Which Range Rover Evoque is better: diesel, petrol, or hybrid?

The past few months have been a time of rapid change and improvement for the Range Rover Evoque. The current-generation model is still quite fresh in the market, having been available for only two years, but it nonetheless came in for a succession of notable improvements in a very short time span. While the trim levels remain largely unchanged, the oily bits received significant tweaks, to get the Evoque up to speed with (and even ahead of) its opponents.

This round of mechanical updates started in April 2020, when Land Rover released hybrid powertrains for both the Evoque and the closely-related Discovery Sport, with the next major step being a power hike for the base (and now, only) diesel engine. What hasn’t changed is the fact that all the engines are derived from the same “Ingenium” family, and achieve different objectives on the road. The revised range will only become available locally early in 2021, however.

Related: Find out more about the second-generation Range Rover Evoque in our launch report.

We selected representative samples of the upcoming range, all of them in the same trim level (of which there are numerous), but each with a different engine under the bonnet. This way, we can get a clearer indication of the price penalties associated with the various powerplants, as well as a like-for-like comparison of performance- and efficiency numbers.

 

	Range Rover Evoque D200 R-Dynamic SE	Range Rover Evoque P250 R-Dynamic SE	Range Rover Evoque P300e R-Dynamic SE
Engine Type	2.0-litre, 4-cylinder, turbo diesel	2.0-litre, 4-cylinder, turbo petrol	1.5-litre, 3-cylinder, turbo petrol/electric
Power/Torque	147 kW/430 Nm	184 kW/365 Nm	227 kW/540 Nm*
Performance Data **	0-100 km/h in 8.5s, 213 km/h	0-100 km/h in 7.6s, 230 km/h	0-100 km/h in 6.4s, 213 km/h
Fuel Consumption **	5.4 ℓ/100 km	7.9 ℓ/100 km	1.9 ℓ/100 km
Price (est)	R 1 025 000	R 1 075 000	R 1 345 000

* Combined output of petrol and electric drive systems.
** Manufacturer’s claimed figures for performance and average fuel consumption - the latter derived from WLTP cycle test results.
Pricing should be considered as indicative only, as official pricing will only be available upon launch in Q1 of 2021. 

 

Which engine is right for you?

The first thing that should grab your attention is the amazing 1.9 ℓ/100 km average consumption claim posted by the P300e hybrid variant. For some usage cases, this claim might even be achievable in the real world, as it has a claimed all-electric driving range up to 66 km with up to 80 kW on tap. So, for those users with a short commute (less than, say, 25 km each way), and who remember to recharge the batteries in their hybrid Evoque overnight, there may very well be instances where a week would go by without using a drop of petrol.

This advantage disappears on long-distance journeys, however, because the 147 kW 3-cylinder turbopetrol will often need to join in the proceedings. It’s still hardly likely to be a profligate drinker under such conditions, but it certainly won’t return 1.9 ℓ/100 km on a cross-country adventure. In this case, the main upside of the hybrid goodies involve an instant torque boost when overtaking, as well as the quickest sprint times in the range.

Expect real-world open-road average consumption to be in the low-to-mid 6 ℓ/100 km range instead, partly because the electric drivetrain components add a significant (about 300 kg) weight penalty in comparison to a non-hybrid, 4-cylinder Evoque. Rather see the P300e variant as a more-efficient, city-focused high-performance option instead: with its combined system outputs of 227 kW and 540 Nm, it should make for a lively driving experience while saving you fuel in the daily grind.

Related: When we reviewed the Range Rover Evoque D180, we found that the petrol variant made a bit more sense.

The D200 (diesel) is an upgrade from the older D180 version, with a power bump from 130 kW to 147 kW (albeit with identical torque of 430 Nm). This engine should be the prime choice for those who frequently drive long distances, as its claimed average consumption of 5.4 ℓ/100 km and broad torque curve will make for economical cruising and effortless overtaking. It’s not the quickest of the bunch, though, with the benchmark 0 – 100 km/h sprint stretching to a fairly leisurely claimed 8.5 seconds. 

Petrol-only motivation in the P250 takes the middle ground here, with the least torque (365 Nm) albeit with more peak power than the D200. 184 kW means that it won’t be a slouch, but that performance advantage (compared to the diesel) comes with a cost at the service station. 

This derivative has the highest claimed average fuel consumption of these three at 7.9 ℓ/100 km, and real-world usage may see that figure climb to the high-8 ℓ/100 km range. Performance figures are appropriate for a mid-level model, reaching 100 km/h from a standstill in a claimed 7.6 seconds (almost exactly midway between the D200 and the P300e).

Related: Here are 10 extras you should fit on a new Range Rover Evoque.

 

The Verdict

City-bound customers will find the Evoque P300e a very agreeable proposition, on account of its decent all-electric range and the instantaneous torque delivery of an electric motor. And, while it’s not the optimal choice for a cross-country jaunt, its real downside is the pricetag (about R 1 345 000 in today's terms): a premium of almost R 270 000 over a similar P250, and more than R 320 000 more expensive than an equivalent D200 is expected to cost when it arrives. 

Yes, the P300e has stronger acceleration and potentially much lower fuel costs (in specific usage cases), but it’s open for debate whether those advantages are worth the extra outlay. This leaves us with a choice between the P250 and the D200 engines, where the D200 will likely to be the most appealing option on account of its stronger overtaking performance and significant fuel savings. The fact that the D200 is less expensive merely sweetens the deal even further.

Related: The top 5 Range Rover Evoque articles on AutoTrader.

 

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