Range Rover Evoque VS Porsche Cayenne
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
- Looks cool
- Beautifully engineered
- Fast yet comfy
- Modest warranty
- Upper model $$$
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|
It was only a matter of time. More than a decade ago BMW kicked off the German luxury SUV coupe 'thing' with the X6, followed by the smaller X4.
Mercedes-Benz returned serve with its GLE and GLC Coupes, and more recently Audi has joined the party with the Q8. Now the domino effect has reached Porsche, with the Australian introduction of this car – the Cayenne Coupe.
Question is, does its carefully sculpted form compromise its intended SUV function? Happily, Porsche invited us to the local launch drive program, so we can find out.
|Engine Type||4.0L turbo|
|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.
The Cayenne Coupe is a logical extension of Porsche's determined push into the world of SUVs, yet logic isn't the key driver here.
Not cheap at any level, it's an emotional choice that's all about the optics. A swoopy, beautifully proportioned beast that'll poke your adrenal gland as effectively as it'll carry your kids and groceries.
Our pick is the twin-turbo V6 S. Massive performance and plenty of fruit without the top-shelf price tag.
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.
Porsche describes the Cayenne Coupe as a "more progressive, athletic and emotional" version of the third-generation Cayenne, and it's hard to disagree with that assertion.
The Cayenne Coupe's nose and front doors are unchanged from its more upright sibling, but the car is in fact fractionally longer, lower and wider (at the rear). LED headlights are standard across the board with the Porsche Dynamic Light System fitted to all but the entry-level car. That brings swivelling main beams and static cornering lights.
The windscreen angle is shallower and the front roof edge has been lowered 20mm. And the steeper roofline falls gently to the rear, and you start to see the impact of an extra 18mm of width back there.
Other tweaks include repositioning of the rear numberplate into the bumper and an adaptive rear spoiler which extends by 135mm at speeds of 90km/h and above.
The cabin will be familiar to current Cayenne owners, the front section essentially unchanged with a broad centre console and configurable media and instrument displays. The biggest changes inside are in the back.
Standard fit is effectively a two-seat rear, although the 'comfort' three-seater rear bench from the Cayenne is available as a no-cost option.
A huge panoramic fixed glass roof is standard but if you want to go full racer spec a carbon turret is optional.
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.
At just under 5.0m long, a little under 2.2m wide and close to 1.7m tall the Cayenne Coupe is a sizeable machine, and those in the front, divided by that wide, tapered centre console, are provided with plenty of space.
In terms of storage, there are two cupholders in that console as well as a small oddments tray, a lidded armrest/storage box between the seats, a decent glove box, and big bins in the doors with room for large bottles.
There are two 12-volt outlets, but be prepared if you're a USB-A user (Luddite?), there are two outlets in that centre storage box, and they're both USB-C.
Rear passengers sit 30mm lower than in the standard Cayenne and sitting behind the driver's seat set for my 183cm height, I enjoyed plenty of head and legroom. So here, the coupe roofline factor, isn't much of a factor at all. And the backrest angle is adjustable, which is a nice touch.
There are two cupholders in the fold down centre armrest, map pockets on the back of the front seats as well as individual ventilation outlets and two more USB (C) jacks.
The boot is where the rubber hits the road in terms of practicality, and despite the sloping rear end boot capacity is still generous in the first three models – 625 litres with the rear seat upright, for the Coupe and S Coupe, expanding to more than 1540 litres with the 40/20/40 split-folding backrest lowered.
The Turbo shrinks slightly to 600/1510L, and the addition of the Turbo S E-Hybrid's Lithium-Ion battery pack, electric motor and associated componentry means its cargo capacity is reduced by around 17 per cent to 500/1440L.
There are tie-down anchors at each corner of the floor, a 12-volt outlet, good lighting, and the spare is a collapsible space saver.
Maximum towing capacity for the non-hybrid models is 3.5 tonnes for a braked trailer (Turbo S E-Hybrid 3.0 tonnes) and 750kg unbraked. Porsche's 'Trailer Stability Management' system is standard.
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 Cayenne Coupe launches with four models with prices ranging from close to $130,000 to just over $290,000, before on-road costs, a slight price premium over the existing Cayenne line-up. Key competitors are the usual German suspects in the shape of the Audi A8, BMW X6 and Mercedes-Benz GLE Coupe.
Entry point is the Cayenne Coupe at $128,000, followed by the S at $166,200, then the Turbo steps up to $253,600, with the flagship Turbo S E-Hybrid weighing in at $292,700.
Above and beyond the safety tech covered separately in the Safety section, standard features on the Cayenne Coupe include: the Sport Chrono system, 20-inch alloy rims, 'Porsche Active Aerodynamics' (with adaptive rear spoiler), LED headlights, 'four-point' daytime running lights and tail-lights, auto rain-sensing wipers, dual-zone climate control, panoramic roof, privacy glass, eight-way electrically adjustable sports front seats with driver memory package (14-way 'Comfort' front seats are a no-cost option), partial leather interior, multi-function sports steering wheel with manual shift paddles, gloss black interior elements, stainless steel sill guards, 10-speaker hi-fi audio (with digital radio), auto tailgate, cruise control, 12.0-inch touchscreen display managing navigation, audio and car systems, plus twin scrollable digital screens in the instrument display.
The S adds: air suspension, 21-inch alloy rims, metallic paint, twin dual-tube tailpipes, the 'Porsche Dynamic Light System', front seat heating, stainless steel pedal covers, and Bose 14-speaker/710W Surround Sound audio.
On top of that the Turbo lands: 'Porsche Dynamic Chassis Control', 22-inch wheels, the rear apron in the exterior colour, ambient lighting, four-zone climate control, 18-way electric 'Adaptive Sports' front seats with memory package, seat heating (front and rear), front seat ventilation, 'Comfort Access', a 'smooth-finish' leather interior, steering wheel heating, interior trim package in brushed aluminium, and floor mats.
Then, aside from ridiculous performance, the Turbo S E-Hybrid tips in with: 'Porsche Torque Vectoring Plus', recuperative braking, 22-inch 'RS Spyder' design wheels (including wheel arch extensions in the exterior colour), and 'Parking pre-climatisation'.
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.
All Porsche Cayenne Coupe engines feature an all-alloy construction, and direct-injection, with the cylinders arranged in a vee - the Coupe and S featuring six, the Turbo and Turbo S E-Hybrid, eight. Outputs range from properly powerful to utterly outrageous
The Cayenne Coupe is powered by a 3.0-litre (single, twin-scroll) turbo V6 featuring 'VarioCam Plus' (variable valve timing and lift on the inlet side) to produce 250kW/450Nm.
The Big Kahuna Turbo S E-Hybrid precisely doubles the base car's peak numbers. Yep, 500kW (670hp!) and 900Nm.
Central location of the V8's twin-scroll counter-rotating turbos in the inner 'hot V' (between the cylinder banks) optimises packaging and improves throttle response by shortening shortens the length of the exhaust plumbing to the turbos and the distance compressed air travels back to the intake side of the engine.
Iron coating of the cylinder linings and a chrome nitrite finish on the piston rings is claimed to improve durability and reduce oil consumption by up to 50 per cent compared to Porsche's previous 4.8-litre naturally aspirated V8.
All models feature Porsche's eight-speed 'Tiptronic' 'Shift-by-Wire' auto transmission, with drive going to all four wheels via an active AWD system built around an electronically variable, map-controlled, multi-plate clutch.
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.
At this stage, Porsche is quoting combined cycle (urban, extra-urban) fuel economy figures in line with Euro 5 standards, ranging from 4.4L/100km for the Turbo S E-Hybrid, through 9.9L/100km for the 'base' V6, through 10.0L/100km for the S, to the thirstiest model, the Turbo, at 12.3L/100km.
CO2 emissions start at 100g/km (Turbo S E-Hybrid), rising to 225g/km (Coupe), through 229g/km (S), and finishing at 280g/km (Turbo).
Auto start-stop, with coasting function, is standard on the non-hybrid models, minimum fuel requirement is 95 RON premium unleaded, and you'll need 75 litres of it to fill the hybrid's tank, rising up to 90 litres for the other models.
Swapping through multiple models, with multiple drivers, on the media launch made it impossible to capture meaningful 'real world' figures, so we'll wait until a Cayenne Coupe hits the CarsGuide garage to record our own numbers.
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.
And as engine outputs rise, 0-100km/h acceleration times drop from an impressively rapid 6.0sec for the entry Coupe, through 5.0sec for the S, to 3.9sec for the Turbo, and 3.8sec for the Turbo S Hybrid. The Hybrid's more than 300kg heavier than the Turbo, so only a tenth faster.
Even in the base Coupe thrust is solid, urgent in the S, and brutal in the Turbo. Although it's already on sale in dealerships, the Turbo S E-Hybrid was a no-show at the media launch, but we'll be driving and reviewing one on home soil soon.
Despite turbos sitting in the way of a pure exhaust flow, the accompanying engine note and exhaust rumble is satisfyingly tough. Push hard in the Turbo and the howl emanating from the rear envelops the entire car.
All models feature Porsche's eight-speed 'Tiptronic' 'Shift-by-Wire' auto transmission, and it's just about as good as a conventional torque-convertor unit gets. Smooth yet precise, and satisfyingly quick in manual mode.
All models are equipped with 'Porsche Active Suspension Management', better known as PASM, which allows for on-the-fly suspension tuning to a firmer setting, plus air suspension on the top three models. Suspension is aluminium multi-link front and rear.
The Cayenne Coupe rides on 20-inch alloy wheels, the S on 21s, while the Turbo and Turbo S E-Hybrid roll on 22s, and the ride comfort / handling balance is amazingly good.
The Sport Chrono package is also standard on all variants enabling adjustment of chassis, engine, and transmission response through 'Normal', 'Sport', 'Sport+' and 'Individual' settings.
Select Sport or Sport+, then soften the suspension off to the Comfort setting and you have a perfect open road combination. This is a superb touring car.
Despite a bonnet, tailgate, doors, side sections, roof and front wings fabricated in aluminium, kerb weights are pretty chunky. The Coupe and S weigh just above 2.0 tonnes, the Turbo is 2.2 and the Turbo S E-Hybrid tips the scales at 2.5 big ones. But all models feel planted and well balanced on a quick B-road run.
And then there's the little Sport Response button in the centre of the Sport Chrono mode dial on the steering wheel. It's essentially a short-cut to Sport+, which tightens up responses and allows the turbos to overboost for a short period. Hit it and you have a 'push-to-pass' pick up for up to 20 seconds.
Electromechanical 'Power Steering Plus' features on all models and it's flat-out brilliant. Accurate, with great road feel and spot-on (variable) weight.
And brakes range from big to enormous, with professional grade ventilated rotors all around and four-piston front calipers on the Coupe, six-piston units on the S, and no less than 10-piston aluminium monobloc monsters on the Turbo and Hybrid. They all work in a fuss-free, confidence-inspiring way.
We covered some smooth graded dirt roads on the launch drive and Porsche is confident in the Cayenne Coupe's ability in tougher off-road terrain.
Air suspension models can be switched between 'Normal', 'Gravel', 'Mud', 'Sand', and 'Rock' modes and for the hardcore adventurers maximum clearance (between the ground and water-sensitive parts) is 500mm for the Coupe, 530mm for the S and Turbo, dropping to just 280mm for the Turbo S E-Hybrid.
Approach angle for the Coupe is 25.2 degrees (27.5 for the other models), break over is 18.7 degrees (21.3), and departure angle is 22 degrees for the Coupe, 24.2 for the S and Turbo, then 24.4 degrees for the Turbo S E-Hybrid.
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 Cayenne Coupe hasn't been assessed by ANCAP or Euro NCAP, but its outstanding dynamics go a long way towards avoiding a crash.
You'll also pick up a reversing camera, 'Parking Distance Control' (front and rear) and a tyre pressure monitoring system.
But if all that fails to prevent a crash the airbag count runs to eight (dual front, dual front side, curtain and knee bags for the driver and front passenger).
An active bonnet helps minimise pedestrian injuries and there are two top tether points and ISOFIX anchors for child seats/baby capsules in the two rear positions.
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 Australian Porsche range is covered by a three year/unlimited km warranty, which, like Audi, BMW and Mercedes-Benz lags behind the mainstream market where the majority of players are now at five years/unlimited km, with some at seven years.
But a 12-year (unlimited km) anti-corrosion warranty is included, as is twenty-four-hour roadside assistance, renewed every time you service your car at an authorised Porsche centre.
The main service interval is 12 months/15,000km, and no capped price servicing is available, with final costs determined at the dealer level (in line with variable labour costs by state/territory).