Range Rover Evoque VS Mazda CX-5
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
- Sleek styling
- Great value
- Enjoyable to drive
- No Apple CarPlay or Android Auto
- Boot is on the smaller side
- Space saver spare
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|
You know when toothpaste makers slightly tweak ingredients and then plaster 'New and Improved!' on the box, but you can’t really tell because it still just tastes like toothpaste?
That’s sort of the same with the new Mazda CX-5, which is almost identical to the old one. But there are some important changes you may not notice, and one you really will.
To be clear, this isn’t a new-generation of the CX-5 – that only came out last year. This is a minor facelift – which isn’t a good term, because the face has been left untouched.
You’ll find out what I’m talking about later, but here’s a hint: when we tried to pick the difference between the new and old model at the Australian launch of the new CX-5, turns out we felt and heard, rather than saw, what had changed.
|Fuel Type||Regular 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.
The CX-5 has been a best-seller for years and when the new car launched in 2017 it cemented that position even more. This 2018 update sees Mazda addressing or fine-tuning parts which could be improved, such as the diesel engine's turbo lag and noise, as well as the economy of the larger petrol engine, while making the car even better value for money with the price drop.
Did Mazda need to make any more changes than they did to this latest CX-5 or is this a case of: if it ain't broke don't fix it? Tell us what you think in the comments below.
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 CX-5 is one of the best-looking mid-sized SUVs on the market. Take a look at the photos: there’s that sharp-edged and gaping grille, and that sleek profile. Sure, the back looks a bit ‘empty’ because of the tiny tail-lights, but while small they accentuate the athletic haunches of the CX-5.
The CX-5’s interior is also just as stylish and refined as its outsides with an excellent fit and finish, quality-feel materials and a design which isn’t just pleasing to the eye but pleasing to the arms, legs, bottom, and any other part of your body which will come in contact with the comfortable cabin.
There have been no changes to the exterior in this update, and the interior, too, mirrors the previous CX-5, but in a way it’s fine that nothing has been tweaked here as it was darned good already.
The CX-5’s dimensions haven’t changed (well it’d be weird if they had) and at 4550mm end-to-end, it’s shorter than a Toyota RAV4 but longer than a Volkswagen Tiguan. Other figures to jot down to make sure it fits in your garage are these: 1840mm across and 1675mm tall.
From the outside it’s tricky to tell the higher grades of CX-5 apart, that’s how similar looking the exteriors are – the steel wheels of the Maxx are a dead giveaway, they look a bit ridiculous, and it’s a shame this new update hasn’t brought alloys.
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.
If you have kids, maybe steer clear of the white leather. That sounds like a comment that should be in the design section above but to parents its just as much a practicality point. I’ve lived with a white-leathered CX-5 and a toddler and I can tell you the marks don’t come off easily. Then again, neither does toothpaste spat on black cloth seats by adults – don’t ask.
The CX-5’s boot has stayed the same size at 442 litres. That’s not enormous like the 615-litre cargo space in the Tiguan, or even as big as the RAV 4’s 577 litres of boot space, but it was just enough for two adults and a toddler who always over pack for a week away.
Legroom in the back seat is good – I’m at the freakish end of the height spectrum at 191cm, and I can sit behind my driving position with about a finger’s width of space between my knees and the seatback.
Like the previous CX-5 that sloping roofline can be a small practicality fail for entry and exits, especially if you’re putting kids into car seats, but that’s the price you pay for looking good.
Cabin storage is great with two cupholders in the back and two up front, there’s a large centre console storage bin with a USB port and pockets in all doors. Grades from the Maxx Sport up come with centre armrest storage in the rear with a USB port.
The CX-5 has five seats, if you're looking for a sevn seater SUV then the larger CX-9 could be for you.
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).
As with the previous CX-5 there are five grades: Maxx, Maxx Sport, Touring, GT and Akera. The most obvious change, and the one most will really notice, is the price drop. The Maxx Sport and Touring have had $400 lopped off, and the GT and Akera now cost $800 less.
Missing out on the price cut is the entry-grade Maxx. This is also the only grade you can have with a manual gearbox and is matched to a 2.0-litre petrol engine making it the most affordable in the range with a list price of $28,690 (add $2000 for the auto). The Maxx with the more powerful 2.5-litre engine lists for $33,690 and is offered only with an auto.
The Maxx Sport gives you a choice of three engines: the 2.0-litre petrol lists for $33,990, the 2.5-litre petrol is $36,990 and the 2.2-litre diesel is $39,990.
The Touring is halfway up the range and lists for $38,590 if you have it with the 2.5-litre petrol engine or $41,590 for the 2.2-litre diesel.
Getting close to the top now, the GT lists for $43,590 with the 2.5-litre petrol and $46,590 for the diesel.
The Akera lists at $46,190, and like grades below it, the diesel is $3000 more.
The standard features list has changed so little since the car launched in 2017 I can sum it up in a sentence: The Touring now gets a cool head-up display like the top two grades and the Akera now has a 360-view camera. There, that’s it.
But the standard features were already extensive on all grades, with the Maxx coming with a 7.0-inch screen with a reversing camera, digital radio and Bluetooth connectivity, a six-speaker stereo, push-button ignition, cloth seats, air-conditioning, rear parking sensors, LED headlights and 17-inch steel wheels.
The Maxx Sport adds sat nav, dual-zone climate control, auto headlights, LED fog lights and 17-inch alloy rims.
The Touring gets all the Maxx Sport's features plus the head-up display we talked about, and front parking sensors, proximity key, and black synthetic leather (which feels quite nice).
The GT adds real leather in black or white, a 10-speaker Bose stereo, power front seats and 19-inch alloys.
At the top, the Akera has all the GT bits plus the 360-degree view camera and a stack of advanced safety equipment.
Talking of safety, read on further to find out what’s protecting you on each grade.
Sounds like nothing is missing? Well, it would have been good for this update to add the excellent Apple CarPlay and Android Auto, especially considering the Maxx doesn’t come with sat nav.
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.
This is where this latest CX-5 differs most from the previous one – the engines. The offerings stay the same: two petrols – a 2.0-litre four cylinder and a 2.5-litre four cylinder – and a single 2.2-litre four-cylinder diesel. The 2.0-litre cars are front-wheel drive (FWD) and everything else is all-wheel drive (AWD).
The 2.5-litre petrol engine now comes with cylinder deactivation, allowing it to run on just two cylinders when cruising and at low speeds while the other two will join them under more load. Less fuel is being burnt, so there’s a fuel saving there.
For those mechanics out there shaking their heads and muttering into their instant coffees about potential vibrations in two-cylinder mode, well, Mazda has compensated for this issue with a counterforce to iron out the bumps.
Demonstrating Mazda’s determination to hone the combustion process further are the newly shaped intake ports which tumble the air harder and faster during the intake stroke. The height of the piston crowns has also been shortened and this strengthens that tumble flow, too. All this extra ‘tumbly’ air causes the flame to spread faster when the spark ignites.
The nozzles on the fuel injectors have been redesigned and fuel pressure increased to spray faster, too, and even the piston oil rings have been re-shaped to optimise the thickness of the oil film on the cylinder wall.
All of these advances apart from the cylinder deactivation have been adopted by the 2.0-litre petrol engine, too.
While the refinements have increased efficiency, the petrol engines also have a little more grunt. I really mean little too: the 2.5-litre’s torque has increased 1Nm for a total of 252Nm and power stays the same at 140kW, while the 2.0-litre has been given 1kW more for a total of 114kW and torque remains at 200Nm.
The 2.2-litre diesel has been overhauled. The engine now has a higher compresion ratio; there's the redesigned combustion chamber to minimise energy loss and ultra-high response injectors are designed to improve fuel economy.
A new turbocharger fitted to the diesel has led to a decent increase in output with power jumping from 129kW to 140kW and torque from 420Nm to 450Nm.
The extra grunt isn't the only benefit – Mazda says the new turbo has been designed to reduce lag in acceleration response at low revs. This turbo lag was an issue I had with the previous diesel found in the CX-5. Now that's been addressed using a two-stage turbocharger with the larger of the turbines now adopting variable geometry which will supply boost more rapidly at lower engines speeds. We’ll tell you if we reckon it’s worked in the driving section below. We’ll also let you know if the new refined method of combustion has made the diesel engine quieter, too. Those were two of the issues I had with the diesel engine in the previous CX-5.
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.
Mazda has delayed going headfirst into electric vehicle and hybrid production, preferring to refine combustion engines further, and the changes to the engines have been primarily about improving efficiency.
The figures don’t really reflect massive gains in economy, with the 2.5-litre petrol improving from a claimed 7.5L/100km to 7.4L/100km over a combination of urban and open roads. After 100km of mainly country roads our trip computer was telling us the engine was using 8.1L/100km. Don’t forget this engine is only available with AWD CX-5s.
The 2.0-litre petrol engine’s fuel economy stays the same at 6.9L/100km – again, remember this engine is only found on FWD CX-5s.
The 2.2-litre diesel benefits the most in terms of efficiency with old car’s 6.0L/100km dropping to 5.7L/100km in this new CX-5. After 150km of dirt and tarmac the tripmeter in our diesel Akera was reporting an average of 6.4L/100km.
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.
In my review of the diesel Akera last year I whinged about how noisy the engine was and then complained a bit more about the turbo lag. Well, it looks as though my views found their way back to the Mazda Motor Corporation HQ in Hiroshima because the new turbo has fixed the lag and the refinement to the combustion process seems to have reduced engine noise.
Sure, the diesel engine is still not as quiet as the 2.5-litre petrol we also tested at the launch (in Akera grade), but the increase in torque made the diesel more fun to drive with decent shove off the line.
Jumping back into the petrol made the grunt difference very apparent with the petrol having to work and rev hard to get up to speed.
Suspension, steering and brakes remain unchanged from those in the CX-5 which launched last year – but that’s no bad thing as the ride, handling and braking response is excellent for this segment.
A low seating position makes you feel part of the car rather than sitting on top of it, while good pedal feel and great communication through the steering wheel deliver confidence.
As for the CX-5's off-road capability, I suggest you don't go much further than placid dirt and gravel roads because while your CX-5 may be all-wheel drive its low ground clearnance, lack of ladder frame chassis and no high or low range four wheel drive restrict it to less adventurous activities.
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 CX-5 scored the maximum five-star ANCAP rating when it was tested in 2017, and if you look into the safety credentials you’ll see it comes with an impressive armory of technology you won’t find on some more expensive prestige cars.
Lower grades aren’t covered by as much safety tech, but all come with AEB (which works at up to 30km/h), and stepping up to the Touring adds traffic sign recognition.
For baby seats you'll find two ISOFIX mounts and three top tether anchor points across the rear row. A space saver spare wheel is under the boot floor on all grades.
There's front airbags for the passenger and driver, along with side ones, while curtain airbags extend to cover the second row.
The CX-5 that's in Australian showrooms is made in Japan at Mazda's Ujima and Hofo plants.
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.
The CX-5 is covered by Mazda's three-year/unlimited kilometre warranty, which isn’t outstanding, but the service costs are low.
Servicing the diesel is recommended every 12 months/10,000km and is capped at $316 for the first, $386 for the second, $316 for the third, then $358 and $316 for the fifth service. The 2.5-litre petrol costs about $115 less over five years