture is wide.

Other amenities are average with directional air-vents, a single reading light, and a fold-down armrest. My seven-year-old son found the window sills to be quite high, so he didn’t get the view he wanted.

The individual storage is excellent for the class with the redesign as you get a dedicated storage shelf in front of the front passenger and a massive cubby that easily fits a handbag underneath the mid-sized centre console.

There are two cupholders and two drink bottle holders per row but the rear storage bins are skinny. The rear row also gets map pockets but again, these are shallow.

The upgraded technology is a must have and the new multimedia system is easy to use once you spend time with it and looks great with its graphics. The system has built-in satellite navigation, over-the-air updates and wireless connectivity for Apple CarPlay and Android Auto.

Connecting the CarPlay is simple and maintains a strong connection.

Charging options are great with two USB-C ports per row and the front also gets a wireless charging pad and a 12-volt socket to choose from. The centrally located position of the charging pad is handy and the liner grippy - so no phone movement.

Rounding out the practicality is the boot, which has a wide aperture and a loading space level with 582L of capacity available with all seats in use, which is good for the class.

The back row has a 60/40 split but don’t fold flat – they sort of spring up a bit, which might annoy when you do a big Bunnings run. 

There is a 12-volt socket, a space-saver spare tyre underneath the floor and you get a powered tailgate in this model – which I always like.

There are now six variants for the Hyundai Tucson with the release of the hybrid powertrain and all six have the choice of being either a front-wheel-drive or all-wheel drive with either the petrol engine or hybrid powertrain. And every grade gets the option of adding the N Line style pack. So, there is no excuse for not getting the combo you actually want now.

The model on test is the mid-spec Elite Hybrid with the N Line option pack and its priced from $55,100 before on-road costs. That positions it towards the top end of the market but you get an SUV that's more feature-heavy than most of its rivals.

The standard equipment for the upgraded Elite Hybrid N Line now includes dual 12.3-inch technology screens, wireless Apple CarPlay and Android Auto, as well as a 6.6-inch climate control touchpad.

Other equipment includes a powered driver’s seat, heated front seats, suede/leather upholstery, dual-zone climate control, wireless charging pad, digital radio, four USB-C ports, keyless entry, push-button start, space-saver spare wheel and a powered tailgate.

The Kia Sportage SX hybrid is more affordable at $45,950 MSRP but unlike the Elite Hybrid it misses out on wireless connectivity for phone charging and phone integration apps.

The Toyota RAV4 XSE AWD is priced from $52,585 MSRP but misses out on the newer and bigger technology screens that the upgraded Elite Hybrid has.

The Nissan X-Trail Ti 4WD e-Power is the closest rival in terms of price ($55,090 MSRP) and available features.

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 Elite Hybrid N Line model features a hybrid powertrain that combines an electric motor with a 1.6-litre four-cylinder turbo-petrol engine. They combine to produce 172kW of power and 367Nm of torque. Which is more than enough to make the mid-sized Tucson feel spirited.

This particular variant is AWD and uses a six-speed automatic transmission, which can over rev at times but is mostly smooth with its gear changes.

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 official combined cycle fuel consumption figure is a low 5.3L/100km, and my real-world usage came out at 6.0L after doing a lot of open-road driving where hybrids tend to be at their least efficient, so that is an excellent result.

The Tucson hybrid is the second best for fuel usage after the Toyota RAV4 hybrid, which sits at 4.8L/100km for combined usage. Overall, the new hybrid powertrain has proven itself to be pretty frugal. 

Based on the official combined fuel cycle and 53L fuel tank, expect a theoretical driving range of up to 981km, which is great for a family road tripper.

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 hybrid powertrain offers respectable power delivery that makes the Tucson feel zippy in the city and a relaxed cruiser on the open road.

There can be some over-revving when you’re trying to get up to speed and the accelerator and brake feel touchy at first until you get used to them.

On the hybrid side of things the Elite Hybrid has regenerative braking and there are moments of pure EV mode but it kicks in seemingly when it feels like it. When it is on, there’s practically no engine noise but when it's off, the cabin still remains fairly quiet.

My family went off the paved stuff this week and hit muddy and gravel roads on our quest to find a cool picnic spot, and the Elite Hybrid impressed with how it handled the different terrains. It’s not an off-roader but you can still do mini adventures.

The Tucson is mid-sized and has a very clear reversing camera with front and rear parking sensors, so it’s not too hard to manoeuvre or park.

The real negative feedback is that on three separate occasions, our test car randomly shifted into neutral while driving and to clarify, this did not occur while trying to shift into or out of 'drive' but while on the road, already in drive.

The first time it happened, I thought I had somehow bumped the column shifter but on the other two occasions, I happened to be watching my husband drive and he didn’t touch the shifter.

This is probably just a fault on out test car and not indicative of the model in general but it wasn't fun.

FINALLY! Hyundai has listened to the people.

They have found a workaround for the annoyingly intrusive beeping alerts associated with the traffic sign recognition and speed alert tech. Yes, they still alert unless you turn them off and yes, you still have to turn the damn thing off every time you get in the car, but you not longer have to access five to six menu pages to do so. Hurrah.

The Hyundai Tucson Elite Hybrid N Line has a robust safety features list and includes equipment like blind spot monitoring, driver attention monitoring, safe exit warning, rear occupant alert, forward collision warning, LED daytime running lights, rear cross-traffic alert, lane keeping aid, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control, a reversing camera, and front/rear parking sensors.

Our test model misses out on lane departure alert and the lane keeping aid is too intrusive for every day driving. It gets to the point where you wonder who is driving, you or the car.

The Hyundai Tucson has a maximum five-star ANCAP safety rating from testing done in 2021 and the hybrid variants are covered by this as well. It has seven airbags, including, the newer front centre airbag.

The Tucson has two ISOFIX child seat mounts and three top-tethers.

Auto emergency braking (AEB) is standard and features car, pedestrian, cyclist and junction assist detection which is operational from 5.0 – 80km/h (85km/h for car) but it's usual to see a higher top speed for the car detection (usually 180km/h).

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.

Hyundai offers the Tucson with a five-year/unlimited km warranty and the battery is covered by an eight-year/160,000km warranty which is pretty standard for the class now. 

You can pre-purchase servicing for up to five years and the breakdowns are as follows.

Three years or up to 30,000km for $1240 (average $413 per service).

Four years or up to 40,000km for $1700 (average $425 per service).

Five years or up to 50,000km for $2040 (average $408 per service).

The five-year pricing is comparable to its rivals and not outrageous for the class.

Servicing intervals could get annoying if you put a lot of kilometres on your car as they sit at every 12 months or 10,000km, whichever occurs first.