Range Rover Evoque vs Leapmotor B10

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.

I’ll be a shame if the B10 doesn’t sell well, because it doesn’t suffer from many of the downfalls of its compatriots and its price is extremely competitive for what you get.

As a comfortable smallish SUV, it meets par, and it’s on the better side of tech when it comes to cars from China, and it doesn’t have any major on-road red flags.

You really wouldn’t be disappointed with this having paid $40K, just skip the base model and go for the Design.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

Right after we praise the B10 for its value, we need to talk about its looks. A slight drop in tone as the second Leapmotor to land in Australia looks an awful lot like the first, and it’s relatively bland.

It’s not ugly, but it’s not particularly inspiring and there’s not much character to this little electric SUV.

It’s got a very upright silhouette at the front with a slightly sloping roofline at the rear, so the overall shape is appealing, but the lack of distinct features makes the B10 an anonymous commuter for now, especially with its similarities to the C10.

You can tell them apart by the C10’s slightly larger size if they’re near each other, or the B10’s more in-line headlight bar, where the C10’s have a ‘droop’ at the sides.

The large section of black at the lower half of the front is also unappealing, though darker colours like the optional 'Starry Night Blue' or 'Dawn Purple' (both $990) blend into it better than standard 'Light White'.

To its credit, at least the B10 doesn’t fall victim to the design crutch of adding trim and plastic for no reason.

In terms of the specifics, the B10 is 4515mm long, 1885mm wide and 1665mm tall with a 2735mm wheelbase, making it quite the large small SUV.

Inside, the cabin looks and feels roomy thanks to the test car’s light interior, decent windows and the light from the sunroof, as well as the fact the EV powertrains are compact and generally don’t interfere with cabin space.

Materials aren’t all scratchy hard plastic, though it is dotted around, and the general look of the B10 inside feels more premium than its price would have you thinking, despite the simplicity of the layout and design.

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.

Getting into the B10 requires a minor annoyance - unlocking and locking the car requires a keycard to be tapped on the drivers’ side mirror like you're scanning to access your floor in a hotel elevator.

There’s an app that adds a fair bit of functionality, but having to whip your phone out ahead of jumping in the car is also irritating.

Once you’re in, though, the space inside the B10 is well laid-out, even if much of its functionality is crammed into the big central touchscreen - it’s always ‘points off’ for a lack of physical buttons in this section of a review.

Once you’re used to it and have sorted out your personal settings on the multimedia software, it becomes more natural and less distracting, though Apple CarPlay and Android Auto would occasionally lag in the car on test.

The good news is they now exist for the brand in the B10, with the Leapmotor C10 still lacking the vital in-car mirroring tech.

The ergonomics and interior space work well, generally, with comfortable pews and good vision, plus decent spaces to keep things out of the way. The phone charger being in a very visible and accessible position might tempt some naughty screen-keen drivers, and being in the sun without a vent for cooling while charging means your phone will get proper hot.

The second row is extremely spacious, belying the fact this car is classified as a small SUV. Oodles of legroom and enough headroom for a tall adult means the B10 outguns rivals in terms of good options for parents (note the B10’s extremely strong 95 per cent child safety score from ANCAP, too) or anyone who needs to cart humans around regularly.

Behind the second row is a 490L boot, which becomes 1475L when the second row is folded down.

There’s space under the floor for cables and messy bits, but unfortunately no spare wheel, just a tyre repair kit, so more points off for that.

Talking about the price may well be us highlighting the Leapmotor B10’s strongest point right up top, because you can get into one for less than $40K, drive-away, before the end of March 2026.

While regular pricing for the B10 starts from $37,888, before on-road costs, for the base Style and $40,888 for the kitted-out Design LR, Leapmotor has a limited-time deal starting from $38,990, drive-away, for the B10 Style and $41,990 for the Design LR. LR for Long Range, by the way.

That runs until the end of March, 2026, but even its standard pricing is impressive for what you get.

The entry-grade B10 Style comes with plenty of kit, including an 8.8-inch LCD driver display and large 14.6-inch central multimedia touchscreen, a wireless phone charger, auto climate control, a panoramic sunroof with retractable shade, heated mirrors, auto LED headlights, a set of 18-inch wheels, surround-view parking cameras with dashcam recorder capability, over-the-air (OTA) updates and Level 2 advanced driver assistance (ADAS).

That’s a list of inclusions that can, on paper, rival much more expensive models.

The Design LR, for not much more money, adds heated and ventilated synthetic leather seats with electric adjustment (six-way for the driver, four-way for the passenger), a heated steering wheel, a 12-speaker sound system, ambient lighting, a power tailgate, tinted privacy glass, LED tail-lights and auto folding mirrors.

You’d hate to be in the product planning team of a legacy manufacturer trying to put together a competitive spec for a small electric SUV to sell in Australia against that.

Even other small electric SUVs from China come with much smaller batteries or fewer features around the $40K mark, like the MG S5 EV Essence RWD with its 49kWh battery ($42,990 D/A) or the base Geely EX5 Complete FWD ($40,990 BOC) and the higher Inspire variant is $4000 more.

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.

There’s only one powertrain option for the Leapmotor B10, a single, rear-mounted electric motor that produces 160kW and 240Nm, which makes the electric SUV good for a claimed 0-100km/h time of 8.0 seconds in both variants.

Top speed is a claimed 170km/h, also regardless of the variant.

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.

Leapmotor claims the B10 will, from its LFP battery of either 56.2kWh for the Style or 67.1kWh for the Design LR, draw 17.2kWh/100km or 17.3kWh/100km, respectively under WLTP testing.

The result is the Style offering up a 361km WLTP-tested driving range, and the Design LR a more useful 434km.

While we were unable to properly confirm this claim on the launch, the trip computer after a mix of highway driving and more spirited back-road testing displayed a figure of 13.5kWh/100km, while the previous 1447km of driving had reportedly measured in at 14.7kWh.

Charging from 30 to 80 per cent takes approximately 20 minutes regardless of spec and battery size. The smaller battery can be charged via DC fast-charging at a maximum 140kW, and the larger at 168kW. Both max out at 11kW under AC charging.

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 Leapmotor B10 was developed with testing at Stellantis’ European proving ground in Italy. This is because despite Leapmotor being its own brand within China, its international operations are a joint-venture between itself and Stellantis.

There are some on-paper shreds of evidence for this, a rear-wheel drive layout and a claimed 50/50 weight distribution help, but get the B10 on the road and it’s clear this isn’t a car that’s relying entirely on price, a long list of features and some showroom shine to sell.

After the initial familiarisation that comes with many new electric cars, particularly from China, the Leapmotor B10 becomes easy to settle into a rhythm with, especially if you turn off some of its more intrusive ADAS features like lane-keep, driver monitoring and speed limit warning. The latter can sometimes get a limit wrong, and though the B10’s chimes aren’t audibly overbearing, they are persistent.

While the B10 doesn’t excel in any areas on the road, it doesn’t fall down significantly in any either.

Its suspension soaks up bumps relatively well, and despite some vibrations on rougher roads the B10 is pretty comfortable. The tyres it rides on as standard, however, are rather noisy, so if there’s an opportunity to swap out the Linglong defaults to something better, we’d advise it.

The tyres also squeal rather quickly when cornering, not necessarily because the B10 is about to let go, but just because the weight of the car appears to be pushing on the front outside tyre in cornering.

The B10 holds up better than\ a family car really needs to in dynamic driving, but we wouldn’t be doing mountain runs or track days in one. 

There’s a little body roll in corners, but not nearly as much as has been in other models riding on the apparently soft suspension preferred in China.

The steering, braking and acceleration all have a mild vagueness to them, but once you’re honed in they’re all predictable. The steering can be adjusted for weight, and its lightest setting is too light, while the acceleration feels lethargic in its lowest setting and too aggressive in its highest.

There’s not a lot of regenerative braking strength, but it’s enough to help regulate speed once you’re used to how mildly it comes in - again, depending on your preferences and settings.

The good news here is that the B10 is easy to drive, and only very serious road bumps on fast corners unsettled it on test - the kind you’d expect to upset any car.

The Leapmotor B10 was bestowed a five-star ANCAP rating in early February 2026 under the body’s most recent criteria.

There are seven airbags, including an important centre airbag, plus the B10 boasts 17 ADAS systems with 12 cameras and sensors helping monitor the road, surroundings and the driver.

As mentioned, those systems can be a little intrusive sometimes, but less than other new models from brands new to Australia.

The B10’s list of safety features includes multi-collision braking, collision sensors, an emergency data recorder, the aforementioned dashcam-style surround-view recording system, belt pretensioners, plus all the elements of the ADAS suite Leapmotor calls 'Leap Pilot'.

This includes adaptive cruise and lane centring, lane departure warning and emergency intervention, collision avoidance and warnings, blind-spot detection, rear cross-traffic alert and brake, speed assist, and driver monitoring and distracted driver warnings.

For baby capsules and child seats there are three top tethers across the second row with ISOFIX anchors on the two outer positions.

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.

The B10’s post-purchase prospects are generally solid, though Leapmotor’s six-year, 160,000km warranty is an area where it falls short of rivals which are offering longer, unlimited kilometre warranties.

The battery is covered for eight years or 180,000km, whichever comes first, which is pretty par for an EV.

Servicing is capped-price for the first eight years, with each service costing $370 on average. The eight-year span makes it pretty appealing, per 12-month interval or every 20,000km.

There are currently 20 dealers across the country, though more are coming, while Leapmotor also offers eight years of roadside service.