Range Rover Evoque R-Dynamic S 2019 Review

If you’re looking for evidence that Land Rover was terrified of messing with a winning formula, the new Evoque is very nearly exactly the same size as the car it replaces -- a mere millimetre longer and just a fraction wider.

That's because making it bigger, or smaller, just wasn't an option.

"Make it better, but don't change it" was the mantra behind the new Evoque, whose identical proportions, rakish roofline and rising beltline will be comfort to those who love the current car.

Only parked side-by-side with the old one will you notice the differences. Designers have worked hard to simplify the mid-size SUV's styling. This has involved shedding the old car's fussy lines and 4x4-faux fripperies like the plastic cladding on the fenders.

In the metal, along with a set of slimline front and rear lights that look lifted from the Velar, the new Evoque appears far more sophisticated, mature and grown-up but, crucially for its target buyers, remains handsome.

Inside, there's little need for an old versus new camparo as the second Evoque makes a giant leap forward in the design stakes.

We're not kidding when we say owners of the full-size $150K Range Rover will feel at home behind the wheel of the latest Evoque, especially if it's fitted with the full 12-inch digital dash.

Flanked to the left is a large 10-inch infotainment system that's placed above yet another touch-screen that operates both the climate control and all the car's advanced all-wheel drive features -- it's all very Velar.

It's not just the new tech that impresses. On the high-spec cars we drove the finish narrows the gap between the baby Range Rover and popular premium SUV rivals like the Audi Q3 and Q5, which lead the class. Only the odd sharp-edged plastic around the door-handles detract from the upmarket impression.

Beneath the skin, Land Rover hasn't skimped on the smallest Range Rover, which gets the car-maker's all-new Premium Transverse Architecture (PTA).

Last year at the preview of the Evoque some confusion arose over comments from Land Rover engineers that suggested the PTA was a heavily-modified version of the last car's long-running D8 steel platform.

We're now happy to report that's not the case and not a single rivet, spot weld or crossmember is shared with the ancient Ford legacy underpinning.

Starting from scratch, Land Rover has added a sophisticated new integral link rear suspension and devised a compact new pseudo-MacPherson strut suspension up front.

The new platform has also allowed the British car-maker to introduce both 48-volt mild-hybrid and full-plug in powertrains, but packaging limitations mean there will never be a full-electric version.

Same goes for air suspension; engineers wanted to make up for the old car's failings in struggling to accommodate four passengers and their luggage, and since the hardware needed for air springs would intrude into the boot they were ruled out.

That also explains why the rear axle has been pushed backwards by some 21mm, liberating an extra 20mm of rear legroom. Now there's a decent-sounding 591-litre boot and tall adults have enough headroom, even with the optional panoramic roof fitted.

Speaking of roofs, with the introduction of the second instalment of the Evoque, Land Rover has dropped the old three-door 'coupe' version.

That has the knock-on effect of also automatically ruling out any chance of introducing a follow-up act to the old Evoque Cabriolet -- much to the relief of Land Rover purists.

The new Range Rover Evoque comes with the choice of either turbocharged 2.0-litre cour-cylinder petrol or diesel power, bot equipped with a new nine-speed automatic transmission.

In Australia, if you want a turbo-diesel there will be the choice of either the D150 (110kW) or the D180 (132kW).

On the petrol side there's a P200 (147kW), P250 (183kW) or the flagship P300 (221kW).

All Evoques that land Down Under come with all-wheel drive as Land Rover Australia isn't interested in the low-spec front-wheel drive manual version available in some parts of Europe.

Ensuring greater efficiency and superior off-road prowess, the new baby Range Rover gets an all-wheel drive system that decouples when cruising to save fuel. If tyre slip is detected, it reconnects in just 300 milliseconds.

The new rear axle, meanwhile, now features twin-clutches that enable proper torque vectoring to boost traction and cornering. The new set-up is far superior to the old car’s, which had to rely on its brakes to force torque across to the wheel with most grip.

The latest Evoque also features Land Rover's new Terrain Response 2 electronic off-road driver assistance aids that pre-arm the Brit's AWD system for mud, sand, snow and rocky surfaces.

Despite lacking some of the serious hardware that makes the full-size Rangie almost unstoppable off-road, the Evoque has always proven more capable than many give it credit for in the rough. The new car is no exception.

With a modest 212mm ground clearance, the small Range Rover on our drive climbed rocks, dealt with gravel, mud and even navigated a railway bridge crossing. We even traversed the odd river, but didn't come close to troubling its maximum 600mm wading depth (100mm better than the last model).

Lift a rear wheel in extreme off-roading and the new rear axle is far more accomplished at smoothly shovelling torque across to the wheel that needs it.

As much fun as it was tearing up the Greek countryside in the interests of putting the Evoque through its places, the true test of the Evoque was back on the road.

On our drive, we sampled two versions -- the flagship 177kW D240 available in Europe and the mid-range 183kW P250 that will be available Down Under.

As mentioned earlier, both models come with the car-maker's new mild-hybrid tech that claws back energy under braking and stores it in underfloor battery.

The system then can briefly provide a burst of 140Nm of torque off the line to 'torque-fill' the gap before the turbo spools up and delivers full boost. It's a neat solution and one that not only makes the Evoque quicker, but up to six per cent more efficient too.

Unfortunately, initially, the new powerful diesel doesn't feel all that sprightly. Weighing in almost 1.9 tonnes, the new car is around 70kg heavier on account of more tech, safety kit and a larger fuel tank.

Against the clock, the D240 takes just 7.7 seconds to hit 100km/h thanks, in part, to the powerful diesel generating a muscular 500Nm from just 1500rpm.

Strange then, that on the road it feels a little anaemic when you need a swift overtake to get ahead of a slow-moving truck or van.

Worse still, the diesel remains vocal when worked hard.

It doesn't bode well for the two less powerful diesels we're getting but praise must be given for the exemplary ride quality demonstrated by the diesel that rode on huge 21-inch wheels.

Key to the cossetting ride is a new adaptive damping system that has an uncanny ability to shrug off a poorly surfaced road. That said, the ride up front is far better than it is in the second row.

Bravely, when developing the MkII Evoque, engineers weren't tempted to throw comfort out the window and match the Porsche Macan for handling.

That explains the added body roll when cornering but, make no mistake, the Evoque is still an engaging SUV to drive.

Far more preferable to the diesel is the more energetic P250 petrol that weighs around 60kg lighter -- it feels much more agile behind the wheel.

Quicker off the line, the 183kW petrol is not only a couple of tenths quicker to 100km/h but it's 0.7sec more rapid on the 80-120km/h mid-range dash.

That explains why the P250 provides the driver with more confidence on a country road. The turbocharged 2.0-litre also seemed a better match for the nine-speed automatic, which was less prone to unwanted downshifts than it was in the diesel.

Petrol power also makes for an even quieter and more refined driving experience and one that's far more enjoyable when you reach your favourite country road.

The P250 seemed more capable of exploiting the fine work engineers have done with the new architecture in terms of ride and handling.

Talking of ride, the petrol model we drove wore slightly smaller 20-inch wheels but didn't get adaptive dampers. The ride remained decent but it's worth caveating that Greek roads are generally better than what we have to suffer Down Under.

One thing the petrol model can't match the diesel for is efficiency. After some particularly enthusiastic driving, plus some high-speed highway driving, we returned a thirsty 17L/100km. Compare that to the diesel's more palatable 11L/100km the day before.

The diesel can also tow up to 2000kg — 200kg more than the petrol line-up, including the 221kW P300 — which might swing the decision back in the diesel's favour.

Sadly, the choice of diesel or petrol is only the beginning of working out which Evoque you'd actually buy because of the bewildering choice that Land Rover will offer with the small Range Rover.

When it goes on sale later this year the Evoque will be offered in S, SE, HSE, R-DYNAMIC S, R-DYNAMIC SE and R-DYNAMIC HSE, plus a limited-run First Edition.

If you work out which of those you want, you then have the daunting task of an enormous options list that could see you surrender a kidney for the kit you actually want and need.

Not worth the cash is the new Clearsight rear-view mirror that costs $515 and uses a camera mounted in the shark fin antenna to project a full-width live broadcast of the view behind on the mirror. It does the job but the live image feed is far too distracting on the move.

Same goes for the Clearsight Ground View system that employs two cameras in the door mirrors and another in the grille to provide an image that helps you 'see' through the bonnet to the front wheels.

It's good for kerb avoidance in town but, unless you regularly off-road, you can live without it. But there are plenty of other options you'll want and need.

We love the no-cost new wool-blend seat covering and a faux leather option sourced from eucalyptus trees made for vegan customers but, from then on, things get faintly ridiculous.

For an R-DYNAMIC S model, for example, Land Rover will happily charge you $100 for locking wheel nuts, $330 for a pair of fog lights, $480 for the basic electric tailgate, $900 for keyless starting, $1950 for adaptive dampers and $2040 for the panoramic roof.

We could go on, but know the new Evoque’s $64,640 (plus on-roads) starting price is only beginning of a costly adventure - but one that will ultimately net you an SUV that is among the best to drive, most capable on- and off- road and, crucially, achingly desirable to those who bought, or wanted, the last model.

How much does the 2019 Range Rover Evoque R-Dynamic S cost?
Price: $69,820 (plus on-road costs)
On sale: June 2019
Engine: 2.0-litre turbocharged four-cylinder petrol
Outputs: 183kW/365Nm
Transmission: Nine-speed automatic
Fuel: 7.9L/100km
CO2: 180g/km
Safety rating: not tested