Range Rover Evoque VS Mitsubishi Pajero
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
- Simple, proven mechanicals
- Oodles of space
- Smooth on tarmac, capable off it
- No driver aids due to age
- Third-row seats complex and tiny
- One of the oldest 4x4s on sale today
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|
If you're in the market for a genuinely large, rugged-duty four-wheel drive diesel wagon, your choices are rapidly diminishing... and if you're looking for one that's relatively affordable, your choices are even fewer.
But has age wearied this old battle horse? We're testing the 2018 update to see if it's still relevant in today's market.
|Engine Type||3.2L 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.
There's no doubt that the Pajero is getting on in age, and there's no sign of Mitsubishi replacing it any time soon.
Then again, it doesn’t really need to. It sells quite well, it's really affordable, all of the bugs have been ironed out of it, and it's as tough as old boot leather.
It's not the most handsome thing on the road, and its active safety spec is behind that of more modern vehicles, but it's easy to forgive these oversights (okay, not the safety aspect so much) when it's as practical and lovable as this.
Is simple - like the Mitsubishi Pajero - the best? Or is tech the way to go?
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.
Park your 2018 Pajero next to a model from the mid-naughties and from side on, you would be hard-pressed to tell the difference. Over the years, there have been superficial updates to elements like bumpers and tail-lights, but the Pajero's large boxy visage remains virtually untouched from its 2006 introduction.
It features a huge glasshouse, which makes for a very airy and bright cabin, while its box-like rear section endows the 4x4 wagon with a massive rear cargo space. It's certainly not going to win any beauty awards but that's really not the point of the Pajero.
On the inside, too, the only concession to up to date motoring is the touchscreen multimedia system. Again, there have been small cosmetic changes over the years to the Pajero's design language inside the car, but it really doesn't feel that much different to one of its 12-year-old siblings when you hop aboard.
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 Pajero is sold as a seven-seater and the rear two seats are tucked underneath the boot floor. There is also a 60/40-split fold second row, which can be tumbled forward to make a larger space as well as provide access to those two rear seats.
The third row really is the definition of a jump seat; it’s a narrow bench with short seat backs that are extended by comically oversized head rests, which need to be detached to stow the rear seat under the floor.
In fact, it is quite a complicated system to erect the seats in any sort of hurry and the parts are quite weighty, as well. People of a smaller stature will struggle a bit to configure those rear seats in any sort of hurry.
The same criticism can be levelled at the second-row seats, which basically need two separate movements to revert from tumbled to assembled. In their favour, they do offer a reclining back, which adds to rear seat comfort, and there is absolutely no shortage of headroom or kneeroom for even the tallest passengers.
There are ISOFIX mounts on the second-row outside seats, as well as a pull-down centre arm rest that hides two cupholders. Unusually in a relatively modern car, there are no door cards of any description in the rear doors, which means bottles can't be stowed there.
While the front doors have narrow short pockets, they are not equipped to hold any sort of bottles, either. The only way that you'll hold the drink is via the two cupholders that sit side by side in between the two front seats.
The big Paj is unashamedly aimed at people who like to treat their cars hard and put them away wet, and there is a lot of hard plastics here that will resist the rough and tumble of an outback life but may detract from the Paj’s ambience for suburb dwellers.
Overall, though, the Pajero is incredibly easy to operate and live with. There is an absolute lack of unnecessary bells and whistles and it features just what you need to drive up and over any obstacle in your path.
Visibility around the car is excellent in all directions, though the tall bonnet may make it awkward for some drivers to park the car. There are sensors and a reversing camera for parking, which does make life easy, although there are no line markings on the display to help you line up a trailer.
Our tester is carpeted, and one can easily see large rubber mats placed on the floor for a little bit more off-road resistance.
Internal cargo space rivals that of a panel van, with a low floor, high roof and large door aperture making the 1069 litres (VDA) of space with the second row in place (or 1798L with all rows folded) a doddle to access. The right side-hinged one-piece swinging door won’t suit everyone, though, and we weren’t able to access the rear of the Paj when our trailer was in place.
The spare wheel is mounted to the rear door, which isn't always the easiest thing to access, either, particularly for smaller adults. As well, you'll have to get under the floor to retrieve the jack and the wheel brace, as they are located in with the third-row seat.
There are luggage tie-downs in the cargo area while vents are situated in the roof throughout the car and the third-row passengers also get their own cupholders. Second-rowers miss out on any sort of power points but they do have access to ventilation controls.
And a big tick for the extendable sections within the Pajero sunvisors - such a rarity these days! It’s like no-one commutes north or south any more in car design land...
There's no digital speedo, sadly; in fact, there's not much digital stuff going on at all other than an ageing, but still useful, digital fuel and information gauge on top of the centre console.
The Bluetooth-ready head unit is similar to those found in other Mitsubishi products and features Apple Car Play and Android Auto. It's reasonably simple to use, though some of the submenus are quite hidden, making them hard to access. And the USB ports are mounted in the glovebox; not a drama, per se, but more inconvenient than most.
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).
In terms of its value, the $58,990 Pajero GLS presents very well against its most logical rival, the $59,990 Toyota Prado GXL. It's arguably got more capability than than the younger Prado, though size- and ability-wise, the Paj isn’t too far off the venerable LandCruiser GXL, which is almost $25,000 dearer.
Out of the box, the Pajero GLS comes with automatic lights and wipers, a leather-clad steering wheel and shifter, leather-bolstered seats with cloth inserts, heated front seats, a rear diff lock, front and rear fog lights, regular (non-adaptive) cruise control, and a 7.0-inch touchscreen multimedia system with Apple Car Play, Android Auto and Bluetooth streaming. There is no navigation fitted to this particular version.
The Paj features a multi-stage 4x4 system that Mitsubishi calls Super Select II, as well as independent suspension front and rear, and the company's tried and trusted 3.2-litre DiD four-cylinder turbo-diesel engine mated to an old-school five-speed automatic gearbox. It rides on 18-inch alloys that are shod with a more street-orientated all-terrain tyre.
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 fourth-generation Pajero was updated in 2011 with the then-new 4M41 3.2-litre four-cylinder direct injection turbo diesel engine, and it instantly transformed the Pajero into a much nicer rig.
Even seven years on, the engine still feels refined and powerful, and it gives nothing away to its more modern, smaller capacity four-cylinder turbo diesel rivals. It musters up 141kW of power and 441Nm of torque – the latter number sounds a bit anaemic in this age of 500Nm utes, and the two-tonne-plus weight of the Paj plays against it too, but in use, even with a two-tonne race car/trailer combo on the back, it did the job perfectly well.
The engine connects to Mitsubishi’s Super Select II 4x4 system via an old but tough five-speed auto.
The Super Select II system allows the driver to pick rear-wheel drive, or three distinct 4x4 modes. High-range 4WD (centre diff unlocked) is suitable for everyday use, and should arguably be the default setting. High-range 4WD (centre diff locked) is better for dry and loose conditions, while low-range 4WD is your go-anywhere, do-anything mode, especially when combined with the lockable rear diff.
What does that do, you ask? It basically prevents the diff from sending all power to the wheel it thinks needs it the most, enabling both rear wheels to help when the going gets slippery. It's a definite no-no on the streets, though; you'll 'wind up' the diff by not allowing the other wheel to rotate freely when you're turning a corner, and it doesn't like that.
If you want to tow with the 2255kg Pajero, it can haul 3000kg of braked trailer, and has a generous gross vehicle mass figure (total legal weight of car, trailer, passengers and load) of 6030kg. If your trailer is over 2500kg, the downball weight maximum is 180kg, which increases to 250kg if the trailer is under that figure.
Sure, the Pajero not getting any younger, but it all works brilliantly well... and that's testament to its basic good character.
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.
After 380km aboard the Paj, including 55km with a laden trailer behind it, we returned a dash-indicated fuel figure of 10.4 litres per 100 kilometres on the combined fuel economy cycle, and our 38 litres of fuel used equated to a real-world 10.0L/100km.
Against a combined fuel economy claim of 9.1 litres, this is a great result.
The Pajero’s tank holds 88 litres of fuel, giving it a theoretical range of 980km.
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.
Around town and between cities, the Pajero is a big, soft, cuddly, easy-to-drive companion on both tar and gravel. It's not exactly precise through the helm, but it stays away from being overly agricultural, and compares well to younger rivals like the Everest.
In fact, it's surprisingly easy and comfortable to drive every day, with a responsive, well modulated power delivery through the five-speed auto, good brakes and good road manners at cruise. It's easy to manoeuvre in town, too, though there's no doubting that it's a big car from behind the wheel.
On paper, it seems like it’s a little less sophisticated than some of its more modern rivals when it comes to off-road ability, but with the rear diff lock and low-range capability, the Paj does perfectly well without modern niceties like hill descent and ascent control modes.
The gearbox can be overridden so a gear can be held when clambering up or ratcheting down a steep terrain, and while the more citified tyres are a little bit of a compromise when the going gets really rugged, dropping the pressures will help immensely to find additional grip when needed.
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.
This is where the Pajero’s age plays against it. It’s equipped with six airbags (including full-length curtain bags) and brake assist, as well as a reversing camera, but its architecture prevents the addition of driver aids like lane departure warning and auto emergency braking (AEB).
It still holds a maximum five-star ANCAP safety ranking, which was achieved in 2011. If it were retested for 2018, it could potentially lose up to two stars for the missing driver aid equipment.
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 on the Pajero.
It also offers a fixed-price service deal for the first three years of the Pajero’s life, with service intervals of 15,000km or 12 months (whichever comes first).
The first three services over 36 months total $1810 (which is $460 more than the Pajero Sport, by way of comparison).