Range Rover Evoque vs Audi Q7

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 Q7 was at risk of irrelevancy due to the unfortunate timing of its rivals' life cycles, but Audi made sure that wasn't going to be the case.

As far as mid-life facelifts go, Audi has knocked it out of the park with the Q7, so much so that the case can be made it's now the class leader.

In many ways this Q7 feels like an all-new model, which is quite something. More importantly, the positives well and truly outweigh the negatives.

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.

Good on Audi for throwing the kitchen sink at the second-generation Q7. As far as mid-life facelifts go, this is a really good one.

Up front, the headlights, 'Singleframe' grille and bumper have all been redesigned to ensure the Q7 isn't out of place in Audi's new-generation line-up. Either way, this is a large SUV with presence in spades.

Changes around the side are less drastic, limited to new sills and fresh sets of alloy wheels, including the 20-inch items seen here, which we reckon are pretty unexciting.

The rear end is the best angle thanks to the redesigned tail-lights and rear diffuser, both of which look great. We particularly like the former's segmented design, shared with the headlights.

That said, the real story is happening inside, where Audi has well and truly flipped the script. The old cabin was ageing well in some regards, but not others, and that was reason enough for a complete overhaul.

If the new interior design looks familiar, it's because it is, having been lifted from the much newer – and mechanically related – Q8 large SUV.

Needless to say, it's a technological tour de force, with not one, not two, but three large display screens dominating the cockpit.

Of course, Audi's much-loved version of a 12.3-inch digital instrument cluster is one of them, although it's running new software now.

What is completely new, however, is the pair of stacked central touchscreens, with the top unit measuring 10.1 inches in diameter and the lower item checking in at 8.6 inches apiece.

Both are powered by Audi's latest-generation multimedia system, with the former handling most functions, while the latter is responsible for the climate controls.

Aside from being a fingerprint magnet, this set-up works pretty damn well. Yes, some functions require a few too many taps to get to, but the acoustic and haptic feedback bring some unexpected tactility to what is a largely buttonless system.

Look past the obvious, though, as it's more or less business as usual for the Q7, which is chock full of lovely materials, including the 'Cricket' leather upholstery seen here.

Take for instance the soft-touch plastics used on the upper dashboard and door shoulders. Even the hard plastics found lower down look and feel suspiciously good!

Metallic trims are used throughout to brighten up the interior, while gloss-black finishes are liberally applied to the dashboard and centre console. Frankly, we could do without them as they are fingerprint magnets. Yep, keep a microfibre cloth in the glove box.

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.

Measuring 5063mm long, 1970mm wide and 1741mm tall in facelifted form, the Q7 is large for a large SUV, which goes some way to explaining why it's only available with seven seats.

That said, the third row is more of temporary solution than a permanent one, even for kids.

Granted I'm an adult that's 184cm tall, and therefore not the target audience here, it's still tight back there, albeit up with the best in class.

With the second slid all the way forward, I manage to have my knees pressed up against the seat backrest, while headroom is severely limited.

Footwell space is okay, and so too is toe-room. Again, children will cope, but only on shorter journeys.

Ingress and egress to the third row is made easier by the 40/20/40 split-fold middle bench, which can tumble forward easily with the pull of a tab and then a latch. It's not glamorous, but it's doable.

Conversely, the second row is spacious and easy to get in and out of, even when set up to make the rear occupants as comfortable as possible.

Behind our driving position, around 10cm of legroom is available, depending on the positioning of the bench. No matter what, though, there's plenty of toe-room, and two inches of headroom is on offer, despite the panoramic sunroof.

Indeed, this is one of very few SUVs that can accommodate three adults abreast in relative comfort, even with the transmission tunnel reducing footwell space.

For reference, top-tether and ISOFIX child-seat anchorage points are spread across the second and third rows.

Cargo capacity with the power-folding third row stowed is generous, at 865L, and can be expanded up to 2050L with the middle bench stowed. An undisclosed amount of space is available with all seven seats in use. Either way, it's more than enough for the weekly shop (as you can see in our pics).

The boot is made more useful thanks to the inclusion of four tie-down points and one side storage net, while the lack of a load lip makes dealing with bulkier items a lot easier.

The only real issue we had was where to store the load cover when not in use. There's no false floor to gobble it up, meaning it'll annoyingly live at home when you've got six or more people on board.

That's not to say the Q7 doesn't have other storage options; it's got plenty of them, such as the useful storage nets on the back of the front seat backrests.

The glove box is pleasingly large, although the central storage bin is not, with most of its space taken up by the wireless smartphone charger.

The door bins are simply massive, with the front items capable of accommodating a large bottle and two regular ones, while their rear siblings can take one of each.

Two cupholders are located between the driver and front passenger, while another pair is hidden in the middle row's fold-down armrest. Rear occupants are treated to two smaller items.

Connectivity-wise, in an old-school twist, four USB-A ports are split between the first and second rows. In both instances, a 12-volt power outlet is found nearby.

The former's input options are located in the central storage bin alongside SD and SIM card readers, while the latter's reside at the rear of the centre console, below the central air vents and climate controls.

The entry-level 45 TDI variant kicks off the new Q7 line-up from $101,900, plus on-road costs – $4100 higher than its direct predecessor, although Audi claims more than $15,000 of value has been added.

Meanwhile, the mid-range 50 TDI version tested here costs $6000 more than before, at $112,900, in exchange for more than $20,000 of added value. It can also be had in S line guise for an $11,000 premium.

Standard equipment not already mentioned in the 50 TDI includes matrix LED headlights, dusk-sensing lights, rain-sensing wipers, 285/45 tyres, a tyre repair kit, auto-folding side mirrors (with heating and auto-dimming), and a hands-free power-operated tailgate.

Inside there's, satellite navigation (with live traffic updates), Android Auto and wireless Apple CarPlay support, digital radio, a windshield-projected head-up display, keyless entry and start, power-adjustable front seats with heating, four-zone climate control, a power-adjustable steering column, an auto-dimming rearview mirror and ambient lighting.

Not only are the rivalling BMW X5 xDrive30d ($117,900) and Mercedes-Benz GLE400d ($124,400) more expensive, but neither matches the Q7 50 TDI on value-for-money.

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.

The 50 TDI is motivated by a 3.0-litre turbo-diesel V6 engine, producing 210kW of power from 3500-4000rpm and 600Nm of torque from 2250-3250rpm.

For reference, the 45 TDI has the same unit but develops 170kW from 3250-4750rpm and 500Nm from 1750-3250rpm.

The former sprints from a standstill to 100km/h in 7.3 seconds, while the latter is 0.8s quicker, putting it in hot-hatch territory.

Either way, an eight-speed torque-converter automatic transmission sends drive to all four wheels via Audi's signature quattro system.

Both variants also feature a 48-volt mild-hybrid system, which consists of a belt alternator starter (BAS) connected to the crankshaft, and a 10Ah lithium-ion battery pack located under the boot floor.

And for those looking to do a little more than usual with the Q7, maximum braked towing capacity is 3500kg.

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.

The 50 TDI's claimed fuel consumption on the combined cycle test (ADR 81/02) is 6.8 litres per 100 kilometres, while carbon dioxide emissions are 180 grams per kilometre.

Audi says the aforementioned 48V mild-hybrid system reduces fuel consumption by 0.7L/100km thanks to its coasting ability, which sees the engine turn off for up to 40 seconds between 55km/h and 160km/h. It also engages idle-stop from 22km/h. In reality, it all works pretty well.

During our week of testing, we averaged 8.9L/100km with limited highway driving, which is a pretty solid result. Naturally, longer journeys will see that figure come closer to the claim, if not exceed it.

It's also worth noting the standard fuel tank takes 75L of diesel, although the optional item accommodates 85L. The 50 TDI also requires AdBlue, with a 24L tank on board.

For reference, the 45 TFSI manages 7.0L/100km and 184g/km.

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?

The Q7 is a big beast, but it's not as intimidating to drive as you may think.

In fact, it's very easy to live with, if you don't mind managing its size in certain scenarios, such as finding a park in a busy shopping centre.

The SUV's electric power steering is speed-sensitive, which means fewer inputs are required at low speed, making parking and other manoeuvres easier, while stability is improved at high speed.

While not the first word in feel, this system is nicely weighted and surprisingly direct, endearing the Q7 with some sports-car characteristics.

That said, our favourite element is its independent suspension set-up, which consists of multi-link axles with air springs and adaptive dampers.

Needless to say, ride comfort is superb, with the SUV just floating along, even on uneven surfaces.

Introduce a coarse-chip road or a pothole, though, and the Q7 does become unsettled. But this is probably more noticeable because the ride is otherwise so sublime.

Instead, it's through the corners where it's truly exposed, with body control decent but nowhere near class-leading. Yep, it's here that its 2135kg unladen weight (excluding 75kg for driver and luggage) is really felt.

Flick the SUV into its Dynamic drive mode and things noticeably pick up, with extra heft added to the steering and the suspension firming up and hunkering down by up to 40mm. It's an improved experience in the bends, but not a memorable one.

However, our biggest bugbear is the exaggerated turbo lag served up by the 50 TDI's engine. Below 2000rpm, it has absolutely no go. Above it, though, it hammers.

Being a diesel unit, it doesn't have a lot of revolutions to play with, so you find yourself hunting for its upper reaches when accelerating, even around the town.

Making the most of the situation, the 50 TDI's smooth automatic transmission is responsive to kick-downs, but it's not lightning quick, meaning progress is stunted more often than not.

It also doesn't help that the eight-speeder is tuned for economy and therefore likes to keep engine speeds just above idle. This is particularly evident when attempting to power out of a corner.

When playing in the engine's upper reaches, the 50 TDI well and truly comes alive, serving up punchy acceleration, which is easier to access with the aforementioned Dynamic drive mode engaged. It makes shift patterns more aggressive and prompts more consistency.

ANCAP awarded the Q7 range (excluding SQ7) a maximum five-star safety rating in 2015.

Advanced driver-assist systems extend to autonomous emergency braking (with pedestrian detection), lane-keep and steering assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control (with stop and go functionality), driver attention alert, hill-descent control, hill-start assist, tyre pressure monitoring, surround-view cameras, and front and rear parking sensors.

Other standard safety equipment includes eight airbags (dual front, front and rear side, and curtain), electronic stability and traction control systems, anti-skid brakes (ABS), brake assist and electronic brake-force distribution, among others.

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.

All Q7 variants come with a three-year/unlimited-kilometre warranty, which is well short of the premium market's new five-year standard.

Audi also bundles in three years of roadside assistance, although this term can be extended up to nine years if the vehicle is serviced at an authorised dealership, which is nice.

Speaking of which, service intervals are every 12 months or 15,000km, whichever comes first. Capped-price servicing plans are available, costing $2310 for three years or $3190 for five.