Range Rover Evoque VS Mitsubishi Outlander
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
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|
On the face of it, the Audi Q7 and Mitsubishi Outlander have few things in common. They're both (mostly) seven seat SUVs and that's pretty much where they part company. Except if you have a poke around the spec sheets of both ranges, you'll find something quite interesting.
Both are offered as five seat plug-in hybrids because the batteries take up the space of the third row.
But, once again, here is where they depart because the cheapest PHEV (Plug-In Hybrid Electric Vehicle) starts at an absurdly reasonable (for a PHEV) $45,990.
|Fuel Type||Hybrid with Regular Unleaded|
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.
Like most Mitsubishi models, the base model has all the good stuff of the top-of-the-range, although I'd skip the ES and go for the ES ADAS. For all the extra cash, you don't really get that much more in the Exceed because there's not much in Mitsubishi's grab bag. There's almost nothing to commend the Exceed over the LS.
As a city car, the PHEV is quite good as long as you don't ask too much of it. The electric range is useful for school runs or shortish commutes (if you can park near a power point) and when you're flat, the engine sorts you out.
Like the rest of the Outlander range, it's honest transport and not much else. The PHEV, though, proves that when Mitsubishi puts its mind to something, it can turn out quite alright.
Is the fact it's a plug-in hybrid enough to tempt you out of a conventionally-powered car or does the extra expense make it a weird choice?
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 Outlander's fresh nose from a year or so back is leaps and bounds from when the car first landed in 2012. While there is a bit more chrome than I consider strictly necessary, the PHEV's face is no different to other cars in the range.
What is different is idiotic, over-sized PHEV badges on the car's flanks. They look crooked, too, which is a bit disheartening. But at least onlookers will know you care.
The car is otherwise quite conventional to look at. The dinky wheels have too many spokes and belong on a Toyota Crown and there's little in the way of flair. But this car is not about flair, so that's fine.
Inside is also fairly dull, but does the job. The new touchscreen integrates nicely, though and everything seems to fit. Some of the switches look like they're from Jaycar - the heated seat switches for example - but it all seems solid enough.
Every time I drive an Outlander, I think the interior will take a pretty good hammering, which is reassuring. The flimsy-feeling action on the door handles is less so.
Oddly, the full leather of the Exceed isn't as nice as the leather/micro-suede of the LS.
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.
One of the Outlander's few outstanding features has been its status as a bargain seven-seater. That's out the window with the PHEV, but given it needs a (big) battery, that's fair enough.
The boot is a handy 477 litres with the rear seats in place and if you put them down, you have an impressive 1608 litres. Front and rear rows score a pair of cupholders each and there's a bottle holder in each door.
Passenger space is good for four but given it's slightly narrower than similar cars its size, the middle rear passengers feels the squeeze.
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 $53,990 PHEV Exceed, the car I had for a week, recently came in for a price cut, a very handy $1500. If you don't need or want what the top-of-the-range has to offer, you can start with the ES at $45,990, the ES ADAS (Advanced Driver-Assist Systems) at $47,490 and the LS at $50,490.
Read More: Mitsubishi Outlander 2019 review
Read More: Mitsubishi Outlander PHEV ES 2019 review
The Exceed rolls quietly off the line with 18-inch alloys, a six-speaker sound system, reversing camera, keyless entry and start, dual-zone climate control, active cruise control, auto headlights and wipers, partial leather interior with micro-suede inserts, electric front seats, heated and folding power mirrors and electrochromatic rear vision mirror.
Entertainment comes from Mitsubishi's new 7.0-inch touchscreen from the ASX and, truth be told, it's fairly ordinary. But it does have Apple CarPlay and Android Auto, which is very welcome indeed given the absence of 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.
The PHEV has a 2.0-litre petrol engine producing 87kW/186Nm and two 30kW electric motors that bring the total combined power outputs to 120kW/332Nm.
A 12kWh/40Ah battery hides under the boot floor and takes around six hours to charge from a domestic circuit and if you get a fast-charger, that comes down to an 80 percent charge from 25 minutes.
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 official combined cycle figures are listed at 1.7L/100km. Some years ago editor Flynn managed something close to this figure but I fear it involved hazard lights and driving slowly down the hard shoulder - hyper-miling, if you will.
My esteemed colleague managed a day's motoring on 7.5L/100km which seems reasonable, but he started the day with a full battery. When I did that, I saw about the same figure, which seems a bit high. You're not necessarily going to save a lot of fuel or carbon unless you're careful on the road and diligent with the charging.
Mitsubishi says a full battery will give you 54km but that's exceedlingly (sorry) unlikely.
What might you expect if you drive it without having charged it up? We gave that a go and the results weren't amazing - 11.3L/100km. So keep it charged or it's just a heavy, quiet Outlander LS.
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.
While the petrol and diesel Outlanders are varying levels of ho-hum, the PHEV is not too bad. The instant response of the electric motors is far preferable to the teenage whining of the petrols and grumbling of the diesel. One of the Outlanders worst features, the CVT, is absent as the engine plays no part in directly driving wheels.
When I first started driving it, I was deeply disappointed that the PHEV doesn't try very hard to recover charge when you lift off the throttle. Drive a BMW i3 and you'll find you barely need the brake. But I discovered if you nudge the nasty plastic shifter down (or pull the lovely alloy paddle), the display told me I was in B3. Lifting off created a much more agreeable drag and the dash graphic showed more enthusiastic recovery. Another nudge or pull and B5 got me closer to what I thought should be the starting point. But I was pleased nonetheless as it helps eke out further electric range.
The model featured below is the 2020 Mitsubishi Outlander LS 2WD
Apart from that, the ride is crashy and bumpy - Mitsubsishi's engineers seem to have 'solved' the extra kerb weight problem by stiffening everything up, meaning the lolling body control of the other cars is firmed up a little. It just isn't all that flash at suburban speeds on suburban roads.
The near-silent whoosh of the electric motor will eventually be replaced by the daggy drone of the petrol engine. It's sharply at odds with the calm refinement of the electric propulsion and is a bit of a shame that it crashes the party so rudely.
In highway running the engine fades into the background and you can get used to the comfortable seats, pleasant cabin ambience and the good view ahead.
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 Exceed has seven airbags, ABS, stability and traction controls, reversing camera, reverse parking sensors, forward AEB, lane-departure warning, active cruise, lane-change warning, lane-change assist, around-view camera, reverse cross-traffic alert, blind-spot warning and auto high beam.
Also on offer are two ISOFIX and three top-tether child seat anchor points.
The Outlander range scored five ANCAP stars in 2014.
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.
Mitsubishi offers a five-year/100,000km warranty with four years roadside assist in the form of a motoring organisation membership.
The company also offers capped-price servicing, which amounts to $1095 over the three years of the program. It would be nice for that to extend further, but there you go. The PHEV's servicing is cheaper than the diesel but more expensive than the petrol by about 30 percent.
Your dealer expects a visit every 12 months or 15,000km.