Range Rover Evoque VS Mercedes-Benz GLE-Class
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
- Stunning interior
- Superb space
- Comprehensive safety kit
- Unpleasant ride
- Four-cylinder diesel performance
- Challenging styling
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|
But this new version - the 2020 GLE - is exactly that. It's new.
The exterior is new. The engines are new. The underpinnings are new. The interior - yep, you guessed it - new.
Let's find out.
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.
All told, the Mercedes-Benz GLE 2020 model is an improvement in many ways over its predecessor. It's safer, more high-tech, considerably more luxurious and practical inside, and offers better value, too.
But, in 300d guise at least, it's let down by a slightly underdone engine, and suspension that just doesn't do a good enough job on rougher roads. It's close, but not close enough to be best in class.
Maybe that'll be a different case for the higher-grade versions with the most high-tech engines and the tricky optional suspension... we'll have to wait and see.
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.
You can make your own mind up about the styling of the new GLE. It's certainly more aggressive than the model that came before it, and Benz claims that it's the most aerodynamic SUV in its class.
The models on test were all fitted with the AMG styling pack and the bigger 21-inch multi-spoke wheels, and from some angles it's a striking car. I particularly like the way the rear-end treatment has worked for the GLE: the triangulated tail-lights, the lower bumper and the rear glass all work together well.
In profile, the GLE is quite challenging to look at. The rounded window-line is a bit awkward, and somehow the wheels just don't fit with the bulky guards (though I do like the way the AMG 21s poke out a bit at the back).
The front sees the diamond-style treatment to the grille for the AMG Line versions, but there's a lot of black plastic on the bumper, and the headlight shape gives it a bit of a droopy-eyed look. Is it just me, or is it a bit of a Bassett Hound?
It is a bigger car than before - 111mm longer (now 4930mm - and on an 80mm longer wheelbase, now 2995mm), and it's 15mm wider but 31mm lower - and it looks more substantial as a result. I'm just not sure it's pulling off its bulk as well as it could.
So the outside is pretty, er, interesting. We had comments from passersby to that effect, too, and in our comparison test it was the consensus of our team of experienced testers that the GLE had some challenging exterior design elements.
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.
The cabin presentation and pragmatism is excellent in the new-generation GLE. There was an existing version on site for us to compare, and to say it's like night-and-day would be generous to the old model.
A lot of that comes down to the MBUX twin 12.3-inch screens on top of the dash - one for all the driver instrumentation and controls, and the other for sat nav, media, car controls and other settings. They look great, and there are multiple ways to control them: the steering wheel controls, the touch pad between the front seats, the screen in the middle is touch-capacitive, and there's the much-bragged-about “Hey Mercedes” voice control system.
But it's more than just the screens: the finishes and materials used in the GLE are exceptional. The plastics are excellent, the brushed aluminium treatment that runs the width of the dash with ambient lighting, the surrounds on the vents (oh, so many vents!) - it all works so well together. But the open-pore wood finish is my favourite element, adding a touch of ruggedness that's also plush and luxurious.
The test cars all had the high-end leather treatment and optional bolster-heavy seats, and they're okay, but a little fiddly to adjust. I guess that's the beauty of driver profiles - the car will remember your favourite settings and make the adjustments as you get in or out by detecting the key.
There's also excellent storage throughout - the door pockets in all four doors are huge, there are cupholders front and rear, and loose item storage is decent, too. Plus there are heaps of USB-C (fast charging) ports up front and in the back.
Speaking of the back, the cars at launch all had the seven-seat package, which might appeal to you, or not. It's more than just a couple of seats in the back row, because it includes electric seat adjustment for the second row, with slide and recline functions allowing you to prioritise second- or third-row space.
The space in the second-row with the seats set as far back as they can go is excellent. There's heaps of room for someone my height (182cm) to sit behind a similar sized driver with ample knee room, headroom and shoulder room. You'll be able to fit three adults across the back, or if you have kids, there are three top-tether points and outboard ISOFIX child-seat anchors, too. No child seat restraints in the third row, though.
Whether you choose the five-seat or seven-seat option, the boot space remains the same at 825 litres with five seats in play. All models have an electric tailgate, too.
And if you're curious about the third row, it should be fine for anyone shorter than 175cm for shorter drives. It's not super spacious back there, and should be considered a 5+2 option. Really need a seven-seat Merc? You could get a GLS if you can afford it, or go for a V-Class luxury van. Go on. Do it!
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).
One thing that's really neat about the new Mercedes GLE range is that the brand has decided to specify each of the models exactly the same - that makes it simple for consumers, because essentially you're just paying more for a better engine.
That means the extensive standard equipment list is the same whether you choose the 300d entry-level diesel model at $99,900 (plus on-road costs), the mid-range petrol 450 model at $111,341, or the current range-topping six-cylinder diesel 400d at $118,142.
That may seem like a pretty slim range, but you can expect Mercedes-AMG to offer two additional performance-oriented models - the GLE 53 and the GLE 63 S - in 2020. And, for context, the current BMW X5 ranges from $112,990 to $149,900, while the Porsche Cayenne lineup spans from $117,000 to $242,000.
Standard equipment includes the company's MBUX multimedia system with dual 12.3-inch screens, LED lighting with adaptive high beam headlights, 20-inch alloy wheels, a power tailgate, 360-degree parking camera, colour head-up display, the company's 'Artico' leatherette upholstery with heated front seats, DAB+ digital radio and Apple CarPlay and Android Auto.
There are multiple ways to personalise and customise your GLE, but one that's expected to attract a lot of custom is the “7 Seat Package” which adds third-row seats for people up to 180cm tall, and also incorporates electric second row seat adjustment (tilt and slide) and electric seat folding. The pack is $3900.
Other option boxes include the AMG Sport Package ($9900, comprising an AMG bodykit, panoramic roof, wireless phone charging and leather upholstery), the Night Package ($4800, adds black exterior accents), the Vision Package ($4200, including panoramic roof, wireless charging, 13-speaker Burmester sound system) and the Energising Package Plus ($6200, adding multi-contour front seats with massaging, heated armrests, air fragrances).
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.
Powering the Mercedes-Benz GLE is a selection of engines, with petrol and diesel offered.
The entry-level power plant is the 300d, which uses a 2.0-litre four-cylinder turbo-diesel engine with 180kW of power (at 4200rpm) and 500Nm of torque (from 1600-2400rpm). It has a nine-speed automatic transmission and all-wheel drive as standard.
The range-topping diesel is a thumper. It's the 400d, which runs a 2.9-litre turbo-diesel six-cylinder with 243kW of power (at 4000rpm) and 700Nm of torque (from 1200-3000rpm). It also has a nine-speed auto and AWD standard.
The sole petrol model at launch is the 450, which employs a twin-turbocharged 3.0-litre in-line six-cylinder engine with 270kW of power (at 5500rpm) and 500Nm (at 1600-4500rpm). It uses a nine-speed automatic transmission with AWD, but this version is the only one with mild-hybrid tech, using 48-volt EQ Boost tech to help add 16kW and 250Nm for short stints of added performance (0-100km/h in just 5.7 seconds, apparently), and allowing the engine to shut off under light throttle or lift-off situations.
If you plan to tow, there's a factory-fit tow pack available that allows 750kg unbraked and 3500kg braked towing across all grades. This pack is the one from the factory - remember that - and it costs $1900. If you instead fit one as an aftermarket fit, the figures are 750kg/2700kg respectively.
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.
Fuel consumption varies between the models, as you'd expect.
The 300d is the most frugal of the mix, with an official combined cycle fuel use claim of 6.9 litres per 100 kilometres. The 400d, with its bigger six-cylinder diesel, is said to use 7.7L/100km. The 450 petrol model has the highest claimed fuel use, at 9.1L/100km, and that's despite the fact it's the only version of this trio to bring electrification into the mix with the EQ Boost 48-volt mild hybrid system.
On test at the launch of the GLE we saw a displayed return of 9.4L/100km for the 300d model, but there was a fair bit of country road and highway driving in the mix.
All versions of the GLE are fitted with an 85-litre fuel tank.
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.
The launch drive was limited to the 300d variant, though I did get a chance to sample the version with air suspension, as well as the model with the standard steel suspension.
Now, before we get too nerdy, this is an important element for a luxury SUV. Ride comfort is arguably as vital as effortless power. And, sadly for the GLE, neither model sets any benchmarks for suspension control and comfort.
The steel-sprung model doesn't have adaptive suspension at all, meaning that it can be bouncy, wobbly, unsettled and stiff all at the same time. The country road I sampled it on showed that the standard suspension offered up a quite nervous experience, never feeling as settled as a luxury SUV really ought to.
The air suspension version is definitely better, but still not as good as a BMW X5, Audi Q7 or VW Touareg. It lacks the body control and comfort that a true luxury SUV ought to offer.
Now, that might matter to you, or it might not. You might think the look of the car - with 20s, 21s or 22s filling the guards - is more important than how it deals with lumps and bumps. But it's our job to tell you how the land lies, and the GLE simply can't match the better SUVs in this segment as a driver's tool.
There is another level of suspension which the CarsGuide team (myself included) hasn't yet had the chance to sample - the E-Active Body Control system, which includes curve-tilting so it can make the car feel level through corners, and a system that'll scan the road ahead to predict bumps and lumps and prime the suspension to deal with it. That system is $13,000... and, while I haven't sampled it yet, it's my hope that it makes all the difference to the GLE.
So, what about the other driving elements? Well the steering is light and accurate, and decently responsive at low speeds or highway pace, and you're never left guessing as to what'll happen.
The engine, too, is decent - a 2.0-litre with 180kW and 500Nm is nothing to be sneezed at - but in a vehicle this large, with a kerb weight of 2165kg, and with a nine-speed automatic taking care of forward progress, it can be a busy engine.
That's because the transmission will shuffle between ratios when you encounter a hill as it doesn't quite have the grunt to simply stick in a gear and tug you along. It's not that big of a deal, and the transmission is smooth enough and pretty hard to catch out, but it is a little less effortless than a six-cylinder would no doubt be.
All in all, I was left wanting more from the drive experience. Maybe the higher-grade models with the highest-grade suspension will prove a better flag waver for the new-generation GLE.
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.
As you'd expect, the Mercedes-Benz GLE has achieved the highest possible five-star ANCAP safety rating under the stricter 2019 criteria. Indeed, the GLE was given the best ever score for child occupant safety.
The GLE is loaded with the safety technology and equipment you would expect. There's auto emergency braking, lane departure warning, lane keeping assist (with active lane assist - it will merge into the next lane when you indicate), blind-spot monitoring, rear cross-traffic alert, front cross-traffic alert, adaptive cruise control, a 360-degree camera with reversing camera, front and rear parking sensors, semi-autonomous parking, and driver fatigue detection.
The GLE has nine airbags (dual front, front side, driver's knee, rear side, full-length curtain).
All GLE models have three top-tether restraints for child seats, and dual ISOFIX anchors in the second row. The seven-seat model has no third-row child restraints.
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.
Mercedes-Benz stands by its three-year/unlimited kilometre warranty plan, stating at the launch it has no plans to extend it to match what most of the mainstream brands now offer (five years). But it's not alone in the luxury segment in that regard.
The big point the company's local reps made was that they're trying to lower the cost of ownership for customers through servicing packages. You can pre-pay them, or you can pay as you go (PAYG).
The GLE requires maintenance every 12 months or 25,000km. The pre-pay option is $2700 for the first three years/75,000km of maintenance or, if you decide to PAYG, the costs are $850, $1200 and $1250 (totalling $3300 over the same period). It makes sense to pre-pay then, and you can bundle the cost into your finance, too, so you'll notice it less.
There is three years roadside assist included at no cost if you buy the car brand new, as it coincides with the warranty period.