Sexiest thing in four-wheel drive
Liverpool, England • On looks alone, Range Rover’s Evoque is going to be as popular as condoms at the Olympic games (in 2000, Sydney’s game organizers stocked an average of 10 for each of the athletes attending and still ran out). In fact, I’m going to go out on a limb here and state, for the record, that the Evoque, particularly in two-door “coupe” guise, is the sexiest of SUVs or SAVs or whatever label you want to attach to Land Rover’s latest baby sport-brute. Bentley is rumoured to be designing an SUV; if it’s really lucky, it’ll look almost as good as the Range Rover. Ferrari wishes its hideously unattractive FF — the supposedly practical Ferrari — was half as appealing as the Evoque. That’s how good-looking the new Range Rover coupe is.
From the front, it looks like a hyper aggressive sport-brute, albeit with a classy Range Rover grille. From the back, it’s trés butch with pronounced fender flares and flush-fit twin exhausts. But it’s from the side that the Evoque truly stands out. Looking like a Range Rover Sport — complete with trademark clamshell hood and floating roof — mated with an ultra-sleek Golf hatchback, the Evoque puts the sport in utility vehicle as no SUV has before it. The tiny slits of rear windows look menacing, the sloping rear roof lends an aerodynamic flair and the silhouette is hyper sporty. In many ways, the Evoque is the anti Range Rover.
It’s not an illusion. Though the Evoque is more than capable of venturing off-road, what really stands out is how road-oriented the new Evoque is. Think Acura RDX or BMW X1 and you have some idea of the comportment. Oh, the steering is just a tad flighty and it could use a smidgen more on-centre feeling at speed, but the Evoque is yet another sport-cute looking to emulate a hot hatch. The suspension is roll-reducing firm, turn-in is precise and the brake feel rock solid. It’s also worth noting that the Evoque is available with an optional MagneRide suspension, which, like high-end Corvettes, uses a special magneto-rheological fluid (basically a damping fluid with magnetic particles that react to electrical current) that promises a wider range of suspension adjustment than more traditional suspension systems. It sharpens already outstanding handling.
The Evoque also benefits greatly from a unibody chassis that is exceptionally stiff torsionally. Indeed, it’s hard to believe the Evoque is really based on Land Rover’s mid-sized platform that also forms the basis for the lower-cost LR2. Dave Roynon, Land Rover’s senior public relations events manager, says the chassis improvements are the “result of four years of development.” It feels like 10.
I suspect Land Rover may get some flak for using Ford’s latest EcoBoost engine, the 2.0-litre four-cylinder that also powers the upscale version of Ford’s Explorer (it’s a higher-cost option, replacing the standard V6; yes, you read that right, a four that is the higher-cost replacement for a six). Ever since Jaguar got into such hot water for using Ford’s Mondeo as the basis for its long-gone, not-so-lamented X-Type, any connection with former owner Ford has been suspect.
Land Rover need not fret — this is Ford technology at its best. From just two litres and four pistons, the Evoque squeezes 240 horsepower and 251 pound-feet of torque. And thanks to twin turbochargers, there’s no need to rev the small four-banger like a 125-cubic-centimetre motorbike — maximum horsepower occurs at a lowish 5,500 rpm.
On the road, that translates, as Land Rover hoped, into V6-like pulling power. Though it will thrash a little when revved beyond 5,000 rpm, the little 2.0L never really sounds busy, mainly because you so seldom have to push it beyond 4,000 rpm. Give it full welly and the sprightly Evoque will scoot to 100 kilometres an hour in just 7.6 seconds. Even more impressive is that the small four-cylinder makes it seem as effortless as a big six.
Land Rover is claiming some pretty impressive fuel economy numbers — 7.1 litres per 100 kilometres on the highway and 10.7 L/100 km in the city — that it says will trump the intended competition: Audi’s Q5, BMW’s X3 and the Mercedes GLK. Though I have little doubt that the Evoque’s EcoBoost 2.0L will boast some fuel economy savings, it’s best to remember that a turbocharged engine’s fuel economy advantage quickly disappears under a heavy right foot. On the other hand, the four weighs 40 fewer kilograms than the LR2’s Volvo-sourced in-line six and has been fortified with the usual Land Rover upgrades to the oiling system to allow the engine to operate while tilted up to 45 degrees or through the deep water the Range Rover might encounter while venturing off-road.
Speaking of which, the Evoque retains Land Rover’s Terrain Response system, which sees systems such as the anti-lock brakes, traction control and vehicle stability control tailor the response of the engine, gearbox and centre coupling to the specific conditions. Four settings are offered — General Driving (on-road and easy off-road); Grass/Gravel/Snow (slippery conditions, on- and off-road); Mud and Ruts; and Sand — that offer set-it-and-forget-it all-wheel-drive optimization. Also new on the Evoque is a Gradient Release Control that progressively releases the brakes on steep hills.
Inside the Evoque, the styling bonanza continues. The vehicle’s centre console “disappears” beneath the dashboard’s LCD screen and then reappears again at the air vents, just like the full-sized Range Rover’s. The leather inside is exquisite and the panel gaps are virtually Lexus-like as are the materials — both synthetic and real.
There’s also a surprising amount of room. Both four-door and two-door models have generous rear-seat leg- and headroom, the four-door more generous in this last regard because its roof is 35 millimetres higher. That said, neither offers exceptional access to the rear seat. The four-door’s rear apertures are relatively small (a traditional Land Rover weakness) and, of course, the coupe’s ingress/egress is limited by the front seats. It’s also worth noting that some of the coupe’s front bucket seats have a toggle located near the headrest that move the seat forward for better access to and from the rear. But the top-of-the-line sport seats have a button accessible only from the rear. When you’re climbing in, you have to reach down for the traditional seat controls to roll back the seat. And, while I’m carping, the coupe’s rear-seat side windows are mere slits, hardly surprising considering the limitations caused by the swoopy styling but no less jail-like for it.
The coupe is, surprisingly, more expensive — at $52,595 — than the four-door, which retails for $46,995. If you’re looking on the Internet, you’ll note that Americans pay only $1,000 more for the coupe than the four-door. That’s not a result of a larger currency markup but rather because Canadians are offered a cheaper base model with less equipment. That said, even our base model includes a 380-watt Meridian audio system with 11 speakers (an 825-watt affair is available), Terrain Response, a full complement of electronic active safety systems and six air bags.
In the meantime, there’s no doubt that Range Rover has a hit on its hands. The Evoque, particularly in coupe guise, is the sexiest thing out of Britain since Samantha Fox (whatever you do, don’t add “Page 3” to your Google search). That dowdy old Range Rover is now the sexiest thing in four-wheel
From the front, it looks like a hyper aggressive sport-brute, albeit with a classy Range Rover grille. From the back, it’s trés butch with pronounced fender flares and flush-fit twin exhausts. But it’s from the side that the Evoque truly stands out. Looking like a Range Rover Sport — complete with trademark clamshell hood and floating roof — mated with an ultra-sleek Golf hatchback, the Evoque puts the sport in utility vehicle as no SUV has before it. The tiny slits of rear windows look menacing, the sloping rear roof lends an aerodynamic flair and the silhouette is hyper sporty. In many ways, the Evoque is the anti Range Rover.
It’s not an illusion. Though the Evoque is more than capable of venturing off-road, what really stands out is how road-oriented the new Evoque is. Think Acura RDX or BMW X1 and you have some idea of the comportment. Oh, the steering is just a tad flighty and it could use a smidgen more on-centre feeling at speed, but the Evoque is yet another sport-cute looking to emulate a hot hatch. The suspension is roll-reducing firm, turn-in is precise and the brake feel rock solid. It’s also worth noting that the Evoque is available with an optional MagneRide suspension, which, like high-end Corvettes, uses a special magneto-rheological fluid (basically a damping fluid with magnetic particles that react to electrical current) that promises a wider range of suspension adjustment than more traditional suspension systems. It sharpens already outstanding handling.
The Evoque also benefits greatly from a unibody chassis that is exceptionally stiff torsionally. Indeed, it’s hard to believe the Evoque is really based on Land Rover’s mid-sized platform that also forms the basis for the lower-cost LR2. Dave Roynon, Land Rover’s senior public relations events manager, says the chassis improvements are the “result of four years of development.” It feels like 10.
I suspect Land Rover may get some flak for using Ford’s latest EcoBoost engine, the 2.0-litre four-cylinder that also powers the upscale version of Ford’s Explorer (it’s a higher-cost option, replacing the standard V6; yes, you read that right, a four that is the higher-cost replacement for a six). Ever since Jaguar got into such hot water for using Ford’s Mondeo as the basis for its long-gone, not-so-lamented X-Type, any connection with former owner Ford has been suspect.
Land Rover need not fret — this is Ford technology at its best. From just two litres and four pistons, the Evoque squeezes 240 horsepower and 251 pound-feet of torque. And thanks to twin turbochargers, there’s no need to rev the small four-banger like a 125-cubic-centimetre motorbike — maximum horsepower occurs at a lowish 5,500 rpm.
On the road, that translates, as Land Rover hoped, into V6-like pulling power. Though it will thrash a little when revved beyond 5,000 rpm, the little 2.0L never really sounds busy, mainly because you so seldom have to push it beyond 4,000 rpm. Give it full welly and the sprightly Evoque will scoot to 100 kilometres an hour in just 7.6 seconds. Even more impressive is that the small four-cylinder makes it seem as effortless as a big six.
Land Rover is claiming some pretty impressive fuel economy numbers — 7.1 litres per 100 kilometres on the highway and 10.7 L/100 km in the city — that it says will trump the intended competition: Audi’s Q5, BMW’s X3 and the Mercedes GLK. Though I have little doubt that the Evoque’s EcoBoost 2.0L will boast some fuel economy savings, it’s best to remember that a turbocharged engine’s fuel economy advantage quickly disappears under a heavy right foot. On the other hand, the four weighs 40 fewer kilograms than the LR2’s Volvo-sourced in-line six and has been fortified with the usual Land Rover upgrades to the oiling system to allow the engine to operate while tilted up to 45 degrees or through the deep water the Range Rover might encounter while venturing off-road.
Speaking of which, the Evoque retains Land Rover’s Terrain Response system, which sees systems such as the anti-lock brakes, traction control and vehicle stability control tailor the response of the engine, gearbox and centre coupling to the specific conditions. Four settings are offered — General Driving (on-road and easy off-road); Grass/Gravel/Snow (slippery conditions, on- and off-road); Mud and Ruts; and Sand — that offer set-it-and-forget-it all-wheel-drive optimization. Also new on the Evoque is a Gradient Release Control that progressively releases the brakes on steep hills.
Inside the Evoque, the styling bonanza continues. The vehicle’s centre console “disappears” beneath the dashboard’s LCD screen and then reappears again at the air vents, just like the full-sized Range Rover’s. The leather inside is exquisite and the panel gaps are virtually Lexus-like as are the materials — both synthetic and real.
There’s also a surprising amount of room. Both four-door and two-door models have generous rear-seat leg- and headroom, the four-door more generous in this last regard because its roof is 35 millimetres higher. That said, neither offers exceptional access to the rear seat. The four-door’s rear apertures are relatively small (a traditional Land Rover weakness) and, of course, the coupe’s ingress/egress is limited by the front seats. It’s also worth noting that some of the coupe’s front bucket seats have a toggle located near the headrest that move the seat forward for better access to and from the rear. But the top-of-the-line sport seats have a button accessible only from the rear. When you’re climbing in, you have to reach down for the traditional seat controls to roll back the seat. And, while I’m carping, the coupe’s rear-seat side windows are mere slits, hardly surprising considering the limitations caused by the swoopy styling but no less jail-like for it.
The coupe is, surprisingly, more expensive — at $52,595 — than the four-door, which retails for $46,995. If you’re looking on the Internet, you’ll note that Americans pay only $1,000 more for the coupe than the four-door. That’s not a result of a larger currency markup but rather because Canadians are offered a cheaper base model with less equipment. That said, even our base model includes a 380-watt Meridian audio system with 11 speakers (an 825-watt affair is available), Terrain Response, a full complement of electronic active safety systems and six air bags.
In the meantime, there’s no doubt that Range Rover has a hit on its hands. The Evoque, particularly in coupe guise, is the sexiest thing out of Britain since Samantha Fox (whatever you do, don’t add “Page 3” to your Google search). That dowdy old Range Rover is now the sexiest thing in four-wheel
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