Range Rover Evoque vs Toyota RAV4

What's the difference?

The Range Rover Evoque is more highly specified and more luxurious than ever, and this plug-in hybrid version makes the most of what’s on offer with its slick but familiar feel from behind the wheel. 

Unfortunately, it does have an eye-watering price tag to go with its classy design and the options list is a bit rude, all things considered, but the core offering is a solid luxury buy for city-slickers, nonetheless. 

What makes the Evoque P300e stand out for me is its impressive EV driving range and excellent charging specs which make it as convenient as possible to make the most of its electrified features.

It’s up to the buyer whether these conveniences and the Range Rover badge are worth swapping into a car a full size down from its luxury plug-in rivals for the same money.

The new Toyota RAV4 Cruiser Hybrid 2WD builds on what made it so popular in the first place. It’s easy to drive, efficient and well equipped, with enough features to suit a wide range of buyers.

The updated technology is a clear step forward and lifts the overall experience, but there are still elements that feel out of step with the flagship positioning, particularly the use of hard plastics and some less refined finishes. Even so, it remains a practical and well-rounded option in the segment.

The Evoque has always been a car all about its sleek, city-slicking design, an iconic piece of modern SUV art from Jaguar Land Rover head of design, Gerry McGovern.

With its shapely proportions, clever descending roofline, and a silhouette which successfully reflects a miniaturised version of the Range Rover, the Evoque is at once classy with a faint suggestion of toughness under the skin.

The blacked-out grille, slimline headlights, and contemporary strip across the tailgate all serve to add intrigue to this SUV, and the extra detailing in the front bumper, shapeliness of the bonnet, and contrast black trims (with extra contrast panels on our test car matching the gloss black wheels) serving to add to its premium appeal.

It’s important to remember, while the Evoque slides into a busy small SUV landscape now, it was one of the first to make a premium car so successfully appealing in this small SUV space way back in 2011 with the first Evoque, following Land Rover’s historic trend of being in front of the SUV curve.

Rival small SUV designs may have caught up in the minds of many with the likes of the Audi Q3, BMW X2, and Volvo XC40 shining in recent years, but few have won as many design accolades as the Evoque.

Range Rover seems to be leaning into a more upper luxury trend, not just with the pricing, but with the vibe of the car’s interiors, too.

The new generation Evoque, for example, took a big jump in the look and feel of its interior appointments when it launched in 2019, and over time has only consolidated its market positioning.

The HSE grade which our P300e hybrid arrives in is lavish on the inside, with lovely suede-like seats, intricate contrasting grey cloth trims in the doors (do I detect an influence from Volvo here?) and a plush-looking dash, all finished in soft-to-the touch materials.

Attention to detail, like the silver bezels which adorn the centre console and media screen, add to the premium flair which lifts the Range Rover badge above the Land Rover one, and I do like the way the additional function screen seamlessly melts into the piano finish and integrated dials. While it’s always a nightmare to keep gloss piano finishes clean, it looks oh-so primo.

It’s a little odd the P300e has analogue dials, which seems to miss the premium edge which a fully digital dash might provide although the 7.0-inch centre dash screen has a great resolution and speed, as well as a mostly well laid out operating system.

I found the R-Dynamic modes, which can sharpen up the accelerator response and steering buried two menus deep, unnecessarily hard to find, as were various EV information screens and other less important functions.

The previous RAV4 had a distinct, unmistakable look, particularly from the rear but the new design feels a little more subdued by comparison.

It leans into a more conventional SUV shape, with a front grille that borrows heavily from the HiLux, including a strong use of body-coloured panelling. It still presents well at the kerb, but it doesn’t quite have the same standout presence as before.

Inside is where the biggest changes have happened. The dashboard sits lower, there are more storage cubbies and the new displays modernise the space nicely. There are fewer physical buttons than before, with some seat and climate controls now integrated into the touchscreen. It’s not my preference, but overall the layout remains intuitive and easy to navigate.

Looking around the cabin, it still feels very Toyota in its execution. There’s a noticeable use of plastics, even in this flagship grade, though there are enough soft-touch areas to keep things feeling solid and well put together.

One small drawback is the dual-opening, reversible centre console lid as it tends to squeak and doesn’t feel quite as robust as the rest of the interior.

While it still plays the role of Range Rover’s smallest SUV, the current Evoque is much bigger than the car it replaced in 2019. I would go so far as to say it’s deceptively large on the inside.

Front occupants are treated to a cabin which now feels almost as wide as an actual Range Rover, with plenty of room for elbows on either side, which are, of course, met by lovely soft-touch surfaces.

The raised console helps with the upmarket feel, as does the plush dash. The standard 14-way adjust front seats help to accommodate most passengers, with my only criticism being the large A-pillars and height of the dash can make it feel a little bit claustrophobic compared to some rival luxury SUVs.

Storage is offered through a set of large door pockets, a centre console box, dual bottle holders behind the shift lever, and a healthy nook underneath the climate controls, which also hosts a wireless charging bay.

The rear seats share the same comfortable rim as the front ones, and also have large pockets in the doors. Despite the descending roofline, I had just enough room for my head at 182cm tall although it is notable the space in the PHEV feels smaller with the raised floor needed to accommodate the batteries.

I had a little airspace for my knees behind my own driving position, too. The main drawback for rear passengers is the large transmission tunnel, making it difficult to accommodate an adult in the centre position.

There are adjustable air vents for rear passengers, but it is frustrating Land Rover has chosen to make rear USB-C charging ports an arbitrary $270 option.

The boot is also deceptively large for such a small SUV, measuring in at 472 litres (VDA), it’s above average for the small SUV class and fits the full CarsGuide luggage set, provided you remove the parcel shelf as it's just a smidge too high.

You'll also need to keep your charging cables in the boot, as there's no underfloor storage, the entire space being taken up by a space-saver spare wheel.

As far as mid-size SUVs go, the Toyota RAV4 still hits a solid beat when it comes to overall practicality. It doesn't get everything right but it does enough.

The space up front is generous and the seats are comfortable, especially with their added heat and ventilation functions. Access is decent enough with wide door apertures and an easy ground clearance and the only drawback is the high lip in the footwell, which can catch your foot slightly when getting out.

Storage is a highlight due the sheer number of options with a deep middle console, centre trays, sunglasses holder and dashboard shelving. Add in a couple of cupholders and drink bottle holders and it shouldn't be difficult to keep the cockpit tidy.

In the second row, there’s plenty of space for adults, with good leg- and headroom and a seat that’s supportive enough for longer trips. The leather trim feels nice, and practical touches like large map pockets and cupholders are appreciated.

However, for a flagship grade, it feels a little underdone on features. You get rear air vents and USB-C ports, but miss out on things like climate control, sunblinds and more thoughtful storage solutions. There are two ISOFIX points and three top-tether anchors, though realistically two child seats will fit best.

As mentioned, the technology upgrades are a big step forward. The new multimedia system is clean, responsive and easy to use, and while wireless Apple CarPlay can get confused if you have multiple device connections stored, it works seamlessly once pared back to one.

There’s built-in satellite navigation, a highly customisable digital instrument cluster that can display directions, and a solid mix of charging options including dual wireless pads, a 12-volt socket and four USB-C ports (two in each row).

Around the back, the boot is well-shaped and easy to load, with a claimed 705L of capacity when measured to the roofline. A powered tailgate, 12-volt socket and temporary spare tyre all add to its usability.

That said, the adjustable boot floor and cargo cover feel a bit flimsy and awkward in practice, which is slightly at odds with the otherwise practical and family-friendly focus.

There are six grades available in the new RAV4 line-up, split across a hybrid powertrain for now, with a plug-in hybrid set to join the range soon. We’re in the flagship Cruiser FWD hybrid for this family test, which is priced from $56,990, before on-road costs, and yes, that’s creeping close to $6.0K more than the outgoing model.

But here’s the twist, it’s still one of the more affordable options compared to its nearest rivals. The Hyundai Tucson Hybrid Premium starts at $58,350 MSRP, while the Kia Sportage GT-Line Hybrid FWD jumps significantly higher at $71,540 MSRP.

Even the Mazda CX-5 Akera, which sits in the same segment from $54,990, doesn’t offer a hybrid powertrain. So while the price hike stings a little, the value argument still stacks up.

Straight outta the gate, the biggest glow-up is the tech. The new 12.9-inch touchscreen runs Toyota’s 'Arene' operating system, bringing cleaner graphics, a more intuitive layout and over-the-air updates. It’s not as flashy as some rivals, but it’s a big step forward from the outgoing system and it’s easier to live with day-to-day.

There’s also a refreshed 12.3-inch digital instrument cluster, wireless Apple CarPlay and Android Auto, a colour head-up display and a digital rearview mirror.

Add in the nine-speaker JBL sound system, dual wireless charging pads, four USB-C ports and built-in satellite navigation and you have a nicely rounded tech package.

Being the flagship, the Cruiser leans into the premium feel with heated and ventilated electric front seats, leather upholstery, heated rear outboard seats and a panoramic moonroof. But interestingly, those last two are the only standout upgrades over lower grades.

Practical items include a powered tailgate, 12-volt socket and a temporary spare tyre but you miss out on some top-grade items in the second row that you might expect. Like climate control, device pockets and sunblinds. Omissions families will notice.

The Evoque now sports Jaguar Land Rover’s hybridised ‘Ingenium’ engine family across the range, and the set-up which appears in the plug-in hybrid model might be the most interesting.

It consists of a 1.5-litre three-cylinder combustion engine which is said to produce 147kW/280Nm, and an electric motor powering the rear axle producing 80kW, the two of which combine for an impressive quoted total output of 227kW/540Nm, driving all four wheels.

The motor sources its power from a 15kWh lithium-ion battery pack under the floor of the car, which provides a claimed 62km of fully-electric driving range.

Land Rover also replaced the mechanical brake pedal with a drive-by-wire one to allow for improved ‘blended’ regenerative braking.

Under the bonnet, the RAV4 pairs a 2.5-litre four-cylinder petrol engine with an electric motor as part of its updated hybrid system. Toyota doesn’t quote a combined torque figure, and total power has dropped slightly to 143kW, down 17kW from the previous front-wheel drive variant.

On paper, that reduction might raise a few eyebrows, but in practice it’s not something you notice often. What is more apparent is the improvement in refinement, with smoother transitions between electric and petrol power that make the overall driving experience feel more polished.

Claimed energy consumption on the combined WLTP cycle for the Range Rover Evoque P300e is 2.0L/100km. As with all plug-in hybrids though, this will heavily depend on how it is driven.

The 15kWh battery is said to provide a 62km driving range (again, on the WLTP cycle), which seems healthy for a PHEV, and I was pleased to find that my car was reporting about 56km on a full charge, not far off the claim.

Importantly, the Evoque has stellar charging specifications, which make it ideal for a city-slicker with minimal time to conveniently charge.

I was shocked to find a DC charging port when I flipped open the panel, which is capable of charging the tiny battery up in just 20 minutes (at a peak rate of 35kW), while on a slower but easier-to-find AC charger, it can extract 7kW allowing a charge time of around two hours.

This is well above par for a plug-in hybrid, and makes charging quick, painless and convenient, even for those who can’t charge at home.

As a result of this ease-of-charging and therefore minimal time spent in the hold or hybrid modes, my car reported an astounding 1.0/100km of fuel consumption during my week, covering mostly urban kilometres.

The only drawback is the need to fill this small turbo engine with mid-shelf 95RON fuel.

Efficiency remains a strong point for the RAV4. Toyota claims a combined cycle (urban/extra-urban) fuel consumption figure of 4.5L/100km, and with a 55-litre fuel tank, that equates to a theoretical driving range of over 1000km.

In the real world, my average came in at 5.5L/100km across a mix of urban and open-road driving, which is an impressive result. The only caveat is Toyota’s recommendation for 95 RON premium fuel, which may add slightly to running costs over time.

The second-gen Evoque is still the lovely, luxury, small SUV it was when it launched in 2019, and this plug-in hybrid version only serves to improve the formula, adding sleek electric driving characteristics to the already-smooth turbo engine and torque converter automatic.

Interestingly, and like its Volvo XC60 rival, the electric motor is located on the rear axle, giving this car the odd characteristic of being rear-wheel drive when driven electrically, or predominantly front-wheel drive when driven in combustion mode.

Speaking of modes, this car does the bulk of the management, with only three driving modes available to the pilot. These include the default ‘hybrid’ mode, which as the name suggests, blends the two power sources with more of an emphasis on electric driving when the battery is charged.

There's also an electric mode, which will only use the rear axle motor until the battery runs out, and a ‘Hold’ mode which will still blend the two sources but predominantly rely on the combustion engine to maintain the car’s state of charge.

You might want to use the last mode if you're travelling long-distance, to maintain the electric range for where it is most efficient - in low-speed stop-start driving.

The regenerative braking is not adjustable, having just a single mild level. It’s far from the single-pedal driving you can experience in a fully electric car, but Land Rover has made the brake pedal fly-by-wire so it can blend increased regen with the mechanical brakes.

It makes for a familiar experience from behind the wheel for those coming straight out of a purely combustion vehicle.

The electrified brake pedal does have the consequence of removing a bit of feel for a keen driver, and the same can be said for the rather slow steering tune in the default settings which makes the Evoque feel more luxurious and less sporty or reactive than it could be.

It’s a shame, because the two power sources combine to make for a thumping amount of power when you stick your boot in, and the all-wheel drive system and nicely balanced suspension keep this little SUV well under control in the corners.

As with my original Evoque range review in 2019, though, it is notable how heavy this SUV feels, particularly compared to some rivals like the Audi Q3.

The heftiness suits the Evoque's expanded dimensions and even more upmarket feel, but despite the power on offer it’s not an agile SUV to be carving corners in.

At least the ride quality and quietness is superb, making the Evoque an ideal SUV for driving around the centre of pothole-stricken Sydney, with a notable amount of poise. At the end of the day, isn’t that what this Range Rover was built for?

On the road, the RAV4 Hybrid 2WD performs confidently across most situations. It can sound a little strained when pushed hard, but there’s enough power on tap to keep up with traffic without issue.

The ride leans towards slightly firm, paired with responsive steering that gives it a more controlled feel through corners than you might expect. It remains stable at speed and around town feels punchy and easy to drive.

For those who prefer a stronger regenerative braking effect, switching to 'B' mode adds a noticeable increase, which works well in urban traffic. Refinement is another highlight. It’s impressively quiet on the move, even at highway speeds and feels well suited to longer trips.

One of the standout improvements is the 360-degree camera system. Where the previous version fell short, this one is clear and easy to use, making parking straightforward.

Due to myriad delays, Toyota wasn’t able to submit the new RAV4 for testing with ANCAP before the new and more stringent 2026 protocols kicked in, and thus it’s unrated for now, with a yet-to-be-detailed upgrade to come later to meet the stricter standard.

For now, it has a strong suite of safety equipment included, like eight-airbags, side exit assist, front and rear cross-traffic alert and emergency phone call capability. The adaptive cruise control is one of the better systems I’ve used in a long time and only the driver monitoring is annoyingly intrusive, otherwise the safety stuff seems well-calibrated for everyday use.

Other safety equipment includes lane departure warning, lane keeping aid, active steering assist, traffic sign recognition, and forward collision warning. There is also autonomous emergency braking (AEB), car, pedestrian and cyclist detection and junction turning assist.

For families there are two ISOFIX child seat mounts and three top-tether anchor points.

As of April, 2021 all Land Rover products are finally covered by an industry-standard five-year and unlimited kilometre warranty, matching its key rivals, and beating out BMW which persists with an old three-year warranty promise. Five years of roadside assist is also included for the duration.

When it comes to servicing, the P300e is available to be purchased with a five-year plan ($2650 - $530 annually) which covers 102,000km of visits.

This pack is well worthwhile as Land Rover servicing is generally quite expensive when purchased a-la-carte.

The RAV4 is backed by Toyota’s five-year, unlimited-kilometre warranty, which now sits slightly behind some rivals offering longer coverage (upwards of seven-years on some).

Servicing is more competitive. A five-year capped price program comes in at $1625, averaging $325 per visit, with intervals set at 12 months or 15,000km. That’s well priced for the segment.

You also get complimentary roadside assistance, which is service-activated, along with a one-year subscription to the 'myToyota Connect' app. This allows remote access to functions like climate control and locking or unlocking the vehicle, adding a layer of convenience.