Range Rover Evoque VS Mini Countryman
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
- More mature looks
- Safety overhaul
- Still fun to drive
- Ride can feel overly firm on standard suspension
- No Apple CarPlay/Android Auto
- Inevitable price hikes
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|
Andrew Chesterton road tests and reviews the new Mini Countryman Cooper, Cooper D, Cooper S and Cooper SD All4 with specs, fuel consumption and verdict at its Australian launch in Canberra.
Mini's new Countryman is officially the least mini Mini ever made. So un-Mini, in fact, it now stretches over 4 metres in length for the first time ever. It's also taller and wider than the car it replaces, making it the biggest Mini ever produced by the brand.
But there's method to Mini's super-sizing madness, with the brand desperate to make sure its new Countryman isn't just big, but is also a big deal for the first time in its brief history.
The outgoing model makes up about 15 per cent of Mini's sales in Australia - despite playing in the most popular segment - and the brand's bosses reckon they know the problem. Internal surveys reveal more than 30 per cent of people who were considering a Countryman, but ended up buying something else, did so because it was too small and impractical to be used as a family car.
And so it's grown in every direction. Its now 20cm longer, 1.5cm taller and 3.3cm wider, and it sits on a 7.5cm longer wheelbase. And while those numbers might not sound massive, it makes a difference in the cabin, and adds an extra 100 litres of boot space.
So is a maximised Mini a good thing?
|Engine Type||2.0L turbo|
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.
Bigger is better for Mini's Countryman. More space, more technology and with a more mature styling treatment, the Countryman finally offers the right ingredients to appear on family shopping lists.
2017 Mini Countryman range specifications
Price: From $39,900
Fuel consumption: 6.0L/100km (Cooper), 4.8L/100km (Cooper D) 6.5L/100km (Cooper S), 5.2L/100km (Cooper SD)
Tank: 51 litres
Warranty: 3 years/unlimited
Service Interval: Condition based
Engine: 1.5-litre petrol, 100kW/220Nm, 2.0-litre diesel, 110kW/330Nm, 2.0-litre petrol, 141kW/280Nm, 2.0-litre diesel, 140kW/400Nm.
Transmission: 6-sp auto/8-spd auto
Spare: Run flats
Turning circle: 11.4m diameter
Dimensions: 4,299mm (L), 1,822mm (W), 1,557mm (H)
Would you prefer a Countryman to an X1 or a Q2? 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.
Like an old-school Mini that's been stung by something flying and horrible, the Countryman has swollen in every direction, with Mini also smoothing out some of the design quirks of the outgoing model.
A redesigned grille and bonnet give the front end a calmer, more mature look, while the higher roof line and the fact the 18-inch alloy wheels have been positioned at the furthest corners of the car make the Countryman seem bigger but more well-proportioned than the car it replaces.
Inside, there's a half-premium, half-techy air to the cabin. All models get well-bolstered, leather-trim seats, a meaty steering wheel and some genuinely cool touchpoints including the bright-red switch that fires up the engine. The dash is still dominated by a huge and light-ringed (part of a more extensive illumination set up that also shines ambient lighting in the footwell) circular display that houses the multimedia screen, while the air-vents have now been placed vertically.
There's a new-found maturity to the cabin. Nicer materials, less in-your-face dials and a genuine sense of premium. The cabin lighting is hit and miss though, but the little Mini dial that lights up on the sidewalk as you approach and unlock the car will surely put a smile on some owner's faces.
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.
Growth is good for Countryman buyers, with more room for passengers and luggage. Shoulder room and leg room have both grown (albeit by about 5cm), and the interior never feels cramped no matter whether you're sitting in the front or the back.
Boot space has increased, too, growing from 350 litres to 450 litres with the 40:20:40 rear seat in place, and from 1,170 to 1,390 when it is folded flat.
Standard fit includes two cup holders for front seat passengers, plus room in the doors for bottles, but both the S and SD models also get a pull-down divider in the rear seat that houses another two. There's two ISOFIX attachment points, one in each window seat in the back.
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).
The bad news first: there's pricing pain right across the streamlined Countryman line-up, with the like-for-like cost of entry into an automatic model climbing by $3,400, and the cheaper still manual option banished from the line up altogether.
The range now kicks off with the entry-level Cooper, now starting from $39,900, sitting below the Cooper D at $43,900. The first of the fun-flavoured variants arrives next, the $46,500 Cooper S, with the 2017 line-up topping out with the $51,500 Cooper SD (Sport Diesel) All4 - the only model to get all-wheel drive.
You do get a heap more kit for your money, though, even if some of the items really should have been included on the outgoing model, too. You get a reversing camera for the first time, for example, but you'll also find front and rear parking sensors, an auto-parking system, cruise control, 18-inch alloys and a powered boot you can open by waving your foot under the rear bumper.
Elsewhere, expect leather-trimmed seats, dual-zone climate control, keyless entry, a 6.5-inch screen (still not a touchscreen, but you can option one) paired with a six-speaker stereo and an admittedly cool light system that illuminates the Mini logo on the footpath when you unlock the car.
But the big news is the standard safety equipment that makes an appearance even on the entry-level Cooper. But more on that under our Safety heading.
Spring for the Cooper D and you'll find the same kit, but add two gears to your automatic gearbox, now an eight-speed. The Cooper S adds a sports transmission, a rear centre armrest, LED headlights and the steering wheel from the John Cooper Works models. You also get a drive-mode selector, but adjustable dampers are a cost option. The SD model gets the same as the S, only with all-wheel drive.
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.
Things kick off with a less-than-exciting three-cylinder engine housed within the entry-level Cooper. The 1.5-litre power plant produces 100kW at 4,400rpm and 220Nm from 1,400rpm, fed through a six-speed automatic before being sent to the front wheels. It'll squeeze a 9.6sec zero-to-100km/h sprint out of the cheapest Countryman.
Step up to the Cooper D and you'll find a 2.0-litre diesel under the bonnet producing 110kW at 4,000Nm and 330Nm from 1,750rpm. It will reduce the sprint time to 8.8secs, using the first of the eight-speed automatics in the Countryman line up.
The sporty Cooper S squeezes 141kW at 5,000rpm and 280Nm from 1,350rpm from its 2.0-litre petrol engine, channeled to the front wheels via an eight-speed sports automatic, which is enough to produce a 7.4sec sprint to 100km/h.
Finally, the Cooper SD All4 gets a 2.0-litre diesel donk producing 140kW at 4,000rpm and an impressive 400Nm from 1,750rpm, fed to all four wheels through an eight-speed sports automatic. The 100km/h sprint takes an identical 7.4 seconds, however.
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.
The entry-level Cooper will sip a claimed/combined 6.0 litres per hundred kilometres and produce 138g per kilometre of C02. The Cooper D is the most miserly of the Countryman family, returning 4.8 litres per hundred kilometres on the claimed/combined cycle, and will produce a 126g per kilometre of CO2.
The sportier models will predictably cost you more at the pump, with the Cooper S drinking 6.5 litres per hundred kilometres (claimed/combined) and emitting 149 grams of CO2 per kilometre, while the Cooper SD need 5.2 litres on the same cycle, while emitting 138 grams of C02 per kilometres.
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.
There's s reason F1 cars don't offer much boot space, and that's because bigger is rarely better in the slippery world of aerodynamics and performance. So the model we were most excited about driving - the overgrown Cooper S - was also the one we approached with the most trepidation.
Happily, it still feels the most urgent of the current crop (a JCW version is still en route) with a zero-to-100km/h time that doesn't set the world on fire, but equally doesn't feel anything resembling slow. The optional variable dampers ($700) make a different on rougher road surfaces, with the harsh and jarring ride of old banished in favour of something a little more smooth, but no less connected.
Equally important, though, is that its weight gain hasn't hurt it in backroad hillclimbs. While the tired old "like a go-kart" description can't be applied to something now the the genuine size of a small SUV, it still feels constantly planted to the road, with direct steering and plenty of feedback fed through the meaty steering wheel.
Step up to the range topper, the diesel-powered SD All4 and things take a turn for the weirder. On paper, the all-wheel-drive model should kill it. A mere kilowatt less power than the Cooper S, but a bucketload more torque, along with the ability to channel that power though a clever all-wheel-drive system should see it devour the sprint. But with that extra kit comes extra kilos (1530kg versus 1460kg), and so the offical time is bang-on that of the petrol-powered S.
But it never feels as quick in the real world. It lacks some of the free-revving fun of the petrol, instead choosing the next gear early in the rev range in automatic mode, and flat-out refusing to shift down a gear as you approach a corner should you take over the shifting via the manual paddles. It feel no less planted than the Cooper S, and it grips and sits beautifully on the twister stuff, but the fun factor just isn't the same.
While we didn't sample the Cooper D, we spent some time in the fun and frugal Cooper. Its three-cylinder engine offers enough power to keep you entertained in the city, but things get a little less fun out on the open road where the climb from 80km/h to 100km/h can feel eternal. The ride, too, feels rougher, with the suspension set to a sportier ride which allows harsher bumps into the cabin.
But all of that stuff will fade into obscurity when you're off the twisting roads and back in the city - and let's face it, that's where the Countryman will spend the bulk of its time. And it's here where Mini's changes make the most sense. The cabin feels light and airy, you can fit more stuff in the boot, the interior treatment is first-class and the addition of crucial driving aids will make day-to-day driving so much easier.
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 Countryman has gone from one of the worst in show (no reversing camera?) to one of the strongest standard safety performers. The now-standard reversing camera joins front and rear parking sensors and an automatic parking system that will take over the steering for you when manoeuvring into a tight spot.
But you'll now also find Mini's Driver Assistant Package, which includes forward collision warning with pedestrian detection and AEB, and street-sign recognition that reads the signs as you pass them and displays that info on the in-car screen. You can add to that active cruise that will come to a complete stop with traffic before accelerating to speed again, and five airbags (dual front airbags, a side airbag for the driver and two curtain airbags covering both rows of seats).
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 Mini Countryman is covered by a three-year, unlimited-kilometre warranty and requires what BMW calls "condition-based servicing", meaning your car is serviced when it needs to be, rather than after a predetermined amount of kilometres. Owners can prepay their maintenance costs for five years or 80,000km for $1,240.