Stylish and sophisticated, the Range Rover Evoque joins the electric vehicle set with a capable plug-in hybrid variant.
2023 Range Rover Evoque R-Dynamic HSE P300e PHEV
The Range Rover Evoque has long been a style icon of the medium luxury SUV class. Blending its inherent Range Rover-ness with compact dimensions ideally suited to urbanites, the Evoque trades on the storied heritage of the British brand in an eye-catching package.
To mark the progress of time, Range Rover has simplified the Evoque line-up, certainly in Australia, where diesel has been ditched and just two petrol-powered variants are joined by the car we are testing here, the first plug-in hybrid Evoque.
Powered by a 1.5-litre turbocharged three-cylinder petrol engine working in tandem with an 80kW electric motor, the Evoque PHEV has a claimed electric-only driving range of 62km. That’s more than enough for many daily commutes; a dangling carrot for those who like the idea of an electric vehicle but remain hesitant to fully commit.
For them, a plug-in hybrid is the ideal gateway, combining the modern joys of electric motoring with the reassurance that a meaty petrol engine and a full tank of fuel are on standby to get them out of a pickle.
With an increasing array of plug-in hybrids on the market, how does the 2023 Range Rover Evoque R-Dynamic HSE P300e PHEV stack up? Let’s find out.
How much does the Range Rover Evoque plug-in hybrid cost in Australia?
The 2023 Range Rover Evoque plug-in hybrid wears an eye-wateringly complicated official name, to wit – 2023 Land Rover Range Rover Evoque R-Dynamic HSE P300e PHEV. For simplicity, we’ll refer to it as the Evoque plug-in hybrid or PHEV from here on.
It’s the only PHEV in the wider Evoque range and it doesn’t come cheap, asking for $105,060 before options and on-road costs. That’s around $20,000 more than the most expensive non-hybrid Evoque in the range and some $25K over the entry-level Evoque. The price of electrification is steep, steeper still for being offered only in a single highly specified HSE variant.
Standard equipment includes 20-inch alloys, matrix LED headlights, a 10.0-inch infotainment touchscreen running Apple CarPlay and Android Auto, native satellite navigation, keyless entry and push-button start, a leather-wrapped steering wheel with aluminium paddle-shifters, and powered front seats.
There’s also two-zone climate control, accessed via a second 10.0-inch touchscreen, perforated Windsor leather seats, LED daytime running lamps, rain-sensing windscreen wipers, and a comprehensive suite of safety assist systems.
But, as is the Range Rover way, our test car came fitted with the obligatory Range Rover optional extras, some belonging to the column marked ‘yes please’, some in the column ‘don’t bother’, and some still in a third column labelled ‘you’ve got to be joking, right?’.
Digital radio? A snip at $400. Electrically adjustable steering column? Add $380. A power socket pack that adds two USB plugs to the second row where in standard trim there are none? Another $270. And the real kick in the nuts? How about $528 for a home charging cable?
That’s right, a plug-in hybrid that requires its batteries to be topped up pretty regularly, does not come with the cable required to plug it into a regular wall socket at home. A fast-charging cable for public chargers is included, but if, like we suspect many PHEV owners do, you want to charge your Evoque at home, you’ll need to stump up an extra $528 for the privilege. Frankly, that’s a bit poo.
All up, our Evoque plug-in hybrid runs to $115,130 before on-road costs or exactly $134,522 drive-away (in NSW).
Rivals in the segment are few, but spending similar money to the Evoque PHEV could see a plug-in hybrid BMW X3 xDrive30e in your driveway or Volvo’s XC60 Recharge. And then there’s the Lexus NX450h+ plug-in hybrid, a relative bargain at $88,323 before on-road costs. All are arguably larger than the Evoque, despite playing in the same medium luxury SUV sandpit.
| Key details | 2023 Range Rover Evoque plug-in hybrid |
| Price | $105,060 plus on-road costs |
| Colour of test car | Fuji White |
| Options | Premium Textile Pack – $405 – Heated steering wheel – Textile upgrade Sliding panoramic roof – $2300 Black Exterior Pack – $1680 Two-zone climate control (second row) – $1000 14-way heated electric front seats – $810 Wi-Fi enabled with data plan – $800 Privacy glass – $690 Home charging cable – $528 Premium cabin lighting – $497 Digital (DAB+) radio – $400 Electrically adjustable steering column – $380 20-inch alloy Style 5079 in gloss back – $320 Power socket pack (2) – $270 Premium carpet mats – $290 |
| Price as tested | $115,130 plus on-road costs |
| Drive-away price | $134,522 (Sydney) |
| Rivals | BMW X3 xDrive30e | Volvo XC60 Recharge | Lexus NX450h+ |
How much space does the Range Rover Evoque plug-in hybrid have inside?
One area where Range Rovers of all smells and sizes have stood out is in cabin presentation, with opulence high on the list of priorities. This one is no different.
Standard-fit Windsor leather has been replaced in our test car with the no-cost optional dapple grey and ebony Kvadrat textile and Dinamica suedecloth trim. It is simply sumptuous in how it looks and feels, lending a light and airy feel to the interior.
The seats are comfy, with plenty of support, and afford a clear and commanding view out of the Evoque.
The leather-wrapped steering wheel has some nice heft to it, feeling reassuring in hand.
Premium touches abound. From the soft materials throughout, to the clean lines of the dash and the integration of the infotainment screen into the dash, the Evoque feels like the premium offering it is.
Storage options in the front row run to a nicely padded (in that lovely grey fabric trim) central storage bin, the obligatory cupholders, large door pockets capable of accommodating bottles, and a wireless charging pad ahead of the gear lever.
That grey fabric, which looks better in person than in photos, adorns sections of the door pockets, adding to the plush vibe inside.
An optional ($2300) sliding panoramic sunroof adds light and space to the cabin, the latter found a bit wanting in the second row where passenger comfort is a bit of a compromise.
I’m no giant at 173cm, but even behind my own driving position I struggled with barely adequate room. This partially down to the slightly elevated floor height, thanks to the Evoque PHEV’s battery array stored underneath. The resulting impact on second-row comfort is palpable.
Travellers back there are treated to some air vents and temperature controls, but it’s worth noting these are a $1000 option. So too the two USB plugs in the second row, another $270 option. We’d suggest that second-row USB plugs should be standard in a vehicle with a starting price north of $100K.
The Evoque PHEV’s boot measures in at 472L with the second row in place, expanding to 1156L with the back seats folded away in 40:20:40 split fashion. A space-saver spare lives under the boot floor in a cavity with no space for anything else, including charging cables. They simply have to live in the boot if you plan on taking them with you in the car.
Overall, the interior of the Evoque, despite some minor quibbles, is a lovely place to spend time in, with a richness of quality materials and finishes that underscore Range Rover’s reputation for quality interiors.
| 2023 Range Rover Evoque plug-in hybrid | |
| Seats | Five |
| Boot volume | 472L seats up 1156L seats folded |
| Length | 4371mm |
| Width | 1996mm |
| Height | 1649mm |
| Wheelbase | 2681mm |
Does the Range Rover Evoque plug-in hybrid have Apple CarPlay?
A 10.0-inch touchscreen beautifully integrated into the dash hosts the Evoque PHEV’s infotainment system. It’s augmented by a second 10.0-inch screen (with a slightly different aspect ratio) in the centre stack that houses the Evoque’s vehicle functions and climate controls. The set-up is dubbed Touch Pro Duo running Range Rover’s ‘Pivi Pro’ operating system.
Apple CarPlay and Android Auto smartphone integration are standard, as are satellite navigation and AM/FM radio, although as already noted DAB+ radio is optional, as fitted to our test car. A 12-speaker sound system offers decent quality audio.
We like how the touchscreen integrates into the dash and tilts forward – to minimise sun glare? – when the Evoque fires up. You can choose from three angled settings to suit your taste. Apple CarPlay is quick to integrate and works seamlessly once up and running, although it should be noted it’s wired. No wireless smartphone integration here.
The Pivi Pro system looks sleek with crisp graphics housed inside that slimline screen. It’s arguably not as responsive as we’d like, and some of the shortcut ‘touch’ buttons down the side are on the small side.
A second screen hosts some of the Evoque’s vehicle functions, such as drive modes, as well as climate controls. Two chunky dials complement the screen and they control temperature, fan speed and seat heating, with the proviso you need to push or pull dials to bring up the requisite function. The system works well enough and looks sharp but lacks some intuition.
The driver display is a mix-up of old and new, with analogue dials flanking a 7.0-inch screen that displays various data. It’s not the sharpest integration of technology and finding the right screen to display, say, fuel consumption quickly turns into an exercise in frustration. There are better set-ups in the market.
Is the Range Rover Evoque plug-in hybrid a safe car?
The Range Rover Evoque plug-in hybrid wears a five-star ANCAP safety rating awarded in 2019.
ANCAP’s evaluation scored it highly in all key areas – 94 per cent for adult occupant protection, 89 per cent child occupant, 72 per cent vulnerable road user protection, and 73 per cent for its safety assist systems.
Of particular note, the four-out-of-four rating for the Evoque’s autonomous emergency braking with ANCAP noting, “the autonomous emergency braking (AEB) system scored maximum points with GOOD performance in low-speed test scenarios typical of city driving”.
| 2023 Range Rover Evoque plug-in hybrid | |
| ANCAP rating | Five stars (tested 2019) |
| Safety report | Link to ANCAP report |
What safety technology does the Range Rover Evoque plug-in hybrid have?
A full suite of safety assist systems underpin the Evoque plug-in hybrid.
Autonomous emergency braking, lane-keep assist and lane-departure warning, blind-spot alert, rear cross-traffic alert, a driver attention monitor, and adaptive cruise control are all standard, as is traffic sign recognition (a bit hit-and-miss), and an exit monitor that, as the name suggests, monitors the road just behind you and checks for cars or cyclists approaching as you’re about to exit the vehicle.
For those with little ones, the outboard rear seats are fitted with ISOFIX child seat mounts, while three top-tether anchor points span the second-row seat backs.
A complement of six airbags cover both rows of occupants.
How much does the Range Rover Evoque plug-in hybrid cost to maintain?
Range Rover covers the Evoque plug-in hybrid with its standard five-year, unlimited-kilometre warranty that also bundles in five years of roadside assistance.
Servicing intervals are every 12 months, with Range Rover offering a five-year/102,000km prepaid service plan that runs to $1950 over the duration.
Comprehensive insurance runs to $2744 per annum based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2023 Range Rover Evoque plug-in hybrid |
| Warranty | Five years, unlimited km |
| Service intervals | 12 months |
| Servicing costs | $1950 (5 years) |
| Energy cons. (claimed) | N/A |
| Energy cons. (on test) | 25.8kWh/100km |
| Battery size | 15kWh |
| Driving range claim (WLTP) | 62km |
| Charge time (7kW) | 2hr 12min |
| Charge time (max rate 50kW) | 30min (0–80%) |
Is the Range Rover Evoque plug-in hybrid energy-efficient?
Range Rover claims the 15kWh battery pack in the Evoque PHEV is good for 62km of pure electric driving. That’s based on Europe’s more realistic WLTP testing regime. The good news here is that it is a very realistic claim, our test car showing 58km of available range when charged to 100 per cent.
Charging the battery from 0–80 per cent can take as little as 30 minutes (at a maximum rate of 50kW) on a DC fast-charger according to Range Rover. Similarly, using an AC charger at a rate of 7kW will replenish the battery from 0–100 per cent in 2hr 12min. Using a regular household socket will take longer.
While it’s theoretically possible, depending on your daily driving needs, to never have to dip into the petrol tank for motivation, the reality is that sooner or later you will need the back-up of combustion.
Range Rover claims a fuel consumption figure of just 2.0 litres per 100km on the combined cycle. Our week with the Evoque PHEV returned an indicated 3.7L/100km. More than the brand’s claim, but still better than just about any closed-loop hybrid (non-plug-in), such as those from Toyota and Lexus.
Mitigating the 3.7L real-world number is the fact I wasn’t able to charge the Evoque every day, meaning I ran out of battery and was relying solely on petrol to provide the power. When this happens, the Evoque does perform like a regular hybrid, constantly adding electrons to the battery, which it then uses for short bursts of electric-only driving or to unleash the full 227kW and 540Nm available when both power sources are working together.
When I was in a position to pump some electrons into the battery on a daily basis, I regularly saw fuel consumption numbers in the 1L/100km range.
The Evoque PHEV’s 57L fuel tank requires premium 95-octane petrol at a minimum.
Fuel Consumption – brought to you by bp
| Fuel Useage | Fuel Stats |
| Fuel cons. (claimed) | 2.0L/100km |
| Fuel cons. (on test) | 3.7L/100km |
| Fuel type | 95-octane premium unleaded |
| Fuel tank size | 57L |
What is the Range Rover Evoque plug-in hybrid like to drive?
Two things hit you immediately from behind the wheel of the Evoque PHEV. It’s pretty quick. And it’s heavy.
Power for the plug-in hybrid version comes from two sources. Its beating heart is a 1.5-litre turbocharged three-cylinder petrol engine good for 147kW and 280Nm on its own. But that beating heart is augmented by an 80kW electric motor at the rear axle fed by a 15kWh battery array located under the floor. Range Rover claims a total combined output of 227kW and 540Nm.
An eight-speed automatic transmission sends drive from the petrol engine to the front wheels, while the rear wheels are powered solely by the electric motor with no mechanical connection between the two axles.
Acceleration from standstill to 100km/h is said to take just 6.4 seconds, which is pretty rapid for a medium SUV, let alone one tipping the scales at a portly 2157kg (batteries, even small 15kWh batteries, are heavy).
It certainly feels quick off the mark, although trying to emulate that 6.4-second claim will fire up the petrol engine pretty quickly. Drive it like an adult, though, and the 1.5-litre three-pot stays pleasantly silent.
Around town at city speeds, the Evoque PHEV will rely only on the 80kW motor at the rear axle, leaving the petrol engine dormant. That also means in pure EV mode the Evoque PHEV is rear-wheel drive. Only when the petrol engine fires up do the front wheels receive any kind of power of their own.
While it feels quick off the mark, the Evoque certainly doesn’t feel light. There’s a meaty feeling to the steering amplifying just how heavy this plug-in hybrid is. That’s not a criticism, but you do become aware of the Evoque’s weight pretty quickly.
And yet, despite that heft, the Evoque tackles the bumps and lumps of Sydney’s scrappy roads with poise, and is quick to settle over larger hits such as speed bumps.
With driving limited to city duties, there’s little need for the petrol engine to kick in, the electric motor doing the heavy lifting of keeping the Evoque PHEV moving. But once out on the highway at a cruising speed of 110km/h, the 1.5-litre unit will do its fair share of work, not only in getting up to speed at a reasonable rate, but also in maintaining momentum. Only short periods of throttle-off coasting will see the three-cylinder turbo go back to a state of rest.
You can opt to force the Evoque to use only the electric motor via one of the three selectable modes located in the second screen. Using EV mode ensures the petrol engine will remain idle, letting the 80kW electric motor do all the hard work. But that will see the battery depleted pretty quickly.
The two other modes are Hybrid, which is the default at start-up, that blends both sources of power to optimise range and efficiency, and Hold that aims to maintain the current rate of battery charge by relying mostly on the petrol engine for the Evoque’s power source. This mode is best saved for highway driving, not an electric powertrain’s strong suit, saving the battery for around town where electric driving is at its most efficient.
There is a level of regenerative braking – which harnesses the energy from braking to feed back into the battery – but unlike some electric cars and plug-in hybrids where different levels of regen can be selected (from mild to aggressive), there’s only one setting and it’s mild. No single-pedal driving here.
| Key details | 2023 Range Rover Evoque plug-in hybrid |
| Engine | 1.5-litre three-cylinder turbo petrol Permanent magnet electric motor |
| Power | 147kW petrol 80kW electric 227kW @ 5500rpm combined |
| Torque | 280Nm petrol 540Nm @ 2000–2500rpm (combined) |
| Drive type | All-wheel drive |
| Transmission | Eight-speed torque converter automatic |
| Power to weight ratio | 105kW/t |
| Weight (kerb) | 2157kg |
| Spare tyre type | Space-saver |
| Tow rating | 1600kg braked 750kg unbraked |
| Turning circle | 11.6m |
Should I buy a Range Rover Evoque plug-in hybrid?
We’ve always been smitten by the Range Rover Evoque, and charmed by its stylish take on the luxury medium SUV segment.
A modern, stylish and elegant interior matched by its external profile that, while remaining distinctly Range Rover, also speaks to a sleeker aesthetic.
With electrification the topic of the day, the motoring century even, it seems only logical that Range Rover introduces a plug-in hybrid into its popular Evoque range. But, and it’s a big but, it comes at a steep price.
That’s not to say the Evoque PHEV doesn’t work as intended – a capable plug-in hybrid with decent range and miserly fuel consumption. It certainly does, and does it well.
But it’s hard to get past its starting price, and harder still to swallow the bitter pill comprised of some of the options on its long list of add-ons.
This is one for Range Rover tragics, those whose unwavering loyalty to the brand will go a long way to justifying the buy-in. And for them, the 2023 Range Rover Evoque R-Dynamic HSE P300e PHEV is a decent first step into electric motoring.
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