Range Rover Evoque VS Nissan Pathfinder
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
- Stronger design
- Updated safety gear
- Better in-car technology
- AEB not standard on base model
- Still not as sharp as class leaders
- Fuel use in the V6 cracks double digits
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|
Nissan's seven seat Pathfinder has an image problem. Not so much that people think of it poorly. It's worse than that. People don't think of it at all.
In fact, Nissan reckons its family-hauling Pathfinder has been "flying under the radar" in Australia, and they're probably right. Shifting from a body-on-frame to a car-like monocoque set-up in 2013 has helped make the current Pathfinder the most popular released to date, but it hasn't exactly set the sales charts on fire. The big Nissan managed 5560 sales in 2016, only a handful more than Mazda's CX-9 sold, despite the latter only being on sale for the final six months of the year.
"Pathfinder frustrates us a little bit," admits Nissan Australia CEO, Richard Emery. "It doesn't get the credit if deserves. We think it's becoming something of a forgotten car."
So, in an effort to generate some noise and make it a little more memorable, Nissan's 2017 update delivers stiffer suspension at every wheel, more modern in-cabin tech and better safety equipment (including autonomous braking on all but the entry-level model). It looks better, too, with a new and rather handsome face that injects some much-needed style to the big and hulking Pathfinder.
So, do the changes mean the Pathfinder deserves a second (or first…) look?
|Fuel Type||Premium Unleaded Petrol|
Range Rover Evoque7.8/10
The second-generation Range Rover Evoque is a lot of things. It’s stunning to look at, better to drive, more practical, and more luxurious than ever before.
While it’s also hugely expensive and has lost some of the charm that came with its once-small visage, it achieves something far more important for the Evoque name, and that’s keeping it relevant in an increasingly congested luxury space.
Do you think the second-generation Evoque has reclaimed its ‘design icon’ throne? Share your thoughts in the comments below.
Also check out Andrew Chesterton's thoughts from the Evoque's international launch.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Better looks, better technology and better safety equipment make the Pathfinder well worth a second look if you're in the market for a good value seven seat hauler. The V6 is our pick for driver fun, but if the thought of fuel bills sends you spare, the hybrid might be right up your alley.
Does this upgrade put Nissan Pathfinder back in the seven seat SUV hunt? 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.
Simple: it looks better that it did before. The 2017 redesign sees the front end reshaped to look more sleek and modern, helped by the LED DRLs, 'V-Motion' grille, and what Nissan calls "razor" turn signals integrated into the wing mirrors.
Inside, the cabin is spacious and airy, while the dash is still busy, but now far more modern.
Seven colours on offer - Caspian Blue, Brilliant Silver, Cayenne Red, Gun Metallic (dark grey), Ivory Pearl (white), Diamond Black, and Midnight Jade (green).
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 Pathfinder is a big unit, and given that imposing size it's every bit as practical as you might expect.
Luggage load capacity specs might be a small 453 litres with the all seats in place, but that boot space number grows to 1354 litres with the third row of seating folded flat, and cargo capacity swells again to a massive 2260 litres with the second and third row folded down.
Towing capacity for an unbraked trailer is 750kg across the range, with braked trailer capacity jumping to a useable 2700kg for non-hybrid models, and 1650kg for the hybrids.
Elsewhere in the interior, front seat passengers share two straight-lined cupholders, with two USB charging points and an auxiliary in-line jack hidden in a centre-dash cubby hole. Second row passengers can control their own air-con temperature, and there's a cup holder in each rear door (and another two in the pull-down divider that operates the rear seats), plus room for bottles in the door pockets.
But the Pathfinder's true party trick is its 'EZ Flex' seating system, which maximises space inside and ensures climbing into the third row of seats is easy. For a start, the second row of seating is fitted on a slide rail, meaning you can prioritise space in the second or third row, depending on how many passengers you've got. Then the third-row seats also recline, making like back there a touch more comfortable.
To get into the third row, the side-seat levers don't just fold the seatback forward, but also fold the seat cushion up as it slides forward, making climbing into row three very easy indeed, with Nissan claiming the widest entry point in the segment.
Turning radius is a not insubstantial 11.8m, so take care in the parking station.
A space saver spare tyre and repair kit are standard on all models.
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 2017 Pathfinder range arrives in three cost and trim levels, the price list opens up with the entry-level ST, which is cheapest in front-wheel drive (2WD) (though, now $500 more expensive than it was) at $41,990. Opting for four-wheel drive (FWD) lifts that price to $45,490 while the two-wheel drive hybrid version will set you back $44,490. There is no rear-wheel drive only option.
The range them climbs to the mid-spec ST-L, which is $53,690 in 2WD configuration, $57,690 for the 4x4, and $60,690 as hybrid-powered 4WD.
The 2017 Pathfinder range reaches its peak with the top-tier Ti, available in 2WD ($62,190), 4WD ($66,190), and as a hybrid-equipped 4WD ($69,190). Every Pathfinder arrives with seven seats as standard.
There are extra standard features across the range, too. The entry-level ST is now equipped with an 8.0-inch touchscreen as standard, which pairs with a Bluetooth-equipped sound system with six speakers, radio and CD player. Cruise control is also standard fit, as is tri-zone climate control. Outside, expect manually levelled halogen headlights, 18-inch alloy wheels and privacy glass covering the second and third row, along with roof rails and LED daytime running lights. Inside, you'll find cloth seats but a leather-accented steering wheel and gear shift.
Step up to the ST-L trim and you'll add a panoramic sunroof, fog lights, heated wing mirrors, GPS sat-nav and welcome lighting, while your now leather seats are heated in the front and your stereo is upgraded to a Bose 13-speaker system.
Spring for the Ti and your alloy wheels grow to 20 inches, your auto-levelling headlights are now LED-quipped and your wing mirrors will auto-tilt when you're in reverse. Your heated and cooled front seats also get a memory function for the driver. Perhaps most importantly, though, you'll now find a screen embedded in the back of the driver and passenger seat headrests to keep your second-row passengers entertained.
But forget pairing your iPhone for Apple CarPlay or Android device for Android Auto, neither function is available on the Pathfinder.
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.
Two engine size options in the Pathfinder range, a V6 petrol and an electric motor-equipped hybrid. There is no possible petrol vs diesel debate here, mostly because this car is taken from Nissan's American fleet - a place where oil-burners are about as popular as gun control.
In terms of engine specs, the 3.5-litre V6 is a perky unit, generating 202kW/340Nm and offering a smooth and broad power delivery missing from smaller capacity engines.
It's paired with a continuously variable transmission (CVT) automatic (no manual transmission option), but Nissan has built artificial steps into the gear mapping to simulate the changing of gears as per a conventional torque converter transmission.
The hybrid option is a 2.5-litre, four-cylinder engine partnered with a 15kW electric motor. It will produce a combined 188kW/330Nm, and is paired with the same CVT.
Rather than a timing belt, Nissan uses a chain on both engines for optimum durability.
Speaking of which, earlier, Spanish-built cars (pre-2009) did suffer problems, with complaints focusing on build quality and diesel engine oil leak issues. Other common faults related to clutch and brake wear, but later Thailand-built vehicles (including this one), have a deservedly higher quality reputation.
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.
When it comes to fuel consumption, this new Pathfinder is more fuel efficient than the outgoing model, but it's still not a particularly pretty picture in terms of the amount of gas consumed.
Of the V6 Nissan Pathfinder models, the 2WD versions deliver the best fuel economy, drinking a claimed/combined 9.9L/100km, though that climbs to 10.1L/100km if you opt for a 4WD.
Emissions are pegged at 230 grams per kilometre (2WD), and 234g/km (4WD).
The hybrid models lower those numbers to 8.6L/100km, and 8.7L/100km in the 4WD versions. Emissions are lower, too, now 200 and 202g/km respectively.
Fuel tank capacity is 73 litres for the V6 and Hybrid.
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.
Not an off-road review this time around. Our test route didn't threaten this beast's healthy ground clearance or wading depth, and was largely limited to a fast and smooth succession of sweeping corners - roads the Pathfinder was destined to shine on - but there were a handful of tight and twisting bends on which to heap pressure on the big Nissan's suspension and grip.
All up, the early signs are positive. The new and firmer suspension has rebuilt the outgoing model's troubled relationship with the blacktop below it, and while it can send the occasional bump or rattle into the cabin, we reckon that's a price well worth paying for a far more confidence-inspiring drive experience.
Only when you decide to really push it, tackling tight turns with more gusto than the Pathfinder is ever likely to face, are you really reminded of the car's limitations, with a noticeable lean accompanied by a high-pitched whining from the tyres. The stiffer suspension has added speed to the steering, too, with Nissan claiming a seven per cent increase on the out-going model.
Still, the Nissan is a circa two tonne beast. In straight line performance it's not going to threaten 0-100km/h acceleration records, and its dynamics are still a touch off the pace in comparison to the segment leaders, but it's now a comfortable and confident way to guide yourself cross-country.
The 2017 Pathfinder is spacious, comfortable and now loaded with current technology. And if fuel use isn't a concern, the V6 engine offers up a smooth power delivery and an easy cruising speed that's available right across the rev range - a naturally aspirated joy that's something of a rarity these days.
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.
Every Pathfinder arrives with a host of safety features including a reversing camera, rear parking sensors, reverse camera ('Around View' on Ti, but no park assist) and cruise control, which join six airbags (twin front, side and curtain), but springing for the ST-L or Ti trim now adds active cruise control, forward collision warning with AEB and rear cross-traffic alert.
There are three restraint anchorage points for child seats across the middle row seats , and one on the right-hand side of the thrid row. The two outer centre row seats positions are ISOFIX equipped.
The entire Pathfinder range was awarded the maximum five-star ANCAP safety rating when tested following its 2013 launch.
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.
Every Pathfinder is covered by a three year/100,000km warranty, with 24-hour roadside assist offered throughout. Nissan Australia doesn't offer an extended warranty option.
Petrol Pathfinders require a trip to the service centre every 12 months or 10,000kms, while hybrid service intervals are shorter: six months or 7,000km.
Both models fall under Nissan's 'myNissan' menu-based service cost program, effectively a capped price servicing arrangement, with owners able to see what is required at each service ahead of their visit to the service centre.