Range Rover Evoque vs Nissan Patrol

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.

Premcar faced a formidable challenge in improving a vehicle as competent as the Patrol Ti, but the Warrior succeeds in achieving the project's four key objectives of enhanced off-road capability, road presence, V8 soundtrack and refinement.

It offers astonishing performance and handling for a vehicle of its size and weight and with its recent cabin technology upgrades, the Patrol Warrior has become an even more desirable package. Fact is, we didn’t want to hand it back, which says plenty.

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.

Significant changes are focused on the active suspension system, which uses active dampers fitted to each wheel’s coil-sprung suspension arms to serve as shock absorbers and stabiliser bars in one.

This not only provides optimum wheel travel and traction off-road but also monitors cornering forces and distributes hydraulic pressure to minimise body roll when on-road.

Warrior upgrades include a 40mm increase in track width, to provide a wider and more planted stance with only a slight 100mm increase in turning circle.

The body also sits 50mm higher thanks to a 29mm suspension lift and 21mm taller wheel and tyre package, resulting in 323mm of ground clearance, a steep 40 degrees approach angle and 23.3 degrees departure angle with tow-bar fitted.

However, it will still fit under multi-storey or underground car parks with typical 2.0-metre-plus height limits.

There's also unique Premcar hydraulic valve componentry and calibrations to sharpen chassis response, along with revised front springs and new multi-rate rear springs with progressive-rate rear bump-stops.

The Warrior’s heavy-duty off-road hardware has contributed to a higher kerb weight, which Premcar has allowed for in the Warrior’s 120kg GVM upgrade that brings a handy 48kg increase in carrying capacity compared to the Ti. The Patrol’s standard 3.5-tonne braked tow rating is also maintained.

There’s generous space and sumptuous luxury for the driver and front passenger and when I'm seated in the second row, with the driver’s seat in my position, there’s still about 12cm of knee clearance which is admirable space given my 186cm height.

The second-row seats fold and tumble forward to allow easy access to the third-row. However, that convenience causes a space problem for third-row passengers (tall ones at least), because the second-row can’t be slid forward and its backrest angle can’t be adjusted.

So, although Nissan claims an eight-seat capacity in 2-3-3 formation, that could realistically only be achieved with small kids in the rear stalls.

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.

The Warrior’s hefty 2884kg kerb weight is 72kg heavier than the standard Ti due to its unique off-road armoury. Even so, its uprated 3620kg GVM allows for 736kg of load capacity, which should be ample for five adults and their luggage on a trip.

It’s also rated to tow up to 3500kg of braked trailer but with its 7000kg GCM rating (how much it can legally carry and tow at the same time) that would require a 120kg reduction in vehicle load to avoid exceeding the GCM.

Or you could lower the trailer limit by the same amount (from 3500kg to 3380kg) and maintain the Warrior’s maximum load. Either way, these are sizeable and practical numbers for a multitude of recreational pursuits.

Cabin storage for driver and front passenger includes a bottle-holder and bin in each front door, plus a glove box and overhead glasses holder.

The centre console has two small bottle/cupholders and various nooks for small items, plus a large box at the rear with a padded lid that doubles as a plush elbow rest. The console also has two USB-A ports and two 12-volt sockets.

Second-row passengers get a bottle-holder and bin in each door, plus large pockets on the front seat backrests and access to the console box thanks a clever two-way console lid.

There are also two pop-out small bottle/cupholders in the fold-down centre armrest and the rear of the centre console provides separate climate controls, two USB-A ports and another 12-volt socket. There are also bottle/cupholders on each side of the third row.

The large rear luggage area has another 12-volt socket, storage compartments beneath the load floor and multiple retractable hooks for anchoring load straps or nets.

It offers 468 litres of load volume with the third row upright, 1413 litres with the third row folded and a cavernous 2632 litres (or more than 2.6 cubic metres) with the second and third rows folded.

Our ‘Gun Metallic’ test vehicle (one of four Warrior colours) is based on the well-appointed Patrol Ti model. It’s available only with the Patrol’s standard 5.6-litre petrol V8 and seven-speed automatic for a list price of $104,160.

That looks like a bargain compared to the top-shelf model in the LandCruiser 300 Series range, the Sahara ZX, which lists at $146,876.

The Warrior costs $16,260 more than a standard Ti and for that extra spend you get a generous package of unique and well-engineered upgrades.

Exterior changes include a distinctive black grille and door mirror caps, Warrior body decals and badging, Warrior-branded front bumper assembly and an eye-catching red Warrior-branded engine bash-plate.

There’s also 18-inch alloys with taller Yokohama 295/70 all-terrain tyres and a full-size alloy spare, black composite wheel arch flares, stainless steel bi-modal exhaust system with side-body outlet, rear bumper assembly with black valance panel and a bespoke 3.5-tonne towbar with two recovery points.

Although the engine and transmission are the same as a standard Patrol, the suspension has been significantly revised (see Design).

The Warrior adopts a classy and understated interior theme, featuring high-gloss piano black trim elements on the centre console and black Alcantara synthetic suede inlays on the dash (with subtle Warrior branding) and door trims.

The MY24 Warrior benefits from a recent and overdue upgrade of the Patrol's decade-old cabin technology (we tested the pre-upgrade model) resulting in a redesign of the console layout and functionality.

These include a 10.1-inch touchscreen for the six-speaker multimedia system offering the latest in digital radio, Apple CarPlay/Android Auto connectivity and Hema 4x4 navigation, plus wireless smartphone charging and USB-A and USB-C ports. Other technology upgrades include an ‘intelligent’ rear-view mirror and cool-box for the centre console.

By contrast, a foot-operated mechanical parking brake and large analogue speedo/tacho units are quaint reminders of the Y62’s longevity.

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 ageless DOHC 32-valve 5.6-litre petrol V8 with variable valve timing produces the same 298kW at 5800rpm and 560Nm at 4000rpm as the standard Ti.

However, the Warrior's unique bi-modal exhaust system offers a choice of mild (using the full-length system) or wild (using a shorter side-exit system) exhaust notes via an internal valve.

The refined seven-speed torque converter automatic transmission has overdrive on its sixth and seventh ratios for optimum highway economy, plus adaptive shift control and the choice of sequential manual-shifting.

The full-time 4WD system offers a locking rear differential, electronic switching between high and low ranges, three off-road terrain modes ('Sand'/'Rock'/'Snow') and hill descent control.

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.

Nissan claims an official combined average consumption of 14.4L/100km but the dash display was showing 17.5L/100km when we stopped to refuel after 306km of testing which comprised city, suburban, highway and dirt road driving.

Our figure, calculated from fuel bowser and tripmeter readings, was higher again at just under 20L/100km. This admittedly included heavy throttle use exploring the Warrior’s handling and exhaust enhancements, so this consumption would improve with a lighter right foot.

Even so, based on our figures, owners could still expect a driving range of around 700km from its huge 140-litre petrol tank, which expands to 970km based on Nissan’s official figure.

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?

My wife and I had no trouble finding comfortable driving positions, thanks to its combination of a height/reach-adjustable steering wheel, prominent left footrest and 10-way power adjustable driver’s seat.

The big V8 has a muscular deep-chested rumble at idle, which changes to a full-throated roar when you prod the accelerator hard enough to redirect the exhaust flow through the shorter side-pipes.

The Patrol comes standard with fantastic ride and handling thanks to its active suspension, but Premcar’s input has that ‘special vehicle’ feel to it.

With its wider track it feels even more surefooted on the road, which combined with revised hydraulic valving and spring rates provides a more responsive driving experience that doesn’t compromise its supple ride quality.

It feels lighter and more agile than you’d expect for a high-riding SUV that weighs more than 2.8 tonnes.

The 5.6-litre V8 is a torque monster, with 90 per cent of its generous 560Nm on tap from only 1600rpm. You can rev it all the way to 5800rpm to extract its 298kW of peak power, but we found the most rewarding performance was to revel in its abundant surge of pulling power below 4000rpm.

On the highway it requires only 1750rpm to maintain 110km/h, making it an effortless and quiet road-tripper, given low tyre and wind noise combined with low engine noise courtesy of the bi-modal exhaust using the full-length system in cruising mode.

Overall, this is a fun and rewarding vehicle to drive, within the obvious limitations of a large 4x4 wagon.

The Nissan Patrol is unrated by ANCAP but comes with driver and front passenger front and side airbags plus full side-curtain airbags that span all three rows.

There’s also AEB, an around-view monitor with moving object detection, front and rear parking sensors, lane-keeping, blind-spot monitoring, rear cross-traffic alert, tyre pressure monitoring and more.

The second-row has ISOFIX child restraint anchorage points and top-tethers on the two outer seating positions and there's another top-tether for the third row.

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.

Nissan provides a five-year/unlimited km warranty (plus five-year roadside assist) for the Patrol Ti base vehicle, which Premcar matches with its own five-year warranty covering the Warrior conversion.

Scheduled servicing is every 12 months/10,000km, whichever occurs first.

Capped-price servicing for the first five scheduled services totals $3019, or an average of $603.80 per service.