Range Rover Evoque News

Is Range Rover planning to go even more upmarket and price out a big chunk of its current buyers? It sure seems that way, with Range Rover’s global boss announcing the removal of the brand’s most affordable models - the Evoque and Velar - from its line-up. Welcome to a new era where high end vehicles could become even more out of reach for most. The news of the Range Rover Evoque and Velar’s end came during an interview Range Rover boss Martin Limpert was giving to British motoring publication Autocar. “The Range Rover Evoque and Range Rover Velar will not be replaced when production of the pair ends later this decade,” Limpert confirmed to Autocar. Not replacing them is a seriously strong clue as to Range Rover’s business model for the coming decade. The 2010s and 2020s saw luxury brands such Mercedes-Benz, BMW, Audi and even Range Rover offer affordable entry models into their ranges. For Mercedes-Benz it was models like the CLA small sedan and GLA small SUV for about $60K - expensive for a small car, cheap for a Benz. It was a great way to top up the brand’s annual takings, with the larger more expensive models bringing home the big bucks. Range Rover did the same with the Evoque and Velar. It was a prestige badge on a budget - in this case less than $100K, which is lots, but compared to the $300K starting price of a full-fat Range Rover, it’s nothing. Sales of the Evoque and Velar, which launched in 2014 and 2017 respectively, have tanked in recent years.   The Evoque’s sales fell 78 per cent from a peak of 2732 in 2016 to 614 in 2025. Why did this happen? I think you know why. Well, I think I know why, and it starts with BYD and ends in Zeekr. Yep, one of the common bits of the feedback we’re getting from our readers is that the most desirable cars now for those looking to spend $50-60K are models such as the BYD Sealion 7 and Zeekr 7X.  Chinese cars are not only fitted with the best electric vehicle tech but they’re now among the most beautifully styled high ending things on the road. The upcoming Range Rover GT is a low-slung-wagon-styled SUV and it will be fully electric, but at an expected $175,000 and an arrival date of 2028, it’s probably too much and too late for previous Evoque buyers who are now in a Zeekr. It’s not like Range Rover should care. The strategy of having a car for (almost) everyone is dead - the Chinese have thwarted that plan, so the way forward is to go where those brands can’t - stratospherically high end. Range Rover knows this and will retreat to make big money through the models its core base is buying. Range Rover’s rugged sister brand Land Rover will offer some affordability with models like the Defender Sport. That’s because the off-road niche of Defender is protected by a whole lot of iconic nostalgia that Evoque and Velar don’t have, plus there aren’t any Chinese models that can do what a Defender can with the iconography to go with it. So it’s a strategic retreat by Range Rover out of an area it can’t compete in and doubling down in the places the Chinese brands can’t get them. What will happen to the Land Rover Discovery model? Sales for this once hugely popular model started at a peak of 2470 in 2016 when the new-generation model launched in Australia and fell by 83.3 per cent in a decade with just 413 sales in 2025. The result is worse than Evoque’s numbers for the same period and yet JLR has confirmed work is underway on a new-gen Discovery. Discovery is also a separate sub brand along with Range Rover and Defender. So along with Discovery there’s also the smaller Discovery Sport.  JLR obviously still thinks there’s a place for the Discovery brand, which it presumably sees filling the role of more family focussed suburban duties, while Range Rover fulfils the glamorous high society ones and Land Rover is for the muddy fields. And that leaves no place for an Evoque or Velar, and not really any budget focussed entry point into what will become a more exclusive group. But that’s probably exactly what JLR wants - exclusivity. For now other prestige brands are still selling more affordable models but as consumers migrate to new brands from China they may follow JLR’s move to higher priced ground to save themselves.

Sometimes car companies just get it wrong. Despite all the market research, focus groups, design studies and marketing programs, some cars just don’t sell. Sometimes it’s a case of being the right car at the wrong time, arriving ahead of the curve or after the boom.  We looked at that recently with the Holden Volt, a plug-in hybrid that arrived too soon (and for too much money) to be successful, even if the concept was right. But then there are some cars that are just a complete miss, arriving as an undesirable product. They are, to be blunt, the wrong car at the wrong time. Here are some examples of what happens when carmakers get it wrong. The decision to end local manufacturing for Holden cannot have been an easy one for General Motors management, but it was probably an inevitable one. The decision they did not have to make was to destroy the brand equity, not to mention the national pride and love, in the Commodore badge. While most of the cars on this list are obviously bad choices with the benefit of hindsight, the ZB Commodore was an obviously bad choice at the time. It was meant to soften the blow of the departure of the brilliant and beloved VF Commodore, but it only served to rub salt into the wounds. To the nice folks at Opel, GM’s German division, who developed the car (which was known as the Insignia in Europe) this was like having your glass of beer taken away and replaced with water from a muddy puddle with ‘beer’ written on the glass. It wasn’t a ‘Commodore’ in any way, shape or form, despite what Holden PR tried to spin at the time. Holden and GM should have followed the example Ford set with the Falcon and retired the name with dignity rather than slapping it on a sub-par import. Sometimes in life you’re faced with a 50-50 decision to make and the difference it makes in the long run can be enormous, or even catastrophic. That’s the case with Ford Australia and the Territory Turbo. The Territory was an inspired decision, a great example of delivering the right car at the right time. Ford managed to get in on the SUV craze just as it started to rise in the early 2000s, offering buyers who were starting to look for something taller than a Falcon an in-house alternative. The problem was, in 2006 they decided to expand the line-up and made the wrong call on that 50-50 decision. Legend has it that Ford Australia only had the funds to develop a Territory Turbo OR a Territory diesel, but not both at the same time. In the words of the Knight at the end of that Indiana Jones movie: “They chose poorly.” Thankfully they didn’t shrivel up and die in an instant, like the Indiana Jones’ nemesis, but it was a decision that didn’t help the future of Ford’s local models. By the time the Territory diesel did arrive in 2011, along with a facelift, Ford had lost too much ground to imported rivals and by the end of 2016, the Territory was done.  While Ford’s decision to add the turbocharged ‘Barra’ engine to the Territory seemed logical, given the high demand for that engine in the Falcon XR6 Turbo, it highlighted the difference between the Falcon and Territory buyer. In the same way a diesel Falcon would have been a terrible idea in 2006, so too did the Territory Turbo prove a costly mistake. The Evoque was a brilliant addition to Range Rovers’ line-up, another demonstration of reading the market to perfection and adding a smaller model when that’s what luxury SUV customers were looking for. Unfortunately, the Evoque Convertible was as bad an idea as the Evoque was a good one. And this was one of those ideas that you really could tell wasn’t brilliant at the time. Sure, the SUV market was rapidly changing at that point and there were some unlikely sales hits, namely Audi’s turbo-diesel SQ5. If a diesel SUV can be a popular performance car, surely a convertible would be appealing, right? Wrong. Very, very wrong. Introduced in mid-2016, the final Evoque drop-top rolled off the production line in 2018. A footnote in the history of Range Rover, and one they’d probably like to forget. As Mazda prepares to launch its second and third EVs, the sharply-priced 6e and CX-6e, it can be easy to forget its first attempt. And they might prefer you did. The MX-30 was a bolder-than-average design, with ‘suicide doors’ that were actually more like ‘choke the front seat occupants if you opened the rear doors’, but it fit nicely into the popular Mazda line-up. The problem was what was powering the MX-30. For starters, Mazda hedged its bets, offering its much-hyped EV with a mild-hybrid powertrain option, just to confuse the issue.  Which was needed because the EV only had a small battery and a theoretical driving range of only 200km, but a big price tag of over $66k. While EV sales were starting to increase at this point, so seemingly the time was right, Mazda was behind the times in terms of both capability and cost. It was destined to fail and that’s what it did, quietly pulled from sale after only three years. The American brand’s attempt to crack the lucrative ute (or ‘truck’ if you’re American) market was over before it began. On the one hand you have to give credit to Tesla for not trying to take on Ford, Chevrolet and Ram head on. But, on the other hand, what the heck were they thinking? The Cybertruck was always going to be a niche offering, with Tesla frontman Elon Musk's 250,000 annual sales claim being wildly optimistic (to put it very delicately). As the flop of the F-150 Lightning demonstrated, there is simply not a market for electric utes, whether they look like a traditional ute or something created by the work experience kid after a lot of caffeine. Where Musk and the rest of Tesla management thought they’d find 250,000 people who wanted to look like they just drove out of a 1990s computer game remains a mystery to equal the lost city of Atlantis. Electric utes may seem like a good idea, but their time has simply not come year, but certainly the Cybertruck is not what people want.

From European airports and Asian defence forces to US retailers and Australian telcos cyber attacks continue to wreak commercial and personal havoc around the globe.

A pair of fancier versions of the Evoque have been added to the Range Rover line-up as part of a mid-life upgrade that also ushers in fresh design elements and more tech inside.

Sometimes carmakers mess with the recipe when it comes to different vehicle niches with great success.Whoever rolled the dice on combining an SUV body style with a coupe is probably laughing now because they have become ubiquitous.

Land Rover Australia has announced a new line-up of plug-in hybrids (PHEVs) for MY23, starting with the Range Rover Evoque P300e mid-size SUV that’s now available to order

Land Rover has revealed a round of important updates and changes to its recently launched second-generation Range Rover Evoque, including a revised diesel engine, upgraded safety and a completely new multimedia system.

Range Rover has debuted a plug-in hybrid (PHEV) variant of its Evoque mid-size SUV, and it is scheduled to go on sale in Australia in the second quarter of next year

Australia's best new cars are now one step closer to being announced, with judges finalising the Top 10 models for each 2019 CarsGuide Car of the Year award.

At the launch of the second-generation Range Rover Evoque this week, local managing director, Mark Cameron said the brand was taking on-board feedback from dealers and journalists that its model range and options lists are too complicated. Land Rover and its sister brand, Jaguar, have become notorious for their often-overbearing options lists and engine choices, and now admits this information is often difficult to convey to dealers, and subsequently consumers. As such, the new-generation Evoque could be the last Land Rover to arrive in Australia with an expansive list of 26 possible variants at launch. Cameron noted that the guiding principle thus far has been to offer consumers a superior amount of choice over competitor brands, but the consequence for that was long wait times for bespoke cars to be built, and “lost sales” in the lower price ranges of Evoque and Discovery Sport where “instant gratification” was more important. "It's fine if you live down the street from the factory , not so much if the vehicle needs to spend three months on a boat." Cameron said. As to how this range simplification could be achieved, Cameron suggested that optional items could be rolled into standard features, upping the price of existing variants, or have options packaged together. Things are slated to get worse before they get better for the Evoque’s line-up, with its range set to expand when three-cylinder and plug-in hybrid drivetrain options arrive some time in 2020. The next model for Land Rover is the updated Discovery Sport which shares the Evoque’s significantly updated architecture, then the much-hyped Defender which is tipped to be “the most capable” vehicle the brand has ever built. Over at sister-brand, Jaguar, the model simplification strategy is already in full-swing, with the updated Jaguar XE mid-size sedan available in just two variants down from 11, with just one engine option.